Improvements in and relating to Pressed Steel Truck Frames for Railway Cars.
Year: 1895

page_text: Date of Application, 11th July, 1895-Accepted, 17th Aug.,
1895
COMPLETE specificatION.
Improvements in and relating to Pressed Steel Truck Frames for
Railway Cars.
I, CHARLES THOMAS SCHOEN, a citizen of the United States of America, of
707 Betz Building, in the City and County of Philadelphia and State of Penn-
sylvania, one of the United States of America, Manufacturer, do hereby
declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement :-
The object of this invention is to construct a railway car truck wholly or in some
of its main parts of pressed steel or other equivalent light and strong wrought metal,
capable of being shaped in dies or by similar processes or apparatus.
The present invention comprises the side frames, and the spring plank or channel,
and brake beam hanger brackets, all as I will proceed now more particularly to set
forth and finally claim.
In the accompanying drawings illustrating my invention, in the several figures of
which like parts are similarly designated-
Figure 1 is a plan view of a truck frame and the brake beams.
Figure 2 is a side elevation.
Figure 3 is a transverse vertical half section and elevation.
Figure 4 is a transverse section, on a larger scale, taken in the plane of line 4-4.
Figure 2.
Figure 5 is a transverse section, on a larger scale, taken in the plane of line 5-5,
Figure 2.
Figure 6 is a transverse section, on a larger scale, taken in the plane of line 6-6,
Figure 2.
Figure 7 is a section taken in the plane of line 7-7, Figure 2.
Figure 8 is a section taken in the plane of line 8-8 Figure 2.
Figure 9 is a detail of the joint between the lower arch-bar and the channel or
spring plank.
and
Figure 10 is a vertical section of one-half of a modified form of spring plank,
and Figure 11 is a plan view of the other half of such spring plauk;
Figure 12 is an end elevation of the spring plank shown in Figures 10 and 11.
I have illustrated my invention as embodied in a diamond or truss frame, a being
the upper arch-bar, b the lower arch-bar, and c, the tie-bar or strap.
As shown more particularly in Figures 4, 5 and 6, these various members of tlie
frame are made as channels, and the upper member a is made at its ends sufficiently
wider than the lower member to receive the flanges of the said lower member
within it and between its flanges in order to stiffen and reinforce the parts.
Moreover, and as shown in Figure I, more particularly, the upper member a is
made narrower between its ends, so that its side flanges will be of greater depth
at the point of greatest strain, thereby to reinforce it. The ends of the lower
member bare of a width adapted to fit between the flanges on top of the M.C.B.
standard journal box.
Ordinary bolts d are used to connect the meeting ends of the upper and lower
members, and the tie-plate or bar c, and between the bolts the journal boxes are
arranged as usual. Flanged holes e are made in the upper member for the reception
of the bolts d and cavities or countersinks el are made at the upper outer edges

page_text: of these flanged holes in order to receive the heads of the bolts to give said bolts
a better bearing, and to restrain the said bolts from rotating. The ends of the top
members a are bent down or countersunk within the lower member, as shown
at in Figs. 2 and 4, and the outer ends of the lower members are turned up, as
at g, so as to interlock these members and take the shearing strain from the bolts.
The truss members a and are united vertically by means of L-shaped columns h,
which are boxed in at their ends, and their ends fitted between the flanges of the
upper and lower members, as more fully shown in detail, Figures 7 and 8. These
columns are riveted to the members a and b, sufficient surface being retained to
permit the use of preferably at least three rivets at each end. Furthermore, these
columns are also riveted to the side flanges of the spring channel or spring plank i,
three rivets preferably again being used for this union.
The spring plank, of which two forms are shown, is pressed up of plate metal,.
such as steel, with a longitudinal depression ¹ which serves as a bead to strengthen
and reinforce the device, and also affords countersinks for the reception of bolts,
as, by which the tie-plate e and said spring plank are united. To adapt the spring
plank to the use of brake beams arranged between the wheels as shown in Figure 1,
the said spring plank may have its sides bowed or curved inwardly, as therein
indicated, the metal displaced by such inward bowing being retained in the flanges
and thereby preserving the strength, as well as increasing the rigidity of the spring
planks. As shown in Figures 10, 11 and 12, the central depression may he
provided with end pockets, of greater depth than the central depression and of
substantially equal depth to the flanges or those portions of the flanges which are.
notched to receive the lower arch-bar, so that the said spring plank shall have a
more extended bearing upon the said lower arch-bar. However, I do not limit my
invention in pressed steel side frames to any particular kind of spring plank or
truck channel, but I do esteem it as an essential factor in the construction of
such truck frames that the spring plank shall extend continuously and rigidly from
one side frame to the opposite side frame, and that such side frames shall be
rigidly connected with the spring plauk, for example, as they are shown in
Figures 1, 2 and 3, not only by the union of the lower member b with such spring
plank, but also by the riveting to said spring plank of the columns h. As shown
in Figure 9, notches may be made in the flanges of the spring plank in order to
receive the up-turned sides or flanges of the lower truss meniber b; or, as shown in
Figure 10, a portion of the flanges may be cut out, as at it.
The bolster k may be constructed of pressed steel. It may have at its ends,
outside of the frames, the right angle brackets I, and the side bearings m may be
made with a bracket extension n arranged parallel to the bracket, and serving as
abutments against the truck frames in order to prevent longitudinal displacement
and undue longitudinal play of the bolster. The side bearing m and the bracket n
may be struck up of one piece or may otherwise be made.
In order to provide for the easy removal of the bolster, there may be an inch,
more or less, of play between the top surface of the bolster and the bottom surface
of the upper truss member, so that the springs may be removed from beneath the
bolster and the bolster then drawn out from between the columns h. And in order
to provide for such removal, and, at the same time, prevent undue play of the ends
of the bolster between said columns, the said bolster may be swelled out, as at o,
at points where it comes next the said columns, these out-swellings being slightly
in excess of the width of the bolster at its widest part. Obviously, when the
springs are removed, the bolster is free to drop on to the spring plank, and the
distance between the top of the spring plank and the bottom of the upper truss
member being greater than the height of the bolster at its highest point, it is
obvious that the bolster may be pulled out from the truck laterally of the truck.
It is to be observed that the tie-plate or bar c, which frequently has to be
removed, is so united with the other parts of the frame that to effect such removal,
it is only necessary to remove the nuts of the various bolts, and thereafter the
remainder of the frame is left undisturbed.

page_text: As has been already stated, the top member a of the truss is narrower at the
center than at the points where it rests upon the journal boxes, and this construction
is adopted because it is desirable to have this top arch-bar wide enough to permit
its flanges to embrace the lower member at their points of junction, and it is also,
for economical reasons, desirable to manufacture these members or bars of plates
of metal of uniform width. Such manufacture is possible by narrowing between
the ends, and inasmuch as such narrowing in width increases the depth of the
flanges, the arch-bar as a whole is increased in strength to resist compression.
In the bottom. member a reverse construction occurs by reason of the reversed
conditions of strain. And, moreover, the increased width of the lower member
between its ends is taken advantage of to receive between its flanges a very
considerable width of the column and permit the use of sufficient rivets to make
a rigid union.
Some of the advantages accruing from my construction are, that I can make a
stronger frame, with less metal, than by the ordinary practice of making the arch
bars of flat metal or even by the use of rolled chaunels. The ordinary practice is
to use for the top member a bar of metal one and a quarter inch by four inch.
The top and bottom arch-bars are connected by means of one and a quarter inch
bolts passing through the column. This necessitates drilling a one and five
sixteenth inch hole through the bar, leaving three and one tenth square inches of
metal adjacent thereto in the bar. I use a half inch bar in the shape of a channel
and punch therein three seven-eighths inch holes, in line, so that the amount of
metal taken out is equal only to one seven-eighths inch hole, and this is through
half inch metal instead of through one and a quarter inch metal, so that I have
about three and three-quarter square inches of metal remaining, thus making a
very large percentage of gain in favor of the thinner metal. Again, the increase
in the depth of the flanges makes the frame very much stiffer. Again, in the
tensile or bottom member I have an amount of strength equal to that existing in
the flat bar with the advantage of shaping it in its making in the matter of width,
with such variations as are required to suit the construction called for. At present
estimates, the pressed steel frames effect a saving of from twenty to twenty-
five per cent. in weight, without any diminution in strength, but, on the contrary,
with a decided increase in strength over the old construction.
Double-armned brackets p, Figures 1, 3 and 10-12, which may also be of pressed
steel, are bolted to the channel or spring plank at points convenient to receive the.
suspensory links of the brake beams. These brackets p are made with the
mid-rib r to stiffen them.
A common practice in car construction is to bolt the columns on the truck to
the channel by means of bolts extending clear across the channel, the columns being
thus bolted on each side of the chaunel by through-bolts. In a truck channel
employing the depressed mid-rib, as herein described, it would be necessary in
order to adapt it to this construction, to drill holes through the said depression for
the passage of these through-bolts, and, hence, to provide for the use of these
through-bolts in connection with this form of channel, and, at the same time, avoid
the necessity of drilling holes through it, I punch the holes s, Figure 10, in the
side flanges, and in the mid-rib I make the elevations t for the passage of such
through-bolts.
The end depressions are of sufficient depth to be on a line with the notched-
out portions, as already indicated, so as to rest upon the arch-bars, and thereby
give a central support, a construction whose importance will be perceived when
it is remembered that the whole weight or load of the car rests on the springs
and is in turn borne by the arch-bars at these points. These end depressions are
broader than the mid-rib of channel so as to obtain bearings upon the arch-bars of
as great extent as possible, the more uniformly to distribute the weight. It is not
necessary to make this mid-rib of channel as deep throughout as the end-depressions,
and, consequently, there is considerable saving in the steel required for the truck.
channel by following the construction indicated.

page_text: It is customary in banging the brake beams between the wheels to cock the
beams above or below the channel in order to obtain sufficient room for a brake
beam of considerable arch or camber, but the better practice is to have the beans
arranged to 'lie as flat or horizontally as possible. By bowing the truck channel
as hereinbefore described, I am enabled to use a brake beam of considerable arch
or camber in its compression member, and, also,. at the same time, arrange it flat or
horizontally between the wheels..
Ordinarily, the brake beams are hung from the bolster above, but inasmuch as
the bolster vibrates up and down more or less, according to the depression of the
springs, a corresponding movement is imparted to the brake beams, which
necessarily shifts the shoes when applied against the wheels to the detriment of the
setting of the brakes. By the provision of the brackets upon the stationary and
immovable truck channel or spring plank, I am enabled to obtain fixed supports for
the brake beams, and thus overcome the defects just noted.
As shown, the columns h are widened out towards their bases on those wings
which extend parallel to the spring plank, such widened out wings tapering from
top to bottom, so as to gain a greater width for the use of two or preferably three
and even more rivets for connecting each column to the spring plank, thereby not
only increasing the strength of the union of these parts but also stiffening and
bracing tlie frames throughout. In this construction the boxed in ends fit in
between the flanges of the top and bottom arch-bars and the laterally extended
wings may be notched out or cut away to fit over the flanges of the bottom
arch-bars.
Having now particularly described and ascertained the nature of any said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim, is:
:-
1. A side for car trucks constructed of channel bars of pressed steel having their
flanges or sides arranged adjacent and having their meeting ends telescoped or
interlapped, combined with connecting vertical columns rigidly united to them,
substantially as described.
2. A truck frame comprising an upper arch bar made as a channel with its
flanges deepest between its ends, a lower arch bar widest between its ends and
having its ends narrowed and fitted within the flanges of the upper arch bar, and
connecting columns, substantially as describedi
3. In a truck frame, the combination of two sides, each comprising upper
and lower channel arch bars having their flanges arranged adjacent and inter-
lapping at their ends, a spring plank extending from one side to the other, a
tie bar, and vertical columns rigidly united to the arch bars and to the spring
plank connecting them, substantially as described.
4. A side frame for trucks composed of upper and lower arch bars formed as
chanuels, combined with vertical columns of L-shape in cross-section and boxed in
at their ends and rigidly united, as by riveting,. to the upper and lower arch bars,
substantially as described..
5. In combination with the arch bars and their connecting columns, of a bolster
having lateral swells adapted to fit between said columns and having top brackets
to engage the upper arch bar, thereby to prevent lateral and endwise displace-
ment of the bolster and permit its withdrawal endwise from the truck substantially
as described.
6: A truck channel or spring plank provided with a central longitudinal
depression having enlarged and deeper depressions at those points that come
adjacent to the arch-bars of the truck, so as to extend to the said arch-bars and be
supported thereupon, substantially as and for the purpose described.
7. A truck channel or spring plank, of metal, bowed or contracted in its sides
between its ends and adjacent to the plane of the brake beams, thereby to admit
of the horizontal arrangement of the brake beams between the wheels of the truck,
substantially as described.

page_text: 8. The combination with a spring plank or truck channel, of double or two-armed
pressed-steel brackets arranged transversely thereof and adapted to sustain the
brake beams, substantially as described.
9. In a truck frame, vertical columns of L-shape in cross-section, boxed in at
their ends and riveted to the arch-bars and having one of their wings wider at
the bottom than at the top thereby affording material for the reception of two.
or more rivets and serving to stiffen and brace the frame, substantially as
described.
10. In a truck frame, the combination of top and bottom arch-bars, a truck
channel or spring plank and vertical columns of L-shape in cross-section having
one of their wings widened or extended laterally along the spring plank and
riveted to such spring plank and having their ends boxed in and riveted to the top
and bottom arch-bars, substantially as described.
Dated this 11th dow of July 1805
JENSEN & SON,
77 Chancery Lane, London, W.C., Patent Agents.