US981619A - Railway brake-beam. - Google Patents

Description

` s. A. cRoNB. RAILWAY lBRAKE'BEAIIII. APPLIOATION FILED-APR. 2Q.1910.

WIT/VESSES:

ruE Nanms Fergus co., WAsmNaroN, u. c.

'PatennedlJan 17, 191,1.

2 MEETS-SHEET 1.

' 1 s, A. GRONE. RAILWAY BRAKE BEAM. A I APPLIoAT-ION FI'LED APB. 2. 1910.

Patented Jam?, 1911.v

ATTORNEY 1HE mmms PETA-Rs ca.. wAsmNc-m imi SETI-I A. GBONE, OF EAST ORANGE, NEW JERSEY.

RAILWAY 'BRAKE-BEAM.

tieners.

Specification of Letters Patent.

Patented Jan. 17, 1911.

Application filed April 29, 1910. Serial No. 558,396.

To all whom it may concern:

Be it known that I, SETH A. CRONE, a citizen 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 Railway Brake-Beams, of which the following is a specification.

rlhe invent-ion relates to improvements in railway brake-beams, and it consists in the novel features and structure hereinafter described and particularly pointed out in the claims.

My invention pertains to truss-beams and resides more particularly in a novel construction of the compression and strut members of the beam.

One object of my invention is to produce a channel compression member of novel formation rendering it of increased efficiency in resisting the strains to which such member in brake-beams is subjected in practical use.

A further purpose of the invention is to provide for the effectual securing of the strut to the compression member without weakening the lat-ter, and a further object of the invention is to enable the securing of the brake-heads to the ends of the compression member with a saving of the space ordinarily occupied by such heads, this being a matter of considerable importance in many instances.

The invention will be fully understood from the detailed description hereinafter presented, reference being had to the accompanying drawings, in which:

Figure 1 is a top view of one end portion of a brake-beam embodying my invention; Fig. 2 is an end View of the same, the truss rod being omitted; Fig. 3 is a side view, partly broken away, of the channel compression member; Fig. 4: is an end projection of the same; Fig. 5 is a transverse seotion of the same on the dotted line 5-5 of Fig. 3; Fig. 6 is a top view of the middle portion of a railway 'brake-beam embodying my invention; Fig. 7 is a vertical section through the same on the dotted line 7-7 of Fig. 6; Fig. 8 is a top view of one end portion of a brake-beam employing my compression member, this view showing the end of the compression member as not being reduced to receive the brake-head; Fig. 9 is an end view of the same, the truss-rod being omitted; Fig. 10 is a detached top view of a part of my compression member having a reduced end-portion; Fig. 11 is a side view of the same; Fig. 12 is a projection from the left hand end of Fig. 10; Fig. 13 is a detached top view of one end portion of a modified construction of compression member embodying my invention; Fig. 14 is a side elevation of the same, and Fig. 15 is an end view of the same.

In the drawings, 10 designates the compression member, 11 the truss-rod, and 12 'the strut, the truss-rod engaging at its middle portion the strut and at its ends being secured at the ends of the compression member.

The compression member 10 shown in Figs 1, 3, 4L, 5 and 6 is formed of a rolled section of generally channel outline in crosssection, and differs from ordinary channel sections in several particulars characterizing a portion of my invention. The com `pression member 10, as may be seen more clearly in Figs. 1, o and 5, has sides 13 of considerable thickness and of greater width from edge to edge than is customary, and the web or back 14k connecting said sides is thinner than the sides and about the same in vertical depth or from one longitudinal edge to the other as the width of said sides 13 between their longitudinal edges. provide the sides 13 of considerable thickness and width between their longitudinal edges in order to secure the maximum efficiency in the member in resisting the direct strains to which brake beams are ordinarily subjected in use, and form the connecting web or back 14 of less material than that contained in said sides so as to bring the center of gravity of the compression member as nearly central through the sides thereof as may be possible. The thinning of the back or web portion 1&1 of the compression member does not weaken the member in any prejudicial sense, because the sides 13 constitute the parts which are required to meet the direct strains, and the absence of an excess of metal in the web portion 14 enables me to obtain the proper weight and strength of beam with the greater body of the metal in the sides 13 thereof. At its ends the compression member 10 is definitely shaped to meet the requirements of the brake-heads 15, and in Figs. 1 and 10 it may be seen that the end of the compression member is reduced in width, as at 16, to suitably enter the socket in the brake-head 15. I may lessen the width of the ends of the compression member by cutting angular recesses therein, as shown at 17, in Figs. 13, 14 and 15, the metal being cut out of the sides of said member to form said recesses and leave the ends of the member of suitable size to be projected into the sockets provided for them in the brake-heads. I prefer, however, not to cut away the metal at the ends of the compression member in reducing the width of said ends, but as shown more clearly i-n Figs. 3, 4 and 10, to upset the metal in the sides of the ends of the compression member so as to reduce the width of `said ends, as at 16 (Fig. 10), and at the same time thicken the sides of the ends of the compression member, as represented at 18, in F igs. 3, 4 and 11, thereby giving to said sides at the ends of the member a thick body of a form (F 2) adapted to snugly receive the ends of the truss rod. In accordance with the preferred method of reducing the ends of the compression member AI leave in said ends all of the metal originally contained therein, but by suitable processes, well-known to metal workers, form the reduction in width by crowding the metal of the sides 13 inwardly at the inner faces of said sides and form a very solid end adapted as a secure housing for the end of the truss-rod. 'Ihe compression member having its ends formed in the manner shown in Figs. 10, 11 and 12 constitute a portion of my invention, but since there are other features of the invention not necessarily dependent on the special treatment just above specified of the ends of the compression member, I may, if desired, effect the reduction in width of said ends in the manner illustrated in Figs. 13, 14 and 15 by simply recessing, as at 17, the sides of the compression member.

One advantage in reducing the width of the ends of the compression member is to enable said member to receive on its ends brake-heads 15 having sockets conforming to the outline of the reduced ends of the brake-beam and to thereby enable the face of said heads to set inwardly nearer to the plane of the beam or compression member than would otherwise be possible. In Figs. 1 and 2 I illustrate the brake-head as having a socketadapted to snugly receive the reduced end of the compression member, and this head, although meeting standard requirements, may be considered as special for the compression member shown, since its socket is smaller than would be required if the ends of the compression member were not reduced in width. My purpose is to form the brake-heads 15 with sockets of just sufficient dimensions to snugly receive the reduced ends of the compression memesreie ber, but in instances where desired or convenient the ends of the compression member may be left in their normal condition or unreduced, as I illustrate in Fig. 8, wherein the brake-head is numbered 19 and, as indicated by dotted lines, has a socket therein of sufficient dimensions to pass upon the end, not reduced, of the channel beam. There is no saving in space, however', at the ends of the beam when a brake-head'lQ having a large socket is employed, since the face of the head then stands outwardly farther from the plane of the compression member than would be the case, as in Fig. 1, when the socket'in the head is of reduced size to snugly fit upon the reduced end of the compression member.

The truss-rod 11 is of standard character, and when employed with the head 15 shown in Fig. 1, will have a horizontal bend at its outer ends in line with the length ofthe compression member so that it, at its ends, may lie horizontally within and substantially in line with the housing formed by the thickened sides 1S of the ends of the compression member. Upon each end of the truss rod 11 is applied a nut 20, as usual. In Fig. 8 I number the truss-rod 21, since it differs somewhat in its end portion from the truss-rod 11. The truss-rod 21 is not bent at its end to lie in line with the compression member, but without being bent extends between' the sides of the compression member and out through the end of the brake-head 19 in a customary manner and receives on its exposed end the nut 22. The compression member when not reduced at its ends may therefore be employed with a usual construction of truss-rod 21, but by preference the special brake-head 15 shown in Fig. 1 will be made use of, and in that instance the truss-rod 11 will have itsend portion bent to lie along the plane and between the sides of the compression member so as to occupy as little space as possible at the ends of the beam.

The strut 12 is of cast metal and at one end is engaged by the middle portion or bend of the truss-rod in a customary manner, while at its other end said strut engages the compression member and is secured thereto by a bolt 23 and nut 24. The outer end of the strut 12 enters between the upper and lower sides 13 of the compression member 10, and said strut at its lower' and upper sides adjacent to the compression member is formed with shoulders 25 to seatand firmly bear against the edges of said sides 13, as shown in Figs. G and 7. -Within the outer end of the strut 12 is formed a recess 26 adapted't-o somewhat snugly receive the nut 24 so that the latter cannot turn therein. Outwardly beyond the recess 26 the end of the strut is formed with a contracted neck or sleeve portion 27 through which the bolt 23 extends to enter the nut 2A within said recess. The vertical side or back la of the compression member 10 in line with the strut l2 is formed with an opening surrounded by an integral inwardly extending flange 28 whose free edge is in line with and preferably forms a bearing for the outer edge of the neck portion 27 of the strut. The said opening and flange are formed by first punching a small hole in the compression member and then forcing the surrounding metal inwardly to create the flange 23, whereby in lieu of decreasing the strength of the compression member as would be the case if the bolt-hole of full size were cut therein, I leave in said member substantially all of its metal and displace enough thereof to create the flange 2S forming and surrounding the opening for thebolt 23, the displaced metal by its disposition tending to increase the strength of the beam as well as affording a seat or bearing for the outer edge of the neck 27 on the strut.

The bolt la is inserted through the opening formed by the flange 2S and through the neck 27 and screwed into the nut 24, and

-since the nut is held stationary by the walls ofthe recess 26 the bolt on being screwed into said nut will draw the strut into firm contact with the compression member 10 and bind said parts together. It is intended that the head on the bolt 23 will bear firmly against the outer side of the member 10 and that the screwing of the stem of said bolt into the nut 2d will draw said nut firmly against the outer wall of the recess 2G, the shoulders 25 against the edges of the sides 13 and the outer edge of the neck 27 against the inner edge of the flange 2S, whereby the strut and compression member of the beam become very firmly secured together.

My invention thus involves a novel compression member of generally channel char acter not necessarily in every instance but preferably reduced in width at its end portions and the reduction being performed by displacing the metal to thicken the sides of the ends of the beam, and a novel construction of the adjacent portions of the strut and compression member.

Une advantage of my invention is that by my novel form of compression member I provide a member, without material, if any, increase in weight therein, capable of increased resistance to direct strains and having its center of gravity approximately near to the center of the member. Another advantage of my invention is that by the reduction in width at the ends of the'beam and bending the ends of the truss-rod to lie along the plane of said ends I am enabled to use brake-heads whose faces may stand in near relation to the longitudinal plane of the beam and thus save important space in instances 1n which that result 1s necessary. The strength preserved in the reduced ends of the beam bythe displacement of thev metal in and the thickening of the sides of said ends is also of advantage.

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

l. A brake-beam comprising a compres sion-member, brake-heads, a truss-rod and a strut, said compression member being of generally channel section having sides of comparatively substantial and uniform thickness and a back of less thickness than said sides; substantially as set forth.

2. A brake-beam comprising a compression member of generally channel section,

brake-heads, a truss-rod and a strut, said compression member having the metal in its upper and lower sides, at its end portions, upset inwardly toward the back of the member, to form recesses (16) in said end portions and thicken said sides thereat, said thickened side portions (18) receiving the ends of the truss-rod between them and said recesses permitting the faces of said heads to be brought into approximately near relation to the front plane of said compression member; substantially as set forth.

3. A brake-beam comprising a compression member, a truss-rod and a strut, said compression member having in its outer side a bolt-opening surrounded by an integral inturned flange, and the outer end of said strut having a recess containing an applied nut, combined with a bolt applied through said opening and engaging said nut; substantially as set forth.

d. A brake-beam comprising a compression member, a truss-rod and a strut, said compression member having in its outer side a bolt-opening surrounded by an integral in-turned flange, and the outer end of said strut having a recess containing an applied nut and outwardly beyond the same a neck portion to engage the inner' edge of said flange, combined with a bolt applied through said opening and said neck portion and enn gaging said nut; substantially as set forth.`

5. A brake-beam comprising a compression member, a truss-rod and a strut, said compression member being a channel section having in its outer side a bolt-opening surrounded by an integral in-turned flange, and the outer end of said strut having a recess containing an applied nut, shoulders to engage the flanges of said compression member and outwardly beyond said recess a neck-portion to engage the inner edge of said integral flange, combined with a bolt applied through said opening and neck portion and engaging said nut; substantially as set forth.

6. A brake-beam comprising a compres sion member, a truss-rod and a strut, said compression member being a rolled section l curing said parts together; substantially as 10 having in its outer side a bolt-opening surset forth.

rounded by an integral in-turned ange, and Signed at New York city, in the county said strut having a bearing against said of New York and State of New York, this compression member and screw-threaded 27th day of April A. D. 1910.

means in line with said opening, combined SETI-I A. CRONE.

with a bolt applied through said opening l/Vitnesses: and engaging the said screw-threaded means ARTHUR MARION, carried by the strut, for drawingand se* CHAS. C. GILL.

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