US2702614A

US2702614A - Railway brake beam structure

Info

Publication number: US2702614A
Application number: US229190A
Authority: US
Inventors: Irvin J Spaeth
Original assignee: Chicago Railway Equipment Co
Current assignee: Chicago Railway Equipment Co
Priority date: 1951-05-31
Filing date: 1951-05-31
Publication date: 1955-02-22
Anticipated expiration: 1972-02-22

Description

Feb. 22, 1955 l. J. SPAETH 2,702,614

RAILWAY BRAKE BEAM STRUCTURE Filed May 31, 1951 2 Sheets-Sheet l S g /6 \V 9 FIG. 4

Jfi

7/ I fir? cf L j 13/ M7 M Feb. 22, 1955 J. SPAETH 2,702,614

RAILWAY BRAKE; BEAM STRUCTURE Filed May 31, 1951 2 Sheets-Sheet 2 United States Patent RAILWAY BRAKE BEAM STRUCTURE Irvin J. Spaeth, Chicago, Ill., assignor to Chicago Railway Equipment Company, Chicago, 111., a corporation of Illinois Application May 31, 1951, Serial No. 229,190

6 Claims. (Cl. 188223.1)

The invention relates to truss type brake beam structure such as is used on railway rolling stock and consists in a novel brake beam and brake head assembly, particularly adapted for beams normally slidingly supported at their ends on brackets on the side frame or other truck part.

In some respects, the structure of the present application is an improvement upon that shown in an ap plication filed by the present inventor May 15, 1946, Serial No. 669,855 (now Patent No. 2,587,915, issued March 4, 1952), which discloses a truss type of beam, in which the brake head is secured to the brake beam, and the brake beam main members are secured to each other by a diagonal securing device accessible from the end of the beam, the beam being supported by swinging links pivotally connected to the brake head andto the truck frame or other truck structure.

The present application is a continuation-in-part of an earlier application, filed August 18, 1950, Serial No. 180,163, now abandoned.

An object of the present invention is to retain the advantages of the diagonal securing device, as described in that earlier application, even though the presence of a part for slidingly supporting the end of the beam would avoid use of the beam and head assembly as shown in the earlier application.

Another object is to more securely assemble the ends of the compression and tension member of the A. A. R. type of beam by substantially permanent means while accommodating the replacement of the brake heads when required.

Another object is to strengthen the end portion of the beam inwardly without enlarging the usual head.

Another object is to make the brake head reversible, {lop for bottom, and applicable to either end of the cam.

Another object is to utilize a one piece cast metal head with a lateral extension without making the head unduly heavy or embodying such heavy sections that the desirable characteristics of a malleable casting are prejudiced.

The structure by which these and other detailed objects are attained is illustrated in the accompanying drawings, in which:

Figure l is a top view of a brake beam embodying the present invention, one end portion of the beam being sectioned horizontally substantially on the line 1--1 of Figure 3.

Figure 2 is an end view of the beam as shown in Figure 1, but drawn to an enlarged scale.

Figure 3 is a vertical longitudinal section of one end portion of the beam and is taken approximately on the line 3-3 of Figure 1.

Figure 4 is a vertical transverse section taken approximately on lines 4-4 of Figure 1.

Figure 5 is a horizontal section through the end portion of a beam embodying another form of the invention and corresponds generally to the left hand end of Figure 1 but is drawn to a larger scale. The end member holding the beam compression and tension members assembled and the shoe mounting head are separate parts.

Figure 6 is an end view of the structure shown in Figure 5.

Figure 7 is a detail vertical section taken on the line 7-7 of Figure 5.

2,702,614 Patented Feb. 22, 1955 ICC Figure 8 is a detail vertical section taken on the line 88 of Figure 6.

:substantially the same as those shown in Figure 1.

Figures 9 and 10 are perspectives of the beam end member and separate brake head shown in Figures 5-8.

The brake beam shown in Figures 1-4 embodies a truss including a compression member 1 of channel section, a tension member 2 comprising a fiat bar, and a strut 3. The compression and tension members converge from the middle of the beam towards each end where the inner upright face 4 of the tension member meets and extends alongside the inner face 5 of the channel web. The end portion of the tension member is upset and has a lip or shoulder at 6 to abut the end of the compression member.

Applied to each end of the brake beam truss is a brake head 7, the forwardly facing portion of which includes the usual elements 8 for mounting the brake shoe (not shown). The rear or body portion of the head forms a pocket for receiving the ends of the compression and tension members. This pocket includes a rear wall 9, a front wall 10, a top wall 11, a bottom wall 12, and an end wall 13. The front and rear walls of the pocket hold the ends of the compression and tension members assembled by preventing disengagement of the shoulder 6 from the end of the compression member.

Bosses

14 and 15 on the head rear Wall 9 and front wall 10 respectively form seats for the heads of a rivet 16 which extends in the general plane of the beam diagonally of the length of the beam and substantially at right angles to tension member 2. The forward portion of the head is recessed at 17 to provide access to the forward end of rivet 16 for initial driving of the rivet or later removal of the rivet as by cutting 011? its rear head and driving it forwardly through the beam.

The axis of the tension member passes substantially transversely of rivet 16 and through the shoulder on member 2 which engages the end of the compression member and this relation between the axis and the shoulder reduces or eliminates a tendency of the tension member to straighten out when the beam is subjected to thrusts as the brakes are applied.

Integral with the head body is a lateral extension 18 projecting from end wall 13 away from the pocket and the ends of members 1 and 2. The extension is inclined from the general plane of the beam, as best indicated in Figure 2, and is adapted to engage a supporting bracket (not shown) on an adjacent truck part. Preferably extension 18 is hollow as indicated at 19, the hollow interior 19 merging with the pocket which receives the end portion of the compression and tension members.

Preferably the top and bottom walls 11, 12 of the head pocket are extended beyond the ends of the rear and front walls as indicated at 20 and 21 and are secured by

rivets

22, 23 to the top and

bottom flanges

24 and 25 of the beam compression member. If

rivets

22 and 23 are staggered longitudinally of the beam, as best shown in Figure 3, they will not only assist rivet 16 in maintaining the assembly of the head and the truss but will more effectively resist a tendency of the head to pivot about the rivets when subjected to alternate thrusts in opposite directions as the brakes are applied and released. The same general result would be obtained by applying two rivets to one extension flange, in which case the other flange could be omitted.

The construction illustrated and described makes possible the use of a head of malleable cast iron or steel by avoiding heavy sections, and the use of a rivet disposed diagonally of the length of the beam and at right angles to the compression member and substantially in the line of thrust through the brake head when the brakes are applied.

In the brake beam shown in Figures 5-10, the truss compression member 30 and tension member 31 are An end member 32, separate from the brake head 33, forms a sleeve fitting over the ends of the compression and tension members. A rivet 34, disposed diagonally of the length of the beam and normal to the tension member axis and disposed in the general plane of the beam as determined by the compression and tension members, secures the truss members and the end member together. The end member may include a three-sided pocket formmg member 35 extending inwardly of the beam a substant al distance from the brake head and receiving compression member 30 to which it may be riveted at 36 or 37 or at both points. End member 32 has a forwardly pro ecting rectangular boss 38 and upwardly and downwardly projecting

webs

39 and 40 and an outwardly projecting lateral extension 41 corresponding to the support-engaging extension 18 previously described. (See Figure 9).

Brake head 33 (see Figure has a forward contour for mounting a removable brake shoe S corresponding to the usual brake head contour and includes a rear- Wardly projecting web 42 provided with apertured

ears

43 and 44, disposed to extend alongside

end member flanges

39, 40 and be riveted thereto. The rear of the brake head has

flanges

45 and 46 to provide recesses 47 receiving the upper and lower walls of end member boss 38, the rear of flanges 46 being enlarged at 48 to form seats bearing against the forward face 49 of end member 32 at the base of boss 38.

The brake head is symmetrical about the central plane A of extension 41. The straight line 8--8 passing through the centers of the apertures in

flanges

39 and 40 and

ears

43 and 44 is perpendicular to plane A. Accordingly, the brake head, when turned top for bottom, will fit the end member and present its shoe mounting face concentric to the wheel, not shown, the same as indicated in Figure 6. Since the sleeve receiving the ends of the compression and tension members, the lateral extension for engaging the beam support, and the pocket 35 for receiving the compression member are all formed as parts of the end member, the brake head may be made symmetrical about the plane B of its central line of thrust and the head may be placed at either end of the beam.

Preferably, end member 32 will be a steel casting and the brake head 33 will be a malleable iron casting. When the brake beam truss is assembled, end member 32 Will not only be riveted to the compression and

tension members

30, 31, but the upper and lower elements of pocket 35 may be pressed against the channel compression member to better prevent the loosening of the elements of the assembly when subject to vibration due to the application of brakes to the wheels. After the end member has been pressed against the channel, it is almost impossible to remove it from the end members without cutting it and hence the formation of the end member and brake head, as separate parts, is advantageous because it will permit the removal of the brake heads for reversal or replacement without disassembling the beam truss.

The central portion 50 of the brake head body is imperforate and covers the forwardly opening recess in boss 38 which receives the front head of rivet 34 and avoids weakening the brake head at a point where it is subjected to high stress.

The structure may be varied in other ways without departing from the spirit of the invention and the exclusive use of those modifications coming within the scope of the claims is contemplated.

What is claimed is:

1. In a railway truss type brake beam, a compression member and a tension member with their end portions converging towards the end of the beam, a brake head mounted on said end portions and having a forwardly facing shoe-mounting portion and having a lateral extension projecting lengthwise of the beam beyond said portion and the ends of said members for slidably engaging a support, and a securing device extending through the head and beam members in the general plane of the beam and diagonally of the length of the beam and positioned inwardly of the beam from said lateral extension, the ends of said device being spaced from said extension and accessible from the front and back of the brake head, there being a recess in said forwardly facing portion, and one end of said device being accessible through said recess.

2. In a railway truss type brake beam, a channelshaped compression member, a tension member, and a strut spacing their middle portions, the adjacent end portions of said members converging and interengaging, and an end member mounted on associated end portions and maintaining interengagement of said end portions, said compression member including a substantially vertical web and horizontal flanges extending transversely therefrom, and said tension member end portions extending between said flanges and having terminal lips in abutting engagement with the ends of the compression member, the axis of said tension member extending from said strut to either end of the beam substantially passing through the engagement of the corresponding lip and compression member end, and an elongated securing device extending through said members in the general plane of the beam and in a direction substantially perpendicular to said axis.

3. In a railway truss type brake beam, separately formed compression and tension members with adjacent end portions converging and then extending alongside of each other, an end member with a box-like pocket receiving said end portions and including a front wall alongside the front face of the tension member end portion, and a rear wall alongside the rear face of the compression member end portion, a rivet extending through said end portions and walls diagonally of the center line of thrust of the beam and substantially perpendicular to the longitudinal axis of the tension member, and a shoe carrying head mounted on the end member and overlying the forward end of said rivet, and separate rivets securing the head to the end member independently of the rivet securing the end member to the compression and tension members.

4. A brake beam as described in claim 3 in which a support engaging extension projects outwardly of the beam from the end member independently of the shoe carrying head.

5. In an end member for a railway truss type brake beam, a body portion forming a pocket opening at one end for receiving the ends of the brake beam compression and tension members, said pocket having a rear wall and having a front wall including forwardly facing elements for mounting wheel-engaging structure, said elements being spaced apart lengthwise of the pocket, there being bosses on the exterior of said walls with outer faces disposed diagonally of said walls, there being aligned apertures extending through said walls and bosses disposed about an axis extending diagonally of the walls and normal to said faces, the boss on the front wall being intermediate said elements and the boss on the rear wall being adjacent to the open end of the pocket.

6. In a railway truss type brake beam, a compression member and a tension member spaced apart at the middle of the beam and converging towards the end of the beam and having contacting terminals, an end member mounted on each pair of associated terminals and having elements arranged to mount wheel-engaging structure facing forwardly of said end member, there being a lateral extension projecting lengthwise of the beam outwardly from said terminals for slidably engaging a beam support, and a securing device extending through each end member and the compression and tension members in the general plane of the beam and diagonally of the length of the beam and substantially normal to the tension member and positioned inwardly of the beam from said lateral extension, the ends of said device being spaced from said extension and accessible from the front and back of the end member, there being a recess between said elements providing access to said device from the front of the end member.