US2170123A

US2170123A - Car truck side frame

Info

Publication number: US2170123A
Application number: US253977A
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: 1939-02-01
Publication date: 1939-08-22
Anticipated expiration: 1956-08-22
Also published as: US2170118A

Description

Aug. 22, '1939. c. R. BuscH CAR TRUCK SIDE FRAME 2 Sheefs-Sheet 1 Original Filed March 15, 1937 D AW" TzL-Tl.

I INVENTOR 6%0r/es ATTORNEY Aug. 22, 1939. c. R. BUSCH 'CAR TRUCK SIDE FRAME Original Filed March 15, 19:57

2 Sheets-Sheet 2 R O T N E V m (Jar/ed E. 5080/ ATTORNEY Patented Au 22, 1939 PATENT oF-ncs CAR TRUCK SIDE FRAME Charles R. Busch, range,'N. J., assignor to Butfalo Brake Beam Company, New York, N. Y., a corporation of New York Original applications March 15, 1937, Serial No. 130,881, and August 7, 1937, Serial No. 157,863. Divided and this application February 1, 1939,

Serial No. 253,97

25 Claims.

With these objects in view, the invention consists 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 frame as 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 inbroken lines;

Fig. 3 is a detail section on the line 3-3, Fig. 1,

looking in the direction of the arrows and showing in section a suitable brake beam;

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

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

I Fig. 6 is a sectional elevation on the line 6-6,

Fig. 2, in the direction of the arrow, and

Fig. 7 is a perspective view of a wear protecting lining.

In the drawings, there is illustrated only so much of the car truck side frame ID 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 Ii and a tension member I2, together with a journal box Ilia preferably integral therewith. Fig. 2 shows the 'car truck side frame broken away at about its mid-length, so that there is illustrated only one bolster guiding column l3. The other half of the side frame not illustrated will be constructed according to the portion thereof which is shown and described herein. The frame i 0 has its tension member l2 provided with spring supporting brackets or seats M which may be used to support a spring plank if one is used.

The drawings illustrate a preferably straight 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. 2 of the drawings specifically and graphically discloses the preferred angle of twelve degrees for the said recess I5 or its equivalent. The axis 0 of the wheel axle illb shown in broken lines preferably indicates the point from which the degree of angle of the recess I5 is determined. The dot and dash line H indicates the horizontal which is parallel with the car track, and the dot and 'dash line A indicates an angle of twelve 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 to the horizontal.

Recess. I5 is preferably defined by reinforcing guide flanges l6, I! cast or formed integrally with the inner side of the tension member of the side frame, in opposed relation to each other. These inner ribs 'or flanges greatly strengthen the tension member l2 and the lower end of guide column i3, especially where the latter is intersected transversely by the flanges. Where such guide flanges are employed it is desirable to back'them up or strengthen them as by meansof ribs or brackets l8 and i9 which are cast integrally with the side frame. The brackets l8 converge toward their upper ends with respect to the guide flange l6 and the brackets l9 extend downwardly from guide flange l'l, both sets of brackets gradually merging with the side frame. If the brake beam is to be so guided, the bracketsl9 assist in absorbing any downward pressure or thrusts and the brackets i8 any upward thrust from the brake beam. That end of recess l5 which would be nearest to a car wheel may be closed if desired by a transverse wall so as to confine the brake beam in its forward movement in applying the brake shoes, the opposite end of the recess being preferably left open adjacent the bottom wall of the bolster window opening and above spring seat H 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 guiding recess IS in the side frame extends inwardly beyond the plane of the inner surface of the side frame so that the intermediate inner wall l5a of the recess is disposed between the vertical planes of the inner and outer surfaces of the side frame, as shown in Figs. 4 and 6. This increases the bearing surface for the end of the beam whether the flanges or ribs l6, I] extend inwardly as far as shown in the drawings or do not 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, .l'l reinforce and impart additional strength to the recessed portion of the side frame.

Referring to Fig 1 which shows the end of the beam 23 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 29 when that is provided at that end of the guide which is closest to'the car wheel, and in fact at that endof the guide which is laterally opposite to the tread of the adjacent car wheel. The

width of the guide is shown in Figs. 1, l and 5 and such width is maintained for substantially its entire length to provide suficient 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 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 asufiiciency 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 offset at Mia as shown in Figs. 1 and 5 as aprecaution, in case of excessive lateral approach of wheel lfib to the guide.

Referring to Figs. 2 and 5, the frame ii) is shown as trussed along its upwardly inclined tension portion by means of a relatively narrow reinforcing 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 portionsare in the intermediate regions of the guiding recesses in the side frame, the walls of the recesses are considerably strengthened at points where the weight and any downward movement of the brake beam is imposed upon the side frame. Preferably, each reinforcement tapers 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 bottom reinforcement Zlfbut by the interior 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 guide for the end of a brake beam is preferably on the tension member of a truss type of side frame and as any wearing thereof due to the operation and friction of a brake beam is not desirable because the life of the side frame should be preserved fora considerable time, each side frame being a quite costly element of a car truck, the brake beam guide is best protected by a suitable wear lining, which takes up any wear caused by the movement of the brake beam rather than have the wear take place directly on the side frame. Furthermore, as the A. A. RQdoes not permit riveting or welding of an important element to the tension member of a truss-side frame, such a lining is preferably preformed and adapted to be easily applied to the guide as a detachable unit, so that when and if such relatively inexpensive lining is worn it may be readily replaced Without damage to the-tension member, no wear on the tension member itself occurring. The guide and protecting lining are preferably located on the inwardly facing side of the tension member, so that the guide and the lining are shielded by the side frame against the direct deposit of rain and snow thereon, and no ice should therefore accumulate on the guiding surfaces to interfere with the movement of the brake beam. Furthermore by so locating a wear lining the guide and the lining are protected against the accumulation thereon of dust and dirt, and if some accumulation thereof does take place the same will be forced downwardly by the brake beam due to the fact that the guide is preferably downwardly inclined in the manner disclosed, and the accumulations, if any, may then gravitate and drop upon the track.

A suitable wear lining, preferably of spring steel, is shown in perspective in Fig. '7 and is shown in position in Figs. 1 to 5 inclusive. Referring more particularly to Fig. 7 it will be seen that the wear lining is'preferably a unit which is so constructed and shaped as to be insertable in the recess I5, to which end each lining comprises similar upper and lower elements or

plate members

24, 25, an inward ofiset or notch 26 being formed in one of the ends 26a of each element, so that the offsets 26 are directly opposite each other at the front of one end of the lining. The elements or

plate members

24, 25 are preferably connected by a back portion 21, and thereby a' recess is provided between the said

elements

24, 25. It is preferred to make the said wear lining of channel or U-shape in cross-section so as to adapt it for lining the recess l5 in the side frame. The lining is preferably provided with oppositely outtumed flanges 28, one for each element or

plate member

24, 25. The parallel side portions or

elements

24, 25 of the lining are preferably provided with teats or humps- 29 projecting slight distances in opposite directions for the purpose to be explained later on,

Referring to Figs. 3, 4 and 5, the lining of Fig. 7 is illustrated as in its applied position. When the lining is sprung into proper position in the recess IS, the lower element 25 will cover the bottom wall of the recess, the element 24 will cover the top of the recess andthe back 21 will be against the backwall of the recess, while the flanges 28 will cover the vertical surfaces directly above and below the recess, so as to protect such surfaces against any thrusts of brake heads on the beam. The bottom element or plate member 25 held upon the bottom flange or rib I! will support the weight of the beam 23 and take any Wear due to the weight of the beam or any pressure thereon due to the movements of the beam, the flange I1 and element or plate member 25 serving to mutually support'each other against the action of the beam. The upper flange or rib I6 and the upper element or plate member 24 of the lining will mutually reinforce each other in an upward direction against any shocks due to the movement of the beam, and the said element 24 will take the wear, if any, due to such movement of the beam. The back 21 of the lining will take any wear which may be due to end thrusts of the beam and anyfriction thereof.

Preferably the upper and lower walls of the recess or the mutual facing surfaces of the flanges or ribs l6, H are provided at the inner or downward end of the recess with shoulders 3! or the like, the distance between the shoulders 3| and the stop 20, if used, at the opposite end of the recess, being equivalent to the length of the lining, so that when the lining is sprung into place it is confined between said shoulders and the stop. This arrangement is preferable whether or not the teats or humps 29 are used, but when they are used they are engaged in depressions or cavities 3|) in the mutually facing walls of the recess, as shown in Fig. 3.

As before described the ends of the flanges I6, I! are inwardly offset or reduced at Ilia. in order to allow for the movement of the adjacent wheel l6b toward the side frame, as shown in Fig. 1. Inasmuch as the end of protecting lining extends to the stop 20 which is adjacent the offsets lBa, as shown in Figs. 3 and 5, and as the offsets 16a are inwardly of said end as shown in- Fig. 1, the offsets 26 in the lining are provided so as to match offsets Ilia, which makes the oppositely directed flanges 28 somewhat shorter than the overall length of the lining, whereby the lining is also constructed so as not to interfere with the movements of wheel l 6b toward the side frame.

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 I5 in the tension member may be defined by the ribs or flanges l6, H, but in any event it may best be located at the inner side of the tension member so as to face inwardly therefrom. The guide flange IT or its equivalent will support one end of the brake beam when 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 inner surface of the tensionmember. Preferably the reinforcing rib or flange l6 or II extends upwardly along the inclined portion of the tension member from a point close to the spring seat l4 so that a guided brake beam will be detained by the spring seat if it should tend to fall the tension member, 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 of the tension member as shown more fully in Figs. 2 and 5. The reinforcement 2| may be seen at the outside of the tension member and in the preferred form of the invention the only interior reinforcement that when suitably reinforced and strengthened side frames such as described are provided with the disclosed novel means for guiding a brake beam, and the guide also provided with a wear lining such as described, a side frame is obtained which is adapted for properly guiding and supporting brake beams of many types. It will also be obvious that the invention shown and described is susceptible ofmore or less modification 'without departing from the spirit of the invention as defined in the appended claims.

What I claim as new is:

1. A car-truck side frame having a guide column, a pair of flanges projecting inwardly away from the side frame and integral with and extending across the inner surface of the column and defining a beam guiding recess between them, and supporting brackets integral with and connecting one of the flanges and column.

2. A car-truck side frame with a bolster-spring seat and having in its inward side a recess downwardly inclined toward the spring seat to receive and guide the end of a brake beam, the intermediate inner wall of the recess being disposed between the vertical planes of the opposite surfaces of the side frame.

3. A car-truck side frame with a bolster-spring seat and having on its inward side a pair of flanges integral therewith and. extending inwardly therefrom, and the flanges downwardly inclined toward the spring seat to receive and guide the end of a brake beam, the said flanges defining a recess, and the intermediate inner wall of the recess being disposed between the vertical planes of the opposite surfaces of the side frame.

4. A car-truck side frame having formed therein a straight downwardly inclined recess adapted to receive and guide an end of a brake-beam, such recess being of suflicient length to guide the beam for its range of travel, and the lower inner end of the recess being open at a point adjacent to the bottom wall of the bolster window opening in the frame.

5. A car-truck side frame having a spring seat and provided with a straight recess downwardly inclined toward and terminating at the spring seat and adapted to receive and guide an end of a brake-beam, the plane of the incline being at an angle of approximately 12 degrees and radiating from the axis of the journal opening in the side frame which is closest to such recess.

6. A car-truck side frame having a recess downwardly inclined and adapted to receive and guide an end of a brake beam and means adapted to support a bolster spring, the lower end of the said supporting means and open toward such means.

7. A car-truckside frame having a spring seat,-

a tension member and reinforcing means on the outside of such member on the inner wall thereof.

and integral therewith, such means extending to the spring seat and longitudinally recessed to guide the end of a brake beam.

8. A car-truck side frame having a spring seat, a guide column and reinforcing means on the column, integral therewith, and constituting a guide of suflicient length for guiding a brakev beam in its range of movement to or from the predetermined position 'of the car wheel axle nearest to the column, such guide extending along the side frame and transversely of .the column, and the guide being aligned substantially with the axis of such axle.

9. Acar-truck side frame provided with a pair of downwardly inclined, inwardly projecting, opposed flanges, one above the other, integral therewith and adapted to receive and guide an end of a brake-beam in the recess therebetween, the lower inner end of the recess being open at a point close to the bottom wall of the bolster window opening in the frame.

10. Ac'ar-truck side frame having a spring.

seat and provided with a straight recess downwardly inclined toward the spring seat and adapted to receive and guide an end of a brakebeam, the plane of the incline being at an angle of approximately 12 degrees and radiating from the axis of the journal opening in the side frame which is closest to such recess, inwardly projecting flanges formed integral with the side frame defining the vertical width and the length of the recess and the lower ends of the flanges separated at the spring seat to permit removal of the beam.

11. A car-truck side frame having a compression member and a tension member, and a pair of opposed flanges integral with and projecting inwardly of the tension member, such flanges extending along the tension member at a downward inclination toward the spring seat on such member, and the lower flange terminating at the spring seat, such flanges spaced apart one over the other to receive between them the end of a brake beam and to guide it at a corresponding inclination and their lower ends separated above the spring seat to permit removal of the beam.

12. A car-truck side frame having a compression member, a tension member and a guide column, a spring seat at the base of the column, flanges inwardly on the tension member for guiding a brake beam and extending along the tension member to and across the point of intersection of the tension member and the column, one flange above the other, and the lower flange terminating at a point just over the spring seat.

13. A car-truck side-frame having a tension member and -.a guide column, a pair of flanges integral with and extending along the surface at the inner side of the tension member and defining a beam guiding recess between them, an outside supporting bracket integral with and conend of a brake beam in the recess therebetween, the lower inner end of the recess terminating at a point adjacent to the bottom wall of the bolster window opening in the frame, and ribs -on the side frame to reinforce the flanges, such engaging to prevent the dislocation of the plate.

16. A car-truck side frame, including spaced apart guide flanges or ribs there along providing a recess in which the end of a brake beam is receivable, a lining for the recess to protect the side frame'and ribs against wear, and means at the recess for engaging such lining to prevent the dislocation thereof.

17. A car-truck side frame, including spaced apart guide flanges or ribs there along providing a recess in which the end of a brake'beam is receivable, a lining for the recess to protect the side frame and ribs against wear, such ribs being thickened to provide stop means in the recess for engaging the lining to prevent the dislocation thereof.

18. A car-truck side frame of truss type whereof the compression and tension members are integral with each other, the tension member having along it an inwardly facing brake-beam guiding recess, and a wear lining constituting a unit detachably secured within the recess and engaged upon the lower wall of the recess, and its detachability facilitating removal of the lining at will when worn, the lower wall and said lining providing mutual support for the weight of the beam during its movements.

19. A car-truck side frame of truss type whereof the compression and tension members are integral with each other, the tension member having along it an inwardly facing brake-beam guiding recess, and a wear lining constituting a unit detachably secured upon the lower, upper and inner walls of the recess to facilitate removal of the lining at'will when worn, the lower wall and said lining providing mutual support for the weight of the beam during its movements, and the lining at the other walls adapted for taking thrusts and shocks of the beam.

20. A car-truck side frame of truss type whereof the guide columns and compression and tension members are integral with each other,-and having across the guide columns and along the tension member an inwardly facing brake-beam guiding recess, and a metallic wear lining of channel cross-section detachably secured in the recess, the lower wall of the recess and the lower part of the lining providing mutual support for the weight of the beam during its movements.

21. A car-truck side frame of truss type whereof the compression and tension members are integral with each other, and having a brake-beam guiding and supporting flange on the tension member extending inwardly lengthwise thereof, and a hard metal wear lining detachably secured to the tension member and bearing upon the upper surface of the flange for engagement by the beam, the flange and the said lining constituting mutual reinforcements for sustaining the weight of the beam and absorbing downward pressure thereof during its movements.

22. A car-truck side frame of truss type whereof the compression and tension members are integral with each other, the tension member having along it an inwardly facing brake-beam guiding recess, and a wear lining of channel crosssection detachably secured in the recess to facilitate removal of the lining at will when worn, the lower wall of the recess and the lower part of the lining providing mutual support for the weight of the beam during its movements, such lining be-' ing oppositely outwardly flanged and the flanges respectively extending upwardly and downwardly on adjacent surfaces of the tension member and protecting such surfaces against wear.

23. A car-truck side frame with a window opening and having a tension member, and a plurality of flanges, one over the other, integral with and extending part of their full'lengths along the exposed outer surface of the inner wall of such member and across the adjacent guide column flanges providing a guide for a brake beam and reinforcing the side frame. v

24. A car-truck side frame having a compression member and a tension member, and a pair of opposed flanges, one over the other, integral with and projecting inwardly of the tension member and providing a guide for a brake beam, such flanges extending along the tension member downwardly toward the spring seat on such member, and the lower flange terminating at the spring seat.

25. A car-truck side frame having a compres- CHARLES R; BUSCH.