CA2121007C - High capacity draft gear assembly - Google Patents
High capacity draft gear assemblyInfo
- Publication number
- CA2121007C CA2121007C CA 2121007 CA2121007A CA2121007C CA 2121007 C CA2121007 C CA 2121007C CA 2121007 CA2121007 CA 2121007 CA 2121007 A CA2121007 A CA 2121007A CA 2121007 C CA2121007 C CA 2121007C
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- Canada
- Prior art keywords
- tapered
- draft gear
- gear assembly
- plate members
- pair
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Abstract
A friction clutch for a draft gear assembly includes two outer stationary plates having outer surfaces engageable with the inner surfaces of a gear housing. A slot formed in each outer stationary plate receives a lubricating insert to provide lubrication and prevent clutch sticking after closure and during a release of such gear. A pair of movable plates have outer surfaces fractionally engaged with the inner surfaces of such outer stationary plates for absorbing energy during closure of such gear. A pair of inner stationary plates have outer surfaces fractionally engaged with the inner surfaces of such pair of movable plates for absorbing energy during such closure. An inner surface of each inner stationary plate is tapered. Another slot formed in each tapered stationary plate adjacent it's outer surface receives another lubricating insert which provides lubrication to prevent clutch sticking during release of the gear. A pair of wedge shoes having a tapered outer surface fractionally engage an inner surface of such tapered stationary plates for absorbing energy during closure. An upper surface of the wedge shoe is tapered at an angle of between 46.5 degrees and 48.5 degrees and a bottom surface of the wedge shoe is tapered at an angle of between 21.0 degrees and 22.00 degrees.
Another slot formed in each wedge shoe adjacent it's outer surface has another lubricating insert to provide lubrication and prevent clutch sticking during release of the gear. A center wedge having correspondingly tapered surfaces fractionally engages an upper surface of a respective one of such pair of wedge shoes for absorbing energy during closure.
Another slot formed in each wedge shoe adjacent it's outer surface has another lubricating insert to provide lubrication and prevent clutch sticking during release of the gear. A center wedge having correspondingly tapered surfaces fractionally engages an upper surface of a respective one of such pair of wedge shoes for absorbing energy during closure.
Description
_..
,,~ '. , HIGH CAPACITY DRAFT GEAR ASSEMBLY
FIELD OF THE INVENTION
The present invention relates, in general, to friction-type draft gear assemblies and, more particularly, this invention relates to a friction clutch mechanism which can be used in both the reconditioning and upgrading of a used draft gear assembly in a manner such that the reconditioned draft gear will exhibit an improved capacity rating and which can also be used in a new friction-type draft gear assembly, also exhibiting a much higher capacity rating, for absorbing at least a portion of either buff or draft loads which are normally encountered by the center sill member of a railway car during both make-up of a train consist and normal in-track movement of such train consist.
BACKGROUND OF THE INVENTION
As is generally well known in the railway art, friction-type draft gear assemblies have been in widespread use in the railway industry for several years prior to the present invention. These draft gear assemblies are disposed within an elongated opening located in the center sill member of the railway car along the longitudinal axis thereof and behind the shank, or inner end, of the car coupling mechanism. In this position, these draft gear assemblies absorb at least a rather large portion of both the buff and draft forces. The buff and draft forces encountered by the car are usually being applied in an alternating manner to the center sill member during normal car operation on the track.
For a representative teaching of such prior art friction type draft gear assemblies see, for example, U.S. Patent Nos. 2,916,163; 3,178,036; 3,447,693; 4,576,295; 4,645,187 and 4,735,328. Most, if not all, of these prior art draft gear assemblies either have been or still are being used in the railway industry prior to the present invention.
Furthermore, except for U.S. Patent Nos. 4,576,295 and 4,735,328, each of the remaining above-identified patents is owned by the assignee of the present invention.
It is generally well recognized, by persons who are skilled in the friction-type draft gear assembly design art, that these draft gear assemblies must be capable of maintaining at least a certain minimum shock absorbing capacity during in-track service. Such minimum capacity has been specified by the Association of American Railroads(AAR) and is defined in the AAR standards. For example, friction-type draft gear assemblies have a specified absolute minimum capacity rating of at least 36,000 foot pounds. Draft gear assemblies with a capacity rating below 36,000 pounds will not receive approval from the AAR for service on a railroad car.
Additionally, it is important to note that the action of the friction clutch mechanism will enable this minimum capacity rating to be achieved without exceeding a specified maximum 500,000 pound a.
., ~ 2.~~10~7 reaction force, or pressure, being exerted on the center sill , member of the railway car during both make-up and operation of .. a train consist. Such maximum reaction pressure is required to enable these high energy shocks to be readily absorbed without upsetting the end of the coupling member shank and/or damaging other critical car components and/or cargo being transported by such railway car.
In order for the draft gear assembly manufacturers to meet the requirements of the railroad industry, with the ever increasing load carrying capacity of their modern day railroad cars, it has become of extreme importance to enhance the rated capacity of the friction-type draft gear assemblies as much as possible. Such increased capacity rating being necessary in order to minimize damage to such cars and/or the lading due to the increased forces being exerted on the center sill member of the cars by the heavier loads such cars are carrying.
SUMMARY OF THE INVENTION
In a first aspect, the present invention provides an improved friction clutch mechanism for use in a friction-type draft gear assembly which will provide a higher capacity rating for such draft gear assembly. Such friction clutch mechanism includes a pair of outer stationary plate members. An outer surface of each of such outer stationary plate members is engageable with respective radially opposed portions of an inner surface of a draft gear housing member adjacent an open end of such housing. There is a first elongated slot formed at a predetermined location in each 212100 l of such outer stationary plate members adjacent an inner surface thereof for receiving therein a preselected first lubricating insert member which provides a first portion of a requisite amount of the lubrication necessary to prevent sticking of such friction clutch mechanism after closure of the draft gear assembly and during a release cycle thereof. The friction clutch mechanism, of the present invention, also includes a pair of movable plate members. Each of such movable plate members having an outer surface thereof frictionally engaged with a respective inner surface of such pair of outer stationary plate members. Such frictionally engaged surfaces absorbing a first portion of the energy generated during closure of the draft gear assembly. There are a pair of inner stationary plate members provided. Each one of the inner stationary plate members has an outer surface thereof frictionally engaged with a respective inner surface of such pair of movable plate members. These frictionally engaged surfaces absorbing a second portion of such energy generated during such closure of the draft gear assembly. An inner surface of each of such inner stationary plate members is tapered at a first predetermined angle. There is a secona e~~ma~-=u ~~~~ --~~-...---- -_ a predetermined location in each of such tapered stationary plate members adjacent an outer surface thereof. Disposed within this second elongated slot is a preselected second lubricating insert member disposed which provides a second portion of the requisite amount of lubrication necessary to prevent sticking of such friction clutch mechanism after such closure of the draft gear assembly and during such release cycle thereof. The improved r friction clutch mechanism further includes a pair of wedge shoe members. Each of such wedge shoe members includes a tapered outer surf ace f rictionally engaged with a respective inner surf ace of the tapered stationary plate members for absorbing a third portion of such energy generated during closure of such draft gear assembly.
An upper surface of each wedge shoe member is tapered downwardly from a point which is located inwardly from the tapered outer surface of the wedge shoe member and inwardly toward a longitudinal centerline of such friction clutch mechanism. The tapered upper surface is tapered at an angle of between about 46.5 degrees and about 47.5 degrees. The bottom surface of each wedge shoe member is tapered upwardly from a point disposed inwardly from such tapered outer surface and upwardly toward the longitudinal centerline of such friction clutch mechanism. The tapered bottom surface is tapered at an angle of between about 21.0 degrees and about 22.00 degrees. Further, a third elongated slot is formed at a predetermined location in each of such wedge shoe members adjacent the tapered outer surface thereof for receiving therein a preselected third lubricating insert member which provides a third portion of the requisite amount of lubrication necessary to prevent sticking of such friction clutch mechanism after closure of such draft gear assembly and during a release cycle thereof. The final essential element of the invented friction clutch mechanism is a center wedge member. Such center wedge member includes a pair of correspondingly tapered surfaces frictionally engaged with an upper ~. 212~0~7 tapered surface of a respective one of the pair of wedge shoe , members for absorbing a fourth portion of such energy generated during such closure of the draft gear assembly.
According to a second aspect, the instant invention provides an improved high capacity friction-type draft gear assembly for absorbing both buff and draft loads applied to a center sill member of a railway car during both make-up of a train consist and the in-track operation of such train consist. Such draft gear assembly includes a generally rectangular shaped housing member. The housing member has an end wall for closing a first end thereof and the housing member is open at a radially opposed second end thereof. A compressible cushioning means is disposed within such housing member adjacent an inner surface of such end wall disposed at the first end of such housing. The compressible cushioning means stores a first portion of the energy generated during closure of the draft gear assembly and then releases this stored energy to restore such draft gear assembly to an open condition during release. A friction clutch mechanism is disposed at least partially within the open end of such housing member. The friction clutch mechanism includes a pair of outer stationary plate members.
An outer surface of each of such outer stationary plate members is engaged with a respective radially opposed inner surface of such draft gear housing member adjacent the open end of such housing.
A first elongated slot is formed at a predetermined location in each of such outer stationary plate members adjacent .an inner surface thereof. Disposed within such first elongated slot is a 2I~1~07 preselected first lubricating insert member which provides a first r portion of a requisite amount of lubrication necessary to prevent .' sticking of such friction clutch mechanism after closure of such draft gear assembly and during a release cycle thereof. There is a pair of movable plate members, each of, which have an outer surface thereof fractionally engaged with a respective inner surface of such pair of outer stationary plate members. Such fractionally engaged surfaces absorb a first portion of the energy generated during a closure cycle of such draft gear assembly.
Additionally, there are a pair of inner stationary plate members.
Each of such inner stationary plate members has an outer surface thereof fractionally engaged with a respective inner surface of the pair of movable plate members. These fractionally engaged surfaces absorb a second portion of the energy generated during such closure of the draft gear assembly. An inner surface of each of such inner stationary plate members is tapered at a first predetermined angle.
A second elongated slot is formed at a predetermined location in each of the tapered stationary plate members adjacent an outer surface thereof. A preselected second lubricating insert member is disposed within this second elongated slot to provide a second portion of such requisite amount of lubrication necessary to prevent sticking of such friction clutch mechanism after such closure of the draft gear assembly and during such release cycle thereof. Such friction clutch mechanism includes a pair of wedge shoe members. Each of the wedge shoe members includes a tapered outer surface which is fractionally engaged with a respective inner .v ~I~1007 surface of the tapered stationary plate members for absorbing a third portion of the energy generated during such closure of such I. draft gear assembly. An upper surface of each wedge shoe member is tapered downwardly from a point disposed inwardly from the tapered outer surface and inwardly toward a longitudinal centerline of such friction clutch mechanism. The tapered upper surface is tapered at an angle of between about 46.5 degrees and about 47.5 degrees.
The bottom surface of each wedge shoe member is tapered upwardly from a point disposed inwardly from the tapered outer surface and upwardly toward the longitudinal centerline of such friction clutch mechanism. This tapered bottom surface is tapered at an angle of between about 21.0 degrees and about 22.00 degrees. There is a third elongated slot formed at a predetermined location in each of the wedge shoe members adjacent such tapered outer surface thereof .
A preselected third lubricating insert member is disposed within this third elongated slot to provide a third portion of such requisite amount of lubrication necessary to prevent sticking of the friction clutch mechanism after such closure of the draft gear assembly and during such release cycle thereof . The last essential . element of the friction clutch mechanism is a center wedge member.
Such center wedge member includes a pair of correspondingly tapered surfaces frictionally engaged with an upper tapered surface of a respective one of such pair of wedge shoe members for absorbing a fourth portion of the energy generated during such closure of the draft gear assembly. The final essential component of the high capacity draft gear assembly is a spring seat member which is ~12I00'~
engageable with one end of the compressible cushioning means and with the friction clutch mechanism. Such spring seat member .. transmits the longitudinal forces being applied to such compressible cushioning means from the friction clutch mechanism during closure of such draft gear assembly and from such compressible cushioning means to the friction clutch mechanism during such release cycle of the draft gear assembly, respectively.
According to third and final aspect of the present invention, there is provided a method of increasing the capacity rating of a draft gear assembly during a reconditioning of such draft gear assembly. Such method includes the steps of removing a friction clutch mechanism from an open end of a housing member of such draft gear assembly. Thereafter engaging a respective outer surface of a pair of outer stationary plate members with respective radially opposed portions of an~inner surface of such housing member adjacent the open end of such housing member. Then, frictionally engaging a respective outer surface of a pair of movable plate members with a respective radially opposed inner surface of such outer stationary plate members. Next, frictionally engaging a respective outer surface of a pair of inner stationary plate members with a respective radially opposed inner surface of the movable plate members. A predetermined taper is provided on an inner surface of each of such pair of inner stationary plate members . Such taper extends upwardly from a bottom surface thereof and outwardly from a longitudinal centerline of such draft gear assembly. Thereafter, frictionally engaging a respective outer . ~ 2121007 tapered surface of a pair of wedge shoe members with a respective inner tapered surface of such movable plate members. A tapered upper surface is provided on each of such pair of wedge shoe members. The tapered upper surface tapers downwardly from a point disposed inwardly from such tapered outer surface and inwardly toward the longitudinal centerline of the draft gear assembly.
Such tapered upper surface is tapered at an angle of between about 46.5 degrees and about 47.5 degrees. A tapered bottom surface is provided on each of such pair of wedge shoe members .
Such tapered bottom surface tapers upwardly from a point disposed inwardly from the tapered outer surface of the wedge shoe member and inwardly toward such longitudinal centerline of the draft gear assembly. Such tapered bottom surface is tapered at an angle of between about 21.00 degrees and about 22.00 degrees. Finally, frictionally engaging a pair of tapered surfaces disposed on a center wedge member with a respective tapered upper surface of such pair of wedge shoe members.
OBJECTS OF THE INVENTION
It is, therefore, one of the primary objects of the present invention to provide an improved friction clutch mechanism which can be used to enhance the capacity of a friction-type draft gear assembly.
Another object of the present invention is to provide a higher rated capacity draft gear assembly utilizing such improved friction clutch mechanism.
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Still another object of the present invention is to provide an improved friction clutch mechanism that can be readily used in the reconditioning of a draft gear assembly.
Yet another object of the present invention is to provide an improved friction clutch mechanism which will provide a higher capacity to a reconditioned draft gear assembly having such ' friction clutch mechanism.
A further object of the present invention is to provide an improved friction clutch mechanism which is relatively simple to manufacture.
It is an additional object of the present invention to provide an improved friction clutch mechanism which will provide a draft gear assembly a relatively long service life thereby minimizing repair and maintenance cost of the railroads.
Still yet another object of the invention is to provide an improved friction clutch mechanism which is relatively easy to install.
Yet a further object of the present invention is to provide an improved friction clutch mechanism which can be used to recondition a number of different draft gear manufactures draft gear assemblies and provide a higher capacity draft gear.
Still a further object of the present invention is to provide a method of reconditioning a draft gear assembly with an improved friction clutch mechanism which will provide such reconditioned draft gear with an enhanced capacity rating.
~' 2121007 In addition to the various objects and advantages of the present invention described above, it should be noted that various other objects and advantages of the present invention will become more readily apparent to those persons who are skilled in the railway car friction-type draft gear design art from the following more detailed description of the invention, particularly, when such ' description is taken in conjunction with the attached drawing Figures and with the appended claims.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is layout of a presently preferred embodiment of a high capacity draft gear assembly constructed according to the present invention;
Figure 2 is a plan view of a presently preferred outer stationary plate member of the improved friction clutch mechanism produced according to the present invention;
Figure 3 is a top view of the outer stationary plate member illustrated in Figure 2;
Figure 4 is a side elevation view of the outer stationary plate member illustrated in Figure 2 and 3;
Figure 5 is a side elevation view of a presently preferred movable plate member of the improved friction clutch mechanism produced according to the present invention;
Figure 6 is a cross sectional view of a presently preferred inner stationary plate member of the improved friction clutch mechanism produced according to the present invention;
Figure 7 is a plan view of a presently preferred wedge shoe member of the improved friction clutch mechanism produced according to the present invention;
Figure 8 is a top view of the wedge shoe member illustrated in Figure 7;
Figure 9 is a side elevation view of the wedge shoe member ' illustrated in Figures 7 and 8;
Figure 10 is a plan view of a presently preferred center wedge member of the improved friction clutch mechanism produced according to the present invention;
Figure 11 is a view taken along the lines XI-XI of Figure 10;
Figure 12 is a side elevation view, partially in cross-section, of the center wedge member illustrated in Figures 10 and 11;
Figure 13 is a top view of a presently preferred spring seat member, partially in cross-section, for use in the presently preferred embodiment of a high capacity draft gear assembly constructed according to the present invention;
Figure 14 is a side elevation view, partially in cross-section, of the spring seat member illustrated in Figure 13;
and Figure 15 is an end view, partially in cross-section, of the spring seat member illustrated in Figures 13 and 14.
BRIEF DESCRIPTION OF THE PRESENTLY PREFERRED i AND ALTERNATIVE EMBODIMENTS OF THE INVENTION
Prior to proceeding to the more detailed description of the various embodiments of the instant invention, it should be pointed out that, for the sake of clarity, identical components which have identical functions have been identified with identical reference numerals throughout the several views illustrated in the drawings.
Now refer more particularly to Figures 1 through 12.
Illustrated therein are the essential details of an improved friction clutch mechanism, generally designated 20, for absorbing heat energy in a friction-type draft gear assembly, generally designated 10, used in a railway car (not shown). This energy, as is known in the art, is always generated during the make-up of a train consist and in-track movement of such train consist.
Such friction clutch mechanism 20 includes, in the presently preferred embodiment of the invention, a pair of outer stationary plate members 12. An outer surface 14 of each of the outer stationary plate members 12 is engageable with respective radially opposed portions of an inner surface 16 of a draft gear 10 housing member 18 adjacent an open end 22 of such housing member 18.
There is a first elongated slot 24 formed at a predetermined location in each of such outer stationary plate members 12 adjacent an inner surface 26 thereof. Additionally, each outer stationary plate member 12 has a preselected first lubricating insert member 28 disposed within such elongated slot 24. The lubricating insert member 28 provides at least a first portion of a requisite amount of lubrication necessary to prevent sticking of such friction clutch mechanism 20 after closure of such draft gear assembly 10 and during a release cycle thereof. Each of the outer stationary plate members 12 is provided with a pair of lug members 30 which prevent longitudinal movement of such outer stationary plate members 12 during operation of the draft gear assemble 10. Such lug members 30 are formed on radially opposed edges 32 and 34 of the outer stationary plate member 12.
In the presently preferred embodiment of the invention, such outer stationary plate member 12 will exhibit a Brinell hardness of between about 429 and about 495 for optimum performance of the draft gear assembly 10. Also in this embodiment, the first elongated slot 24 will have a generally arcuate shape in a plane disposed substantially at a right angle to the longitudinal axis of such first elongated slot 24. The first lubricating insert member 28 is formed from a lubricating metal, which is preferably a brass alloy. The friction clutch mechanism 20, of the present invention, further includes a pair of movable plate members 38. At least a portion of an outer surface 40, of each of the movable plate members 38 frictionally engages with a respective inner surface 42 of such pair of outer stationary plate members 12 for absorbing a first portion of heat energy generated during closure of such draft gear assembly 10. In the presently preferred friction clutch mechanism 20, each of the movable plate members 38 will be generally rectangular in shape and the outer surface 40 will be disposed substantially parallel to the inner surface 42.
A pair of tapered stationary plate members 44 are also an r essential component of the invented friction clutch mechanism 20.
Each of such tapered stationary plate members 44 include an outer surface 46, disposed substantially parallel to the longitudinal centerline of such friction clutch mechanism 20, which frictionally engages a respective inner surface 42 of such pair of movable plate members 38. These frictionally engaged surfaces absorb a second portion of the heat energy generated during such closure of such draft gear assembly 10. The inner surface 48 of each of such tapered stationary plate members 44 is tapered at a first predetermined angle. Wing members 50 are provided on each tapered stationary plate member 44 to serve as a longitudinal guide for the movable plate members 38 during closure and release of the draft gear assembly 10. A pair of lug members (not shown), which are similar to the lug members 30 on the outer stationary plate members 12, are provided on each outer edge of such tapered stationary plate member 44 to prevent longitudinal movement of the tapered stationary plate members 44 during closure and release of such draft gear assembly 10. There is a second elongated slot 52 formed, at a predetermined location, in each of such tapered stationary plate members 44 adjacent the outer surface 46 thereof.
Like the first slot 24, formed in the outer stationary plate members 12, such second elongated slot 52 has a generally arcuate shape in a plane disposed at substantially right angles to the longitudinal axis of this second slot 52. Further, there is a second preselected lubricating insert member 54 disposed within the second elongated slot 52. Such second lubricating insert member 54 r provides a second portion of the requisite amount of lubrication necessary to prevent sticking of such friction clutch mechanism 20 after closure of such draft gear assembly 10 and during the release cycle thereof.
Another essential component of the improved friction clutch mechanism 20, of the present invention, is a pair of wedge shoe members 54. Each of such wedge shoe members 54 includes a tapered outer surface 56. This outer surface 56 frictionally engages a respective inner surface 48 of a respective one of such tapered stationary plate members 44. Engaged surfaces 48 and 56 absorb a third portion of the heat energy generated during closure of such draft gear assembly 10. The upper surface 58 of each wedge shoe member 54 is tapered downwardly from a point disposed inwardly from such tapered outer surface 56 and inwardly toward the longitudinal centerline of such friction clutch mechanism 20. It has been found to be absolutely critical for the friction clutch mechanism 20 to provide a significant increase in capacity the tapered upper surface 58 must be tapered at an angle of between about 46.5 degrees and about 48.5 degrees. Preferably, this angle will be controlled as close as possibly to be at about 47.5 degrees. Each of the wedge shoe members 54 have a bottom surface 60 which is tapered upwardly from a point disposed inwardly from such tapered outer surface 56 and upwardly toward the longitudinal centerline of such friction clutch mechanism 20. It is presently preferred that the tapered bottom surface 60 be tapered at an angle of between . ~ ' 21~100~
about 21.0 degrees and about 22.00 degrees. Preferably, this r angle will be controlled as close as possibly to be at about 21.5 degrees. There is a third elongated slot 62 formed, at a predetermined location, in each of such wedge shoe members 54 adjacent the outer surface 56 thereof. Like the first slot 24, formed in the outer stationary plate members 12, such third elongated slot 62 has a generally arcuate shape in a plane disposed at substantially right angles to the longitudinal axis of this third slot 62. Further, there is a third preselected lubricating insert member 64 disposed within the third elongated slot 62. Such third lubricating insert member 64 provides a third portion of the requisite amount of lubrication necessary to prevent sticking of such friction clutch mechanism 20 after closure of such draft gear assembly 10 and during the release cycle thereof. It is also preferred that each of the surfaces 56, 58 and 60, of the wedge shoe members 54, which are exposed to wear have a Brinell hardness of between about 429 and about 495.
The final essential element of the improved friction clutch mechanism 20, according to the present invention, is a center wedge member 66. Such center wedge member 66 includes a pair of correspondingly tapered surfaces 68 which frictionally engage the upper tapered surfaces 58 of a respective one of such pair of wedge shoe members 54. The frictionally engaged surfaces 68 and 58 absorb a fourth portion of the heat energy generated during a closure of such draft gear assembly 10.
2l~lOp~
The present invention, in a second aspect, provides an improved high capacity friction-type draft gear assembly 10 for absorbing both buff and draft loads applied to a center sill member (not shown) of a railway car (not shown) during make-up of a train consist and in-track operation of such train consist.
In the presently preferred embodiment, such draft gear ' assembly 10 includes a generally rectangular shaped housing member 18 having an end wall 70 for closing a first end thereof.
Such housing member 18 is open at a radially opposed second end 22 thereof.
A compressible cushioning means (not shown) is disposed within such housing member 18 adjacent an inner surface 72 of such end wall 70. The compressible cushioning means stores a first portion of energy generated during a compressive force being applied to such draft gear assembly 10 and then releases the stored energy to restore the draft gear assembly 10 toward an open condition when such compressive force is either reduced or completely removed.
There is a friction clutch mechanism 20 disposed at least partially within such open end 22 of the housing member 18. The details of this friction clutch mechanism 20 have been described in detail above and for the sake of brevity such description shall not be repeated here. It should be noted, however, that in order to achieve the higher capacity rating of the draft gear assembly 10 it is critical that the angles and hardness taught must be adhered to in assembling the new draft gear 10.
212100' Another essential element of the draft gear assembly 10, according to a presently preferred embodiment and which is best seen in Figures 13, 14 and 15, is a spring seat member 74. The spring seat member 74 includes a plate-like member 76 having a bottom surface 78 engageable with one end of such compressible cushioning means and a pair of tapered surfaces 80 which are ' engageable with the bottom surfaces 60 of such wedge shoe members 54 of such friction clutch mechanism 10. The spring seat member 74 transmits longitudinal forces to such compressible cushioning means from the friction clutch mechanism 20 during closure of such draft gear assembly 10 and from the compressible cushioning means to the friction clutch mechanism 20 during such release cycle of the draft gear assembly 10, respectively.
The instant invention also contemplates and provides both a method of and a means for increasing the capacity rating of existing draft gear assemblies during a reconditioning of such draft gear assemblies.
Such reconditioning and upgrading of existing draft gear assemblies to achieve a significantly higher capacity rating includes the step of removing a friction clutch mechanism from an open end of a housing member of such draft gear assembly. Then engaging a respective outer surface of a pair of outer stationary plate members with respective radially opposed portions of an inner surface of the housing member adjacent the open end of such housing member. Thereafter, frictionally engaging a respective outer surface of a pair of movable plate members with a respective radially opposed inner surface of such outer stationary plate r members . Next, frictionally engaging a respective outer surface of a pair of inner stationary plate members with a respective radially opposed inner surface of such movable plate members. A
predetermined taper has been provided on an inner surface of each of such pair of inner stationary plate members. Such taper extending upwardly from a bottom surface thereof and outwardly from a longitudinal centerline of such draft gear assembly. A
respective outer tapered surface of a pair of wedge shoe members is then frictionally engaged with a respective inner tapered surface of the movable plate members. A tapered upper surface is provided on each of the pair of wedge shoe members. This tapered upper surface tapering downwardly from a point disposed inwardly from such tapered outer surface and inwardly toward the longitudinal centerline of the draft gear assembly. It is critical that this tapered upper surface be tapered at an angle of between about 46.5 degrees and about 48.5 degrees. Also, a tapered bottom surface is provided on each of such pair of wedge shoe members. Such tapered bottom surface tapering upwardly from a point disposed inwardly from such tapered outer surface and inwardly toward the longitudinal centerline of such draft gear assembly. It is also important or such tapered bottom surface to be tapered at an angle of between about 21.00 degrees and about 22.00 degrees. Finally, the method includes frictionally engaging a pair of tapered surfaces disposed on a center wedge member with a respective tapered upper surface of such pair of wedge shoe members.
2~2ID0~
Preferably, the method will includes the additional steps of removing the compressible cushioning means for examination and replacement if necessary, as well as examining the housing member for possible defects prior to installing the improved friction clutch mechanism.
While a number of presently preferred and various alternative ' embodiments of the instant invention have been described in detail above, various other modifications and adaptations of the present invention may be made by those persons who are skilled in the railway car draft gear art without departing from the spirit and scope of the appended claims.
,,~ '. , HIGH CAPACITY DRAFT GEAR ASSEMBLY
FIELD OF THE INVENTION
The present invention relates, in general, to friction-type draft gear assemblies and, more particularly, this invention relates to a friction clutch mechanism which can be used in both the reconditioning and upgrading of a used draft gear assembly in a manner such that the reconditioned draft gear will exhibit an improved capacity rating and which can also be used in a new friction-type draft gear assembly, also exhibiting a much higher capacity rating, for absorbing at least a portion of either buff or draft loads which are normally encountered by the center sill member of a railway car during both make-up of a train consist and normal in-track movement of such train consist.
BACKGROUND OF THE INVENTION
As is generally well known in the railway art, friction-type draft gear assemblies have been in widespread use in the railway industry for several years prior to the present invention. These draft gear assemblies are disposed within an elongated opening located in the center sill member of the railway car along the longitudinal axis thereof and behind the shank, or inner end, of the car coupling mechanism. In this position, these draft gear assemblies absorb at least a rather large portion of both the buff and draft forces. The buff and draft forces encountered by the car are usually being applied in an alternating manner to the center sill member during normal car operation on the track.
For a representative teaching of such prior art friction type draft gear assemblies see, for example, U.S. Patent Nos. 2,916,163; 3,178,036; 3,447,693; 4,576,295; 4,645,187 and 4,735,328. Most, if not all, of these prior art draft gear assemblies either have been or still are being used in the railway industry prior to the present invention.
Furthermore, except for U.S. Patent Nos. 4,576,295 and 4,735,328, each of the remaining above-identified patents is owned by the assignee of the present invention.
It is generally well recognized, by persons who are skilled in the friction-type draft gear assembly design art, that these draft gear assemblies must be capable of maintaining at least a certain minimum shock absorbing capacity during in-track service. Such minimum capacity has been specified by the Association of American Railroads(AAR) and is defined in the AAR standards. For example, friction-type draft gear assemblies have a specified absolute minimum capacity rating of at least 36,000 foot pounds. Draft gear assemblies with a capacity rating below 36,000 pounds will not receive approval from the AAR for service on a railroad car.
Additionally, it is important to note that the action of the friction clutch mechanism will enable this minimum capacity rating to be achieved without exceeding a specified maximum 500,000 pound a.
., ~ 2.~~10~7 reaction force, or pressure, being exerted on the center sill , member of the railway car during both make-up and operation of .. a train consist. Such maximum reaction pressure is required to enable these high energy shocks to be readily absorbed without upsetting the end of the coupling member shank and/or damaging other critical car components and/or cargo being transported by such railway car.
In order for the draft gear assembly manufacturers to meet the requirements of the railroad industry, with the ever increasing load carrying capacity of their modern day railroad cars, it has become of extreme importance to enhance the rated capacity of the friction-type draft gear assemblies as much as possible. Such increased capacity rating being necessary in order to minimize damage to such cars and/or the lading due to the increased forces being exerted on the center sill member of the cars by the heavier loads such cars are carrying.
SUMMARY OF THE INVENTION
In a first aspect, the present invention provides an improved friction clutch mechanism for use in a friction-type draft gear assembly which will provide a higher capacity rating for such draft gear assembly. Such friction clutch mechanism includes a pair of outer stationary plate members. An outer surface of each of such outer stationary plate members is engageable with respective radially opposed portions of an inner surface of a draft gear housing member adjacent an open end of such housing. There is a first elongated slot formed at a predetermined location in each 212100 l of such outer stationary plate members adjacent an inner surface thereof for receiving therein a preselected first lubricating insert member which provides a first portion of a requisite amount of the lubrication necessary to prevent sticking of such friction clutch mechanism after closure of the draft gear assembly and during a release cycle thereof. The friction clutch mechanism, of the present invention, also includes a pair of movable plate members. Each of such movable plate members having an outer surface thereof frictionally engaged with a respective inner surface of such pair of outer stationary plate members. Such frictionally engaged surfaces absorbing a first portion of the energy generated during closure of the draft gear assembly. There are a pair of inner stationary plate members provided. Each one of the inner stationary plate members has an outer surface thereof frictionally engaged with a respective inner surface of such pair of movable plate members. These frictionally engaged surfaces absorbing a second portion of such energy generated during such closure of the draft gear assembly. An inner surface of each of such inner stationary plate members is tapered at a first predetermined angle. There is a secona e~~ma~-=u ~~~~ --~~-...---- -_ a predetermined location in each of such tapered stationary plate members adjacent an outer surface thereof. Disposed within this second elongated slot is a preselected second lubricating insert member disposed which provides a second portion of the requisite amount of lubrication necessary to prevent sticking of such friction clutch mechanism after such closure of the draft gear assembly and during such release cycle thereof. The improved r friction clutch mechanism further includes a pair of wedge shoe members. Each of such wedge shoe members includes a tapered outer surf ace f rictionally engaged with a respective inner surf ace of the tapered stationary plate members for absorbing a third portion of such energy generated during closure of such draft gear assembly.
An upper surface of each wedge shoe member is tapered downwardly from a point which is located inwardly from the tapered outer surface of the wedge shoe member and inwardly toward a longitudinal centerline of such friction clutch mechanism. The tapered upper surface is tapered at an angle of between about 46.5 degrees and about 47.5 degrees. The bottom surface of each wedge shoe member is tapered upwardly from a point disposed inwardly from such tapered outer surface and upwardly toward the longitudinal centerline of such friction clutch mechanism. The tapered bottom surface is tapered at an angle of between about 21.0 degrees and about 22.00 degrees. Further, a third elongated slot is formed at a predetermined location in each of such wedge shoe members adjacent the tapered outer surface thereof for receiving therein a preselected third lubricating insert member which provides a third portion of the requisite amount of lubrication necessary to prevent sticking of such friction clutch mechanism after closure of such draft gear assembly and during a release cycle thereof. The final essential element of the invented friction clutch mechanism is a center wedge member. Such center wedge member includes a pair of correspondingly tapered surfaces frictionally engaged with an upper ~. 212~0~7 tapered surface of a respective one of the pair of wedge shoe , members for absorbing a fourth portion of such energy generated during such closure of the draft gear assembly.
According to a second aspect, the instant invention provides an improved high capacity friction-type draft gear assembly for absorbing both buff and draft loads applied to a center sill member of a railway car during both make-up of a train consist and the in-track operation of such train consist. Such draft gear assembly includes a generally rectangular shaped housing member. The housing member has an end wall for closing a first end thereof and the housing member is open at a radially opposed second end thereof. A compressible cushioning means is disposed within such housing member adjacent an inner surface of such end wall disposed at the first end of such housing. The compressible cushioning means stores a first portion of the energy generated during closure of the draft gear assembly and then releases this stored energy to restore such draft gear assembly to an open condition during release. A friction clutch mechanism is disposed at least partially within the open end of such housing member. The friction clutch mechanism includes a pair of outer stationary plate members.
An outer surface of each of such outer stationary plate members is engaged with a respective radially opposed inner surface of such draft gear housing member adjacent the open end of such housing.
A first elongated slot is formed at a predetermined location in each of such outer stationary plate members adjacent .an inner surface thereof. Disposed within such first elongated slot is a 2I~1~07 preselected first lubricating insert member which provides a first r portion of a requisite amount of lubrication necessary to prevent .' sticking of such friction clutch mechanism after closure of such draft gear assembly and during a release cycle thereof. There is a pair of movable plate members, each of, which have an outer surface thereof fractionally engaged with a respective inner surface of such pair of outer stationary plate members. Such fractionally engaged surfaces absorb a first portion of the energy generated during a closure cycle of such draft gear assembly.
Additionally, there are a pair of inner stationary plate members.
Each of such inner stationary plate members has an outer surface thereof fractionally engaged with a respective inner surface of the pair of movable plate members. These fractionally engaged surfaces absorb a second portion of the energy generated during such closure of the draft gear assembly. An inner surface of each of such inner stationary plate members is tapered at a first predetermined angle.
A second elongated slot is formed at a predetermined location in each of the tapered stationary plate members adjacent an outer surface thereof. A preselected second lubricating insert member is disposed within this second elongated slot to provide a second portion of such requisite amount of lubrication necessary to prevent sticking of such friction clutch mechanism after such closure of the draft gear assembly and during such release cycle thereof. Such friction clutch mechanism includes a pair of wedge shoe members. Each of the wedge shoe members includes a tapered outer surface which is fractionally engaged with a respective inner .v ~I~1007 surface of the tapered stationary plate members for absorbing a third portion of the energy generated during such closure of such I. draft gear assembly. An upper surface of each wedge shoe member is tapered downwardly from a point disposed inwardly from the tapered outer surface and inwardly toward a longitudinal centerline of such friction clutch mechanism. The tapered upper surface is tapered at an angle of between about 46.5 degrees and about 47.5 degrees.
The bottom surface of each wedge shoe member is tapered upwardly from a point disposed inwardly from the tapered outer surface and upwardly toward the longitudinal centerline of such friction clutch mechanism. This tapered bottom surface is tapered at an angle of between about 21.0 degrees and about 22.00 degrees. There is a third elongated slot formed at a predetermined location in each of the wedge shoe members adjacent such tapered outer surface thereof .
A preselected third lubricating insert member is disposed within this third elongated slot to provide a third portion of such requisite amount of lubrication necessary to prevent sticking of the friction clutch mechanism after such closure of the draft gear assembly and during such release cycle thereof . The last essential . element of the friction clutch mechanism is a center wedge member.
Such center wedge member includes a pair of correspondingly tapered surfaces frictionally engaged with an upper tapered surface of a respective one of such pair of wedge shoe members for absorbing a fourth portion of the energy generated during such closure of the draft gear assembly. The final essential component of the high capacity draft gear assembly is a spring seat member which is ~12I00'~
engageable with one end of the compressible cushioning means and with the friction clutch mechanism. Such spring seat member .. transmits the longitudinal forces being applied to such compressible cushioning means from the friction clutch mechanism during closure of such draft gear assembly and from such compressible cushioning means to the friction clutch mechanism during such release cycle of the draft gear assembly, respectively.
According to third and final aspect of the present invention, there is provided a method of increasing the capacity rating of a draft gear assembly during a reconditioning of such draft gear assembly. Such method includes the steps of removing a friction clutch mechanism from an open end of a housing member of such draft gear assembly. Thereafter engaging a respective outer surface of a pair of outer stationary plate members with respective radially opposed portions of an~inner surface of such housing member adjacent the open end of such housing member. Then, frictionally engaging a respective outer surface of a pair of movable plate members with a respective radially opposed inner surface of such outer stationary plate members. Next, frictionally engaging a respective outer surface of a pair of inner stationary plate members with a respective radially opposed inner surface of the movable plate members. A predetermined taper is provided on an inner surface of each of such pair of inner stationary plate members . Such taper extends upwardly from a bottom surface thereof and outwardly from a longitudinal centerline of such draft gear assembly. Thereafter, frictionally engaging a respective outer . ~ 2121007 tapered surface of a pair of wedge shoe members with a respective inner tapered surface of such movable plate members. A tapered upper surface is provided on each of such pair of wedge shoe members. The tapered upper surface tapers downwardly from a point disposed inwardly from such tapered outer surface and inwardly toward the longitudinal centerline of the draft gear assembly.
Such tapered upper surface is tapered at an angle of between about 46.5 degrees and about 47.5 degrees. A tapered bottom surface is provided on each of such pair of wedge shoe members .
Such tapered bottom surface tapers upwardly from a point disposed inwardly from the tapered outer surface of the wedge shoe member and inwardly toward such longitudinal centerline of the draft gear assembly. Such tapered bottom surface is tapered at an angle of between about 21.00 degrees and about 22.00 degrees. Finally, frictionally engaging a pair of tapered surfaces disposed on a center wedge member with a respective tapered upper surface of such pair of wedge shoe members.
OBJECTS OF THE INVENTION
It is, therefore, one of the primary objects of the present invention to provide an improved friction clutch mechanism which can be used to enhance the capacity of a friction-type draft gear assembly.
Another object of the present invention is to provide a higher rated capacity draft gear assembly utilizing such improved friction clutch mechanism.
2m~oa~
Still another object of the present invention is to provide an improved friction clutch mechanism that can be readily used in the reconditioning of a draft gear assembly.
Yet another object of the present invention is to provide an improved friction clutch mechanism which will provide a higher capacity to a reconditioned draft gear assembly having such ' friction clutch mechanism.
A further object of the present invention is to provide an improved friction clutch mechanism which is relatively simple to manufacture.
It is an additional object of the present invention to provide an improved friction clutch mechanism which will provide a draft gear assembly a relatively long service life thereby minimizing repair and maintenance cost of the railroads.
Still yet another object of the invention is to provide an improved friction clutch mechanism which is relatively easy to install.
Yet a further object of the present invention is to provide an improved friction clutch mechanism which can be used to recondition a number of different draft gear manufactures draft gear assemblies and provide a higher capacity draft gear.
Still a further object of the present invention is to provide a method of reconditioning a draft gear assembly with an improved friction clutch mechanism which will provide such reconditioned draft gear with an enhanced capacity rating.
~' 2121007 In addition to the various objects and advantages of the present invention described above, it should be noted that various other objects and advantages of the present invention will become more readily apparent to those persons who are skilled in the railway car friction-type draft gear design art from the following more detailed description of the invention, particularly, when such ' description is taken in conjunction with the attached drawing Figures and with the appended claims.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is layout of a presently preferred embodiment of a high capacity draft gear assembly constructed according to the present invention;
Figure 2 is a plan view of a presently preferred outer stationary plate member of the improved friction clutch mechanism produced according to the present invention;
Figure 3 is a top view of the outer stationary plate member illustrated in Figure 2;
Figure 4 is a side elevation view of the outer stationary plate member illustrated in Figure 2 and 3;
Figure 5 is a side elevation view of a presently preferred movable plate member of the improved friction clutch mechanism produced according to the present invention;
Figure 6 is a cross sectional view of a presently preferred inner stationary plate member of the improved friction clutch mechanism produced according to the present invention;
Figure 7 is a plan view of a presently preferred wedge shoe member of the improved friction clutch mechanism produced according to the present invention;
Figure 8 is a top view of the wedge shoe member illustrated in Figure 7;
Figure 9 is a side elevation view of the wedge shoe member ' illustrated in Figures 7 and 8;
Figure 10 is a plan view of a presently preferred center wedge member of the improved friction clutch mechanism produced according to the present invention;
Figure 11 is a view taken along the lines XI-XI of Figure 10;
Figure 12 is a side elevation view, partially in cross-section, of the center wedge member illustrated in Figures 10 and 11;
Figure 13 is a top view of a presently preferred spring seat member, partially in cross-section, for use in the presently preferred embodiment of a high capacity draft gear assembly constructed according to the present invention;
Figure 14 is a side elevation view, partially in cross-section, of the spring seat member illustrated in Figure 13;
and Figure 15 is an end view, partially in cross-section, of the spring seat member illustrated in Figures 13 and 14.
BRIEF DESCRIPTION OF THE PRESENTLY PREFERRED i AND ALTERNATIVE EMBODIMENTS OF THE INVENTION
Prior to proceeding to the more detailed description of the various embodiments of the instant invention, it should be pointed out that, for the sake of clarity, identical components which have identical functions have been identified with identical reference numerals throughout the several views illustrated in the drawings.
Now refer more particularly to Figures 1 through 12.
Illustrated therein are the essential details of an improved friction clutch mechanism, generally designated 20, for absorbing heat energy in a friction-type draft gear assembly, generally designated 10, used in a railway car (not shown). This energy, as is known in the art, is always generated during the make-up of a train consist and in-track movement of such train consist.
Such friction clutch mechanism 20 includes, in the presently preferred embodiment of the invention, a pair of outer stationary plate members 12. An outer surface 14 of each of the outer stationary plate members 12 is engageable with respective radially opposed portions of an inner surface 16 of a draft gear 10 housing member 18 adjacent an open end 22 of such housing member 18.
There is a first elongated slot 24 formed at a predetermined location in each of such outer stationary plate members 12 adjacent an inner surface 26 thereof. Additionally, each outer stationary plate member 12 has a preselected first lubricating insert member 28 disposed within such elongated slot 24. The lubricating insert member 28 provides at least a first portion of a requisite amount of lubrication necessary to prevent sticking of such friction clutch mechanism 20 after closure of such draft gear assembly 10 and during a release cycle thereof. Each of the outer stationary plate members 12 is provided with a pair of lug members 30 which prevent longitudinal movement of such outer stationary plate members 12 during operation of the draft gear assemble 10. Such lug members 30 are formed on radially opposed edges 32 and 34 of the outer stationary plate member 12.
In the presently preferred embodiment of the invention, such outer stationary plate member 12 will exhibit a Brinell hardness of between about 429 and about 495 for optimum performance of the draft gear assembly 10. Also in this embodiment, the first elongated slot 24 will have a generally arcuate shape in a plane disposed substantially at a right angle to the longitudinal axis of such first elongated slot 24. The first lubricating insert member 28 is formed from a lubricating metal, which is preferably a brass alloy. The friction clutch mechanism 20, of the present invention, further includes a pair of movable plate members 38. At least a portion of an outer surface 40, of each of the movable plate members 38 frictionally engages with a respective inner surface 42 of such pair of outer stationary plate members 12 for absorbing a first portion of heat energy generated during closure of such draft gear assembly 10. In the presently preferred friction clutch mechanism 20, each of the movable plate members 38 will be generally rectangular in shape and the outer surface 40 will be disposed substantially parallel to the inner surface 42.
A pair of tapered stationary plate members 44 are also an r essential component of the invented friction clutch mechanism 20.
Each of such tapered stationary plate members 44 include an outer surface 46, disposed substantially parallel to the longitudinal centerline of such friction clutch mechanism 20, which frictionally engages a respective inner surface 42 of such pair of movable plate members 38. These frictionally engaged surfaces absorb a second portion of the heat energy generated during such closure of such draft gear assembly 10. The inner surface 48 of each of such tapered stationary plate members 44 is tapered at a first predetermined angle. Wing members 50 are provided on each tapered stationary plate member 44 to serve as a longitudinal guide for the movable plate members 38 during closure and release of the draft gear assembly 10. A pair of lug members (not shown), which are similar to the lug members 30 on the outer stationary plate members 12, are provided on each outer edge of such tapered stationary plate member 44 to prevent longitudinal movement of the tapered stationary plate members 44 during closure and release of such draft gear assembly 10. There is a second elongated slot 52 formed, at a predetermined location, in each of such tapered stationary plate members 44 adjacent the outer surface 46 thereof.
Like the first slot 24, formed in the outer stationary plate members 12, such second elongated slot 52 has a generally arcuate shape in a plane disposed at substantially right angles to the longitudinal axis of this second slot 52. Further, there is a second preselected lubricating insert member 54 disposed within the second elongated slot 52. Such second lubricating insert member 54 r provides a second portion of the requisite amount of lubrication necessary to prevent sticking of such friction clutch mechanism 20 after closure of such draft gear assembly 10 and during the release cycle thereof.
Another essential component of the improved friction clutch mechanism 20, of the present invention, is a pair of wedge shoe members 54. Each of such wedge shoe members 54 includes a tapered outer surface 56. This outer surface 56 frictionally engages a respective inner surface 48 of a respective one of such tapered stationary plate members 44. Engaged surfaces 48 and 56 absorb a third portion of the heat energy generated during closure of such draft gear assembly 10. The upper surface 58 of each wedge shoe member 54 is tapered downwardly from a point disposed inwardly from such tapered outer surface 56 and inwardly toward the longitudinal centerline of such friction clutch mechanism 20. It has been found to be absolutely critical for the friction clutch mechanism 20 to provide a significant increase in capacity the tapered upper surface 58 must be tapered at an angle of between about 46.5 degrees and about 48.5 degrees. Preferably, this angle will be controlled as close as possibly to be at about 47.5 degrees. Each of the wedge shoe members 54 have a bottom surface 60 which is tapered upwardly from a point disposed inwardly from such tapered outer surface 56 and upwardly toward the longitudinal centerline of such friction clutch mechanism 20. It is presently preferred that the tapered bottom surface 60 be tapered at an angle of between . ~ ' 21~100~
about 21.0 degrees and about 22.00 degrees. Preferably, this r angle will be controlled as close as possibly to be at about 21.5 degrees. There is a third elongated slot 62 formed, at a predetermined location, in each of such wedge shoe members 54 adjacent the outer surface 56 thereof. Like the first slot 24, formed in the outer stationary plate members 12, such third elongated slot 62 has a generally arcuate shape in a plane disposed at substantially right angles to the longitudinal axis of this third slot 62. Further, there is a third preselected lubricating insert member 64 disposed within the third elongated slot 62. Such third lubricating insert member 64 provides a third portion of the requisite amount of lubrication necessary to prevent sticking of such friction clutch mechanism 20 after closure of such draft gear assembly 10 and during the release cycle thereof. It is also preferred that each of the surfaces 56, 58 and 60, of the wedge shoe members 54, which are exposed to wear have a Brinell hardness of between about 429 and about 495.
The final essential element of the improved friction clutch mechanism 20, according to the present invention, is a center wedge member 66. Such center wedge member 66 includes a pair of correspondingly tapered surfaces 68 which frictionally engage the upper tapered surfaces 58 of a respective one of such pair of wedge shoe members 54. The frictionally engaged surfaces 68 and 58 absorb a fourth portion of the heat energy generated during a closure of such draft gear assembly 10.
2l~lOp~
The present invention, in a second aspect, provides an improved high capacity friction-type draft gear assembly 10 for absorbing both buff and draft loads applied to a center sill member (not shown) of a railway car (not shown) during make-up of a train consist and in-track operation of such train consist.
In the presently preferred embodiment, such draft gear ' assembly 10 includes a generally rectangular shaped housing member 18 having an end wall 70 for closing a first end thereof.
Such housing member 18 is open at a radially opposed second end 22 thereof.
A compressible cushioning means (not shown) is disposed within such housing member 18 adjacent an inner surface 72 of such end wall 70. The compressible cushioning means stores a first portion of energy generated during a compressive force being applied to such draft gear assembly 10 and then releases the stored energy to restore the draft gear assembly 10 toward an open condition when such compressive force is either reduced or completely removed.
There is a friction clutch mechanism 20 disposed at least partially within such open end 22 of the housing member 18. The details of this friction clutch mechanism 20 have been described in detail above and for the sake of brevity such description shall not be repeated here. It should be noted, however, that in order to achieve the higher capacity rating of the draft gear assembly 10 it is critical that the angles and hardness taught must be adhered to in assembling the new draft gear 10.
212100' Another essential element of the draft gear assembly 10, according to a presently preferred embodiment and which is best seen in Figures 13, 14 and 15, is a spring seat member 74. The spring seat member 74 includes a plate-like member 76 having a bottom surface 78 engageable with one end of such compressible cushioning means and a pair of tapered surfaces 80 which are ' engageable with the bottom surfaces 60 of such wedge shoe members 54 of such friction clutch mechanism 10. The spring seat member 74 transmits longitudinal forces to such compressible cushioning means from the friction clutch mechanism 20 during closure of such draft gear assembly 10 and from the compressible cushioning means to the friction clutch mechanism 20 during such release cycle of the draft gear assembly 10, respectively.
The instant invention also contemplates and provides both a method of and a means for increasing the capacity rating of existing draft gear assemblies during a reconditioning of such draft gear assemblies.
Such reconditioning and upgrading of existing draft gear assemblies to achieve a significantly higher capacity rating includes the step of removing a friction clutch mechanism from an open end of a housing member of such draft gear assembly. Then engaging a respective outer surface of a pair of outer stationary plate members with respective radially opposed portions of an inner surface of the housing member adjacent the open end of such housing member. Thereafter, frictionally engaging a respective outer surface of a pair of movable plate members with a respective radially opposed inner surface of such outer stationary plate r members . Next, frictionally engaging a respective outer surface of a pair of inner stationary plate members with a respective radially opposed inner surface of such movable plate members. A
predetermined taper has been provided on an inner surface of each of such pair of inner stationary plate members. Such taper extending upwardly from a bottom surface thereof and outwardly from a longitudinal centerline of such draft gear assembly. A
respective outer tapered surface of a pair of wedge shoe members is then frictionally engaged with a respective inner tapered surface of the movable plate members. A tapered upper surface is provided on each of the pair of wedge shoe members. This tapered upper surface tapering downwardly from a point disposed inwardly from such tapered outer surface and inwardly toward the longitudinal centerline of the draft gear assembly. It is critical that this tapered upper surface be tapered at an angle of between about 46.5 degrees and about 48.5 degrees. Also, a tapered bottom surface is provided on each of such pair of wedge shoe members. Such tapered bottom surface tapering upwardly from a point disposed inwardly from such tapered outer surface and inwardly toward the longitudinal centerline of such draft gear assembly. It is also important or such tapered bottom surface to be tapered at an angle of between about 21.00 degrees and about 22.00 degrees. Finally, the method includes frictionally engaging a pair of tapered surfaces disposed on a center wedge member with a respective tapered upper surface of such pair of wedge shoe members.
2~2ID0~
Preferably, the method will includes the additional steps of removing the compressible cushioning means for examination and replacement if necessary, as well as examining the housing member for possible defects prior to installing the improved friction clutch mechanism.
While a number of presently preferred and various alternative ' embodiments of the instant invention have been described in detail above, various other modifications and adaptations of the present invention may be made by those persons who are skilled in the railway car draft gear art without departing from the spirit and scope of the appended claims.
Claims (20)
1. An improved friction clutch mechanism for absorbing energy in a friction-type draft gear assembly which is generated during make-up of a train consist and in-track movement of such train consist, said friction clutch mechanism comprising:
(a) a pair of outer stationary plate members, an outer surface of each of said outer stationary plate members is engageable with respective radially opposed portions of an inner surface of a draft gear housing member adjacent an open end of such housing;
(b) a first elongated slot formed at a predetermined location in said each of said outer stationary plate members adjacent an inner surface thereof;
(c) a preselected first lubricating insert member disposed within said elongated slot to provide a first portion of a requisite amount of lubrication necessary to prevent sticking of said friction clutch mechanism after closure of such draft gear assembly and during a release cycle thereof;
(d) a pair of movable plate members, each of said movable plate members having an outer surface thereof frictionally engaged with a respective said inner surface of said pair of outer stationary plate members for absorbing a first portion of energy generated during closure of such draft gear assembly;
(e) a pair of inner stationary plate members, each of said inner stationary plate members having an outer surface thereof frictionally engaged with a respective inner surface of said pair of movable plate members for absorbing a second portion of such energy generated during such closure of such draft gear assembly, an inner surface of said each of said inner stationary plate members being tapered at a first predetermined angle;
(f) a second elongated slot formed at a predetermined location in said each of said tapered stationary plate members adjacent an outer surface thereof;
(g) a preselected second lubricating insert member disposed within said second elongated slot to provide a second portion of a requisite amount of lubrication necessary to prevent sticking of said friction clutch mechanism after such closure of such draft gear assembly and during such release cycle thereof;
(h) a pair of wedge shoe members, each of said wedge shoe members including;
(i) a tapered outer surface frictionally engaged with a respective said inner surface of said tapered stationary plate members for absorbing a third portion of such energy generated during such closure of such draft gear assembly, (ii) an upper surface tapered downwardly from a point disposed inwardly from said tapered outer surface and inwardly toward a longitudinal axis of said friction clutch mechanism, said tapered upper surface being tapered at an angle of between about 46.5 degrees and about 48.5 degrees, and (iii) a bottom surface tapered upwardly from a point disposed inwardly from said tapered outer surface and upwardly toward said longitudinal axis of said friction clutch mechanism, said tapered bottom surface being tapered at an angle of between about 21.0 degrees and about 22.00 degrees;
(j) a third elongated slot formed at a predetermined location in said each of said wedge shoe members adjacent said tapered outer surface thereof;
(k) a preselected third lubricating insert member disposed within said third elongated slot to provide a third portion of a requisite amount of lubrication necessary to prevent sticking of said friction clutch mechanism after closure of such draft gear assembly and during a release cycle thereof; and (l) a center wedge member, said center wedge member including a pair of correspondingly tapered surfaces frictionally engaged with an upper tapered surface of a respective one of said pair of wedge shoe members for absorbing a fourth portion of such energy generated during such closure of such draft gear assembly.
(a) a pair of outer stationary plate members, an outer surface of each of said outer stationary plate members is engageable with respective radially opposed portions of an inner surface of a draft gear housing member adjacent an open end of such housing;
(b) a first elongated slot formed at a predetermined location in said each of said outer stationary plate members adjacent an inner surface thereof;
(c) a preselected first lubricating insert member disposed within said elongated slot to provide a first portion of a requisite amount of lubrication necessary to prevent sticking of said friction clutch mechanism after closure of such draft gear assembly and during a release cycle thereof;
(d) a pair of movable plate members, each of said movable plate members having an outer surface thereof frictionally engaged with a respective said inner surface of said pair of outer stationary plate members for absorbing a first portion of energy generated during closure of such draft gear assembly;
(e) a pair of inner stationary plate members, each of said inner stationary plate members having an outer surface thereof frictionally engaged with a respective inner surface of said pair of movable plate members for absorbing a second portion of such energy generated during such closure of such draft gear assembly, an inner surface of said each of said inner stationary plate members being tapered at a first predetermined angle;
(f) a second elongated slot formed at a predetermined location in said each of said tapered stationary plate members adjacent an outer surface thereof;
(g) a preselected second lubricating insert member disposed within said second elongated slot to provide a second portion of a requisite amount of lubrication necessary to prevent sticking of said friction clutch mechanism after such closure of such draft gear assembly and during such release cycle thereof;
(h) a pair of wedge shoe members, each of said wedge shoe members including;
(i) a tapered outer surface frictionally engaged with a respective said inner surface of said tapered stationary plate members for absorbing a third portion of such energy generated during such closure of such draft gear assembly, (ii) an upper surface tapered downwardly from a point disposed inwardly from said tapered outer surface and inwardly toward a longitudinal axis of said friction clutch mechanism, said tapered upper surface being tapered at an angle of between about 46.5 degrees and about 48.5 degrees, and (iii) a bottom surface tapered upwardly from a point disposed inwardly from said tapered outer surface and upwardly toward said longitudinal axis of said friction clutch mechanism, said tapered bottom surface being tapered at an angle of between about 21.0 degrees and about 22.00 degrees;
(j) a third elongated slot formed at a predetermined location in said each of said wedge shoe members adjacent said tapered outer surface thereof;
(k) a preselected third lubricating insert member disposed within said third elongated slot to provide a third portion of a requisite amount of lubrication necessary to prevent sticking of said friction clutch mechanism after closure of such draft gear assembly and during a release cycle thereof; and (l) a center wedge member, said center wedge member including a pair of correspondingly tapered surfaces frictionally engaged with an upper tapered surface of a respective one of said pair of wedge shoe members for absorbing a fourth portion of such energy generated during such closure of such draft gear assembly.
2. An improved friction clutch mechanism, according to claim 1, wherein said each of said outer stationary plate members has a Brinell Hardness of between about 429 and about 495.
3. An improved friction clutch mechanism, according to claim 2, wherein said first elongated slot has a generally arcuate shape in a plane disposed at right angles to a longitudinal axis of said first elongated slot.
4. An improved friction clutch mechanism, according to claim 3, wherein said first lubricating insert member is formed from a lubricating metal.
5. An improved friction clutch mechanism, according to claim 4, wherein said lubricating metal is selected from the group consisting of brass and brass alloys.
6. An improved friction clutch mechanism, according to claim 1, wherein said each of said movable plate members is generally rectangular in shape and said outer surface is substantially parallel to said inner surface.
7. An improved friction clutch mechanism, according to claim 1, wherein said second elongated slot has a generally arcuate shape in a plane disposed at right angles to a longitudinal axis of said second elongated slot.
8. An improved friction clutch mechanism, according to claim 1, wherein said each of said wedge shoe members has a Brinell Hardness of between about 429 and about 495.
9. An improved friction clutch mechanism, according to claim 8, wherein said tapered upper surface of said each of said wedge shoe members is tapered at an angle of about 47.5 degrees.
10. An improved friction clutch mechanism, according to claim 9, wherein said tapered bottom surface of said each of said wedge shoe members is tapered at an angle of about 21.5 degrees.
11. An improved high capacity friction-type draft gear assembly for absorbing both buff and draft loads applied to a center sill member of a railway car during make-up of a train consist and in-track operation of such train consist, said draft gear assembly comprising:
(A) a generally rectangular shaped housing member having an end wall for closing a first end thereof, said housing member being open at a radially opposed second end thereof;
(B) a compressible cushioning means disposed within said housing member adjacent an inner surface of said end wall disposed at said first end of said housing for storing a first portion of energy generated during closure of said draft gear assembly and releasing stored energy to restore said draft gear assembly to an open condition during release;
(C) a friction clutch mechanism disposed at least partially within said open end of said housing member, said friction clutch mechanism including;
(i) a pair of outer stationary plate members, an outer surface of each of said outer stationary plate members being engageable with a respective radially opposed inner surface of said draft gear housing member adjacent said open end of such housing;
(ii) a first elongated slot formed at a predetermined location in said each of said outer stationary plate members adjacent an inner surface thereof;
(iii) a preselected first lubricating insert member disposed within said elongated slot to provide a first portion of a requisite amount of lubrication necessary to prevent sticking of said friction clutch mechanism after closure of such draft gear assembly and during a release cycle thereof;
(iv) a pair of movable plate members, each of said movable plate members having an outer surface thereof frictionally engaged with a respective said inner surface of said pair of outer stationary plate members for absorbing a first portion of energy generated during such closure of such draft gear assembly;
(v) a pair of inner stationary plate members, each of said inner stationary plate members having an outer surface thereof frictionally engaged with a respective inner surface of said pair of movable plate members for absorbing a second portion of such energy generated during such closure of such draft gear assembly, an inner surface of said each of said inner stationary plate members being tapered at a first predetermined angle;
(vi) a second elongated slot formed at a predetermined location in said each of said tapered stationary plate members adjacent an outer surface thereof;
(vii) a preselected second lubricating insert member disposed within said second elongated slot to provide a second portion of said requisite amount of lubrication necessary to prevent sticking of said friction clutch mechanism after such closure of said draft gear assembly and during such release cycle thereof;
(viii) a pair of wedge shoe members, each of said wedge shoe members including;
(a) a tapered outer surface frictionally engaged with a respective said inner surface of said tapered stationary plate members for absorbing a third portion of such energy generated during such closure of said draft gear assembly, (b) an upper surface tapered downwardly from a point disposed inwardly from said tapered outer surface and inwardly toward a longitudinal axis of said friction clutch mechanism, said tapered upper surface being tapered at an angle of between about 46.5 degrees and about 48.5 degrees, and (c) a bottom surface tapered upwardly from a point disposed inwardly from said tapered outer surface and upwardly toward said longitudinal axis of said friction clutch mechanism, said tapered bottom surface being tapered at an angle of between about 21.0 degrees and about 22.00 degrees;
(ix) a third elongated slot formed at a predetermined location in said each of said wedge shoe members adjacent said tapered outer surface thereof;
(x) a preselected third lubricating insert member disposed within said third elongated slot to provide a third portion of said requisite amount of lubrication necessary to prevent sticking of said friction clutch mechanism after such closure of said draft gear assembly and during such release cycle thereof; and (xi) a center wedge member, said center wedge member including a pair of correspondingly tapered surfaces frictionally engaged with an upper tapered surface of a respective one of said pair of wedge shoe members for absorbing a fourth portion of such energy generated during such closure of said draft gear assembly; and (D) a spring seat member engageable with one end of said compressible cushioning means and with said friction clutch mechanism for transmitting longitudinal forces to said compressible cushioning means from said friction clutch mechanism during closure of said draft gear assembly and from said compressible cushioning means to said friction clutch mechanism during such release cycle of said draft gear assembly, respectively.
(A) a generally rectangular shaped housing member having an end wall for closing a first end thereof, said housing member being open at a radially opposed second end thereof;
(B) a compressible cushioning means disposed within said housing member adjacent an inner surface of said end wall disposed at said first end of said housing for storing a first portion of energy generated during closure of said draft gear assembly and releasing stored energy to restore said draft gear assembly to an open condition during release;
(C) a friction clutch mechanism disposed at least partially within said open end of said housing member, said friction clutch mechanism including;
(i) a pair of outer stationary plate members, an outer surface of each of said outer stationary plate members being engageable with a respective radially opposed inner surface of said draft gear housing member adjacent said open end of such housing;
(ii) a first elongated slot formed at a predetermined location in said each of said outer stationary plate members adjacent an inner surface thereof;
(iii) a preselected first lubricating insert member disposed within said elongated slot to provide a first portion of a requisite amount of lubrication necessary to prevent sticking of said friction clutch mechanism after closure of such draft gear assembly and during a release cycle thereof;
(iv) a pair of movable plate members, each of said movable plate members having an outer surface thereof frictionally engaged with a respective said inner surface of said pair of outer stationary plate members for absorbing a first portion of energy generated during such closure of such draft gear assembly;
(v) a pair of inner stationary plate members, each of said inner stationary plate members having an outer surface thereof frictionally engaged with a respective inner surface of said pair of movable plate members for absorbing a second portion of such energy generated during such closure of such draft gear assembly, an inner surface of said each of said inner stationary plate members being tapered at a first predetermined angle;
(vi) a second elongated slot formed at a predetermined location in said each of said tapered stationary plate members adjacent an outer surface thereof;
(vii) a preselected second lubricating insert member disposed within said second elongated slot to provide a second portion of said requisite amount of lubrication necessary to prevent sticking of said friction clutch mechanism after such closure of said draft gear assembly and during such release cycle thereof;
(viii) a pair of wedge shoe members, each of said wedge shoe members including;
(a) a tapered outer surface frictionally engaged with a respective said inner surface of said tapered stationary plate members for absorbing a third portion of such energy generated during such closure of said draft gear assembly, (b) an upper surface tapered downwardly from a point disposed inwardly from said tapered outer surface and inwardly toward a longitudinal axis of said friction clutch mechanism, said tapered upper surface being tapered at an angle of between about 46.5 degrees and about 48.5 degrees, and (c) a bottom surface tapered upwardly from a point disposed inwardly from said tapered outer surface and upwardly toward said longitudinal axis of said friction clutch mechanism, said tapered bottom surface being tapered at an angle of between about 21.0 degrees and about 22.00 degrees;
(ix) a third elongated slot formed at a predetermined location in said each of said wedge shoe members adjacent said tapered outer surface thereof;
(x) a preselected third lubricating insert member disposed within said third elongated slot to provide a third portion of said requisite amount of lubrication necessary to prevent sticking of said friction clutch mechanism after such closure of said draft gear assembly and during such release cycle thereof; and (xi) a center wedge member, said center wedge member including a pair of correspondingly tapered surfaces frictionally engaged with an upper tapered surface of a respective one of said pair of wedge shoe members for absorbing a fourth portion of such energy generated during such closure of said draft gear assembly; and (D) a spring seat member engageable with one end of said compressible cushioning means and with said friction clutch mechanism for transmitting longitudinal forces to said compressible cushioning means from said friction clutch mechanism during closure of said draft gear assembly and from said compressible cushioning means to said friction clutch mechanism during such release cycle of said draft gear assembly, respectively.
12. An improved high capacity draft gear assembly, according to claim 11, wherein said compressible cushioning means is a plurality of springs.
13. An improved high capacity draft gear assembly, according to claim 12, wherein an upper portion of said spring seat includes a pair of tapered surfaces which frictionally engage said tapered bottom surface of said wedge shoe members, said frictionally engaging surfaces absorbing a fifth portion of such energy generated during such closure of said draft gear assembly.
14. An improved high capacity draft gear assembly, according to claim 12, wherein said each of said outer stationary plate members has a Brinell Hardness of between about 429 and about 495.
15. An improved high capacity draft gear assembly, according to claim 14, wherein said each of said wedge shoe members has a Brinell Hardness of between about 429 and about 495.
16. An improved high capacity draft gear assembly, according to claim 15, wherein said tapered upper surface of said each of said wedge shoe members is tapered at an angle of about 47.5 degrees.
17. An improved high capacity draft gear assembly, according to claim 16, wherein said tapered bottom surface of said each of said wedge shoe members is tapered at an angle of about 21.5 degrees.
18. A method of increasing a capacity rating of a draft gear assembly during a reconditioning of such draft gear assembly, said method comprising the steps of:
(a) removing a friction clutch mechanism from an open end of a housing member of said draft gear assembly;
(b) engaging a respective outer surface of a pair of outer stationary plate members with respective radially opposed portions of an inner surface of said housing member adjacent said open end of said housing member;
(c) fractionally engaging a respective outer surface of a pair of movable plate members with a respective radially opposed inner surface of said outer stationary plate members;
(d) frictionally engaging a respective outer surface of a pair of inner stationary plate members with a respective radially opposed inner surface of said movable plate members;
(e) providing a predetermined taper on an inner surface of each of said pair of inner stationary plate members, said taper extending upwardly from a bottom surface thereof and outwardly from a longitudinal centerline of said draft gear assembly;
(f) frictionally engaging a respective outer tapered surface of a pair of wedge shoe members with a respective inner tapered surface of said movable plate members;
(g) providing a tapered upper surface on each of said pair of wedge shoe members, said tapered upper surface tapering downwardly from a point disposed inwardly from said tapered outer surface and inwardly toward said longitudinal centerline of said draft gear assembly, said tapered upper surface being tapered at an angle of between about 46.5 degrees and about 48.5 degrees;
(h) providing a tapered bottom surface on said each of said pair of wedge shoe members, said tapered bottom surface tapering upwardly from a point disposed inwardly from said tapered outer surface and inwardly toward said longitudinal centerline of said draft gear assembly, said tapered bottom surface being tapered at an angle of between about 21.00 degrees and about 22.00 degrees;
and (i) frictionally engaging a pair of tapered surfaces disposed on a center wedge member with a respective tapered upper surface of said pair of wedge shoe members.
(a) removing a friction clutch mechanism from an open end of a housing member of said draft gear assembly;
(b) engaging a respective outer surface of a pair of outer stationary plate members with respective radially opposed portions of an inner surface of said housing member adjacent said open end of said housing member;
(c) fractionally engaging a respective outer surface of a pair of movable plate members with a respective radially opposed inner surface of said outer stationary plate members;
(d) frictionally engaging a respective outer surface of a pair of inner stationary plate members with a respective radially opposed inner surface of said movable plate members;
(e) providing a predetermined taper on an inner surface of each of said pair of inner stationary plate members, said taper extending upwardly from a bottom surface thereof and outwardly from a longitudinal centerline of said draft gear assembly;
(f) frictionally engaging a respective outer tapered surface of a pair of wedge shoe members with a respective inner tapered surface of said movable plate members;
(g) providing a tapered upper surface on each of said pair of wedge shoe members, said tapered upper surface tapering downwardly from a point disposed inwardly from said tapered outer surface and inwardly toward said longitudinal centerline of said draft gear assembly, said tapered upper surface being tapered at an angle of between about 46.5 degrees and about 48.5 degrees;
(h) providing a tapered bottom surface on said each of said pair of wedge shoe members, said tapered bottom surface tapering upwardly from a point disposed inwardly from said tapered outer surface and inwardly toward said longitudinal centerline of said draft gear assembly, said tapered bottom surface being tapered at an angle of between about 21.00 degrees and about 22.00 degrees;
and (i) frictionally engaging a pair of tapered surfaces disposed on a center wedge member with a respective tapered upper surface of said pair of wedge shoe members.
19. A method of increasing capacity of a draft gear assembly during reconditioning, according to claim l8, wherein said method includes the additional step of removing a compressible cushioning element disposed in a closed end of said housing member and replacing it when necessary.
20. A method of increasing capacity of a draft gear assembly during reconditioning, according to claim 19, wherein said method includes the additional step of examining said housing member for cracks and possible other wear defects.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US20644894A | 1994-03-04 | 1994-03-04 | |
| US08/206,448 | 1994-03-04 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2121007A1 CA2121007A1 (en) | 1995-09-05 |
| CA2121007C true CA2121007C (en) | 1999-11-09 |
Family
ID=22766434
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2121007 Expired - Lifetime CA2121007C (en) | 1994-03-04 | 1994-04-11 | High capacity draft gear assembly |
Country Status (5)
| Country | Link |
|---|---|
| CN (1) | CN1067953C (en) |
| AU (1) | AU677285B2 (en) |
| BR (1) | BR9403704A (en) |
| CA (1) | CA2121007C (en) |
| ZA (1) | ZA944301B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN100425488C (en) * | 2004-01-16 | 2008-10-15 | 外博泰克控股股份有限公司 | Housing for long travel high capacity friction draft gear assembly |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2925924A (en) * | 1956-08-13 | 1960-02-23 | American Steel Foundries | Twin barrel friction draft gear |
| US2906415A (en) * | 1956-12-28 | 1959-09-29 | American Steel Foundries | Draft gear |
| US3386597A (en) * | 1967-01-12 | 1968-06-04 | Midland Ross Corp | Railway car friction-type draft gear |
| US4645187A (en) * | 1984-09-14 | 1987-02-24 | American Standard Inc. | Draft gear assembly |
| US4735328B1 (en) * | 1986-12-15 | 1993-11-16 | Split wedge draft gear with center friction plate | |
| US4809419A (en) * | 1988-01-21 | 1989-03-07 | American Standard Inc. | Method of and apparatus for reconditioning railway car draft gears |
| US5125409A (en) * | 1991-03-05 | 1992-06-30 | Nidek Co., Ltd. | Ultrasonic diagnostic apparatus and method for ophthalmology |
-
1994
- 1994-04-11 CA CA 2121007 patent/CA2121007C/en not_active Expired - Lifetime
- 1994-04-12 AU AU59421/94A patent/AU677285B2/en not_active Expired
- 1994-06-16 ZA ZA944301A patent/ZA944301B/en unknown
- 1994-08-18 CN CN94115049A patent/CN1067953C/en not_active Expired - Lifetime
- 1994-10-13 BR BR9403704A patent/BR9403704A/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| AU5942194A (en) | 1995-09-28 |
| CN1108193A (en) | 1995-09-13 |
| AU677285B2 (en) | 1997-04-17 |
| ZA944301B (en) | 1995-05-08 |
| CA2121007A1 (en) | 1995-09-05 |
| CN1067953C (en) | 2001-07-04 |
| BR9403704A (en) | 1995-10-24 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKEX | Expiry |
Effective date: 20140411 |