US2508020A - Side frame bracket - Google Patents

Description

May 16, 1950 J. E. FLEscH ET AL 2,508,020

SIDE FRAME BRACKET May 16, 1950 J. E. FLEscH ET AL 2,508,020

SIDE FRAME BRACKET Filed Sept. 15, 1948 2 Sheets-Sheet 2 72) 74 l (QM WQ?? Patented May 16, 1950 SIDE FRAME BRACKET John E. Flesch and Eugene G. Opsahl, Chicago,

Ill., assignors to American Steel Foundries, Chicago, Ill., a corporation of New Jersey Application September 13, 1948, Serial No. 49,028

4 Claims.

This invention relates to railway car truck side frames and more particularly to a novel side frame casting comprising brackets adapted to support the end extensions of associated brake beams to guide the latter in their movement tward and away from the wheels of the truck.

A primary object of the invention is to devise a side frame casting wherein the brake beam support brackets are integrally cast in such manner as to strengthen the frame structure by providing secondary trusses.

A more specific object of the invention is to provide in a side frame, such as above described, a brake beam bracket having spaced ledges or webs extending along the inboard side of the tension member and merging with a iianged spring seat thereon to connect the flanged portion of the seat to an adjacent sloping portion of the tension member thereby providing secondary trusses.

Another object of the invention is to prevent entrapment of foreign matter, such as coal dust and dirt, at the rear end of the brake beam support bracket which is provided with a stop to positively limit the release movement of the associated beam away from its related wheel and axle assembly.

The foregoing and other objects and advantages cf the invention will become apparent from a consideration of the following specication and the accompanying drawings, wherein:

Figure l is a fragmentary outboard side elevational View of a side frame embodying the invention, only one-half of the frame being shown with the journal end thereof broken away, inasmuch as the frame is symmetrical about its transverse center line;

Figure 2 is a sectional view on the line 2-2 of Figure 1;

Figures 2A and 2B are sectional views on the Y lines A-A and Be-B of Figure 2;

Figure 3 is a sectional View in the horizontal planes indicated by the line 3 3 of Figure 2;

Figure li is a bottom plan view of the structure shown in Figure l;

Figure 5 is a fragmentary sectional view taken on the line 5 5 of Figure 2;

Figure 5 is a, fragmentary inboard side elevational view taken from the line 6-5 of Figure 2;

Figure 7 is a sectional View taken on the line y l-'i of Figure 6;

Figure 8 is a sectional view taken on the line B-- of Figure 6; and

Figures 9 to 11, inclusive, illustrate a modified form of side frame embodying the invention,

(Cl. 18S-212) Figure 9 being a fragmentary inboard side elevational view corresponding to Figure 6, Figure 10 being a sectional view on the line i-l of Figure 9, and Figure 1l being a sectional view taken on the line H-H of Figure 9.

Describing the invention in detail and referring rst to the preferred embodiment illustrated in Figures l to 8 inclusive, the frame comprises a compression member 2 and a, tension member 4 merging adjacent each end of the frame with a column 6 defining a bolster opening 8 (Figure 1) and a window IQ.

The compression member 2 is of box section above the bolster opening 8 and comprises top and bottom walls I2 and i4 and inboard and outboard walls I6 and I8.

The bottom wall i4 of the compression member merges with a transverse Web 2t of each column 5, the column having inboard and outboard webs 22 and 24 merging respectively with the compression member walls it and i8 and beaded as at 26 around the margin of the Window l0 to reinforce the structure. The column web 26 is provided at the inboard and outboard edges thereof with inboard and outboard ribs or lugs 28 and 30 and adjacent recesses 32 and et to accommodate an associated wear plate (not shown). The column is also provided with top and bottom lugs 38 and 4U and adjacent recesses 132 and 44 adapted to cooperate with the top and bottom margins of the plate.

Thus it will be understood that a wear plate may be seated against the inner surface of the column web 20 which is relieved as at 32, 34, 42 and 44 to insure a good seat for the plate which is centered between lugs 28, 3B, 33 and fit and is then welded into place, in any convenient manner, to provide a suitable friction surface for cooperation with an associated friction device (not shown), as will be readily understood by those skilled in the art.

The tension member A, as best seen in Figures 2 and 8, is 2, box-section member having top and bottom Walls 46 and A8 and inboard and outboard walls 56 and 52 as well as a center rib 54 connecting the walls 4S and 4B beneath the bolster opening 8. As best seen in Figure 8, the inboard and outboard tension member walls 5D and 52 merge with the lower ends of the respective column webs 22 and 2A.

Beneath the bolster opening 8 the tension member web 46 is widened, at as 5S and 53 (Figure 2) and is flanged as at 30 and 62 respectively, to afford positioning means for associated springs (not shown) supported on a spring seat te on the upper surface of the wall 46 which is provided with spring positioning lugs E6. The flanges 50 and S2 are beaded as at B8 and 'I0 respectively, to strengthen the structure, the outboard ange 62 and bead 'lll extending obliquely inwardly toward the longitudinal center line of the frame to merge with the related outboard column web 24 at a pointdisposed,longitudinally beyond the spring seat 54 toward theend of the frame whereat the tension member webs 46 and 48 slope upwardly toward the end of the frame, as best seen in Figure 1.

A brake beam guide and support bracket, generally designated 12, is formedI on the inboard side of the frame and comprisesy a top ledge 14 connected to the inboard column web22 and'eX- tending diagonally upwardly-toward the end'of the frame along the inboard tension member wall 50. The lower or rearY extremity of the ledge 14 merges with the bead 58 of the inboard spring seat flange GB; as best seenin Figure 6, andthe upperor forward endoi the ledge 'M is connected to a. front wall 16 formedon the inboard side of the tension member web B and adapted -to afford stop means limiting upward movementof an associated beam (not shown) as the latter is actuated to applied position with respect to the truck wheels (notfshown).

The bracket` T2 also comprises a bottom ledge 'I8 merging with-the inboard edge of the spring seat extension'li'and extendingV diagonally upwardly along the inboard tension memberweb to merge with the front wall 16 of the bracket. The ledge 18- is reinforced by a gusset 'I9 connected to the inboard tension web 50. The ledges 'I4 and 'i8 are formed at their upper or forward extremities with wheel recesses 80 and 82 respectively, adapted to receive the associated truck wheel (not shown) under certain operating conditions, as will be readily understood by those skilled in the art.

As best seen in the sectional view of Figure 7, the inboard tension member wall 5U and the front wall 76 of the bracket 12 are recessed as at 84 to accommodate an associated wear plate (not shown) and the ledges 14 and 18 are provided with perforations 86 and 88 respectively, to afford positioning means for said .wear plate.

Figure '7 also-shows the manner in which the spring seat flange 6B extends ,obliquely inboardly toward the transverse center line of the frame from its juncture with thetension member web 5D. The iiange 66 alfordsa-stop limiting release movement of the associated beam (not shown) as the latter. slides downwardlyv in the. bracket 72` away fromr theassoclatedwheel. It `may be noted-that incertain types of service, foreign matter, such as-coal dust and dirt, may collect in-the bracket 12 and may tend to restrict release movement of the beam by lodging'between the beam element withinV the bracket and the stop surface of theflange at the rear end of the bracket. This is' prevented in the abovedescribed arrangement, due to the oblique-formation of the flangeA attheflower or rear end of the bracket which accommodatesV escape-of such foreign material from the bracket as the beam moves rearwardly therein.

Another novel feature of the above-descrbed arrangement is themanner in' which the bracket ledges 'M and '78 merge with the'spring seat ange 68 and with theupwardly sloping portion of the tension member 4, as best seen in Figure 6, thereby affording: secondary' trusses which strengthen the tension member at its connection with the column 6.

Figures 9-11 illustrate a modification of the novel side frame wherein parts corresponding with those of Figures 1-8 are identified by corresponding numerals. In the modification of Figures 9-11, the top ledge 74 of the bracket 12 is terminated short of the spring seat flange 60 and is connected directly to the column' web 22, as in the previously-described arrangement, but is additionally reinforced by a ange or gusset mil-integrally formed with the column web 22 and the upper surface of the ledge 14. The lower bracket ledge 'I8 is connected to the spring seat flange G5 and merges therewith at the lower edge of the beading 68 thereon. As in the previously-describedarrangement, the flange 6D affords stop means at the rear end of the bracket 'I2fo1' limiting release movement of the associated beam therein and the flange Gil extends obliquely'inboardly from the tension member wall 5% toward the transverse center line of the frame,` to facilitate escape of foreignmaterial from the bracket 72, as above described in connection with Figures 1-8.

We claim:

l. A truss side frame comprising a column having inboard and outboard webs and a transverse wall, a compression member having top and bottom walls and having-inboard and outboard walls merging with respective webs, a tension member comprising top and bottom walls and comprising inboard and outboard walls merging with respective webs, the top wall of said tension member having a widened portion at one Side of said column defining a spring scat, inboard and outboard anges upstanding from said portion, the top and bottom walls of said tension member having segments sloping upwardly beneath said column toward the end of the frame, a brake beam support bracket on the inboard side of said frame comprising top and bottom ledges sloping upwardly toward the end of the frame and merging with the inboard tension member wall between said sloping .segmentsv said inboard flange having a portion affording a brake beam stop at the lower end of said bracket and extending obliquely from said transverse wall to the inboard edge of said seat to prevent entrapment of foreign material between flange portion and an associated brake beam element within said bracket.

2. A frame, according to claim l, wherein both ledges merge with the inboard flange, the top and bottom ledges merging respectively with the sloping segments of the top and bottom tension member walls to afford secondary trusses.

3. A frame, according to claim l, wherein the bottom ledge merges with the inboard flange and with the sloping segment of the iottcm tension member wall, and the tcp ledge merges with the top tension member wall and is spaced from said inboard fiange, the lower end of said top ledge being provided with a connected to the inboard column web.

4. A truss side frame comprising a having inboard and outboard webs verse wall, a compression member ha board and outboard walls merging i tive webs, a tension member ce!- tup and bottom walls and comprising inboard outboard walls merging with respective webs, the top wall of said tension member havng a widened portion at'oneside of'saidcolumn defining aspringseat, inboard and outboard iianges upstanding from said portion, a brake beam vsupport bracket 0n. the inboard side of said frame comprising top and bottom ledges sloping upwardly toward the end of the frame, said inboai'd flange having a portion aording a brake beam stop at the lower end of said bracket and extending obliquely from the inboard column wall to the inboard edge of said seat.

JOHN E. FLESCI-I.

EUGENE G. OPSAHL.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,197,399 Stillwagon Apr. 16, 1940 2,269,618 Busch Jan. 13, 1942

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