US1970664A - Draft and buffer gear - Google Patents

Description

Aug. 121, 1934. H. J. LOUNSBURY DRAFT AND BUFFER GEAR Filed Dec. 18 1933 5 Sheets-Sheet l Irwerdor flarvey .[Iourwbury H. J. LOUNSBURY DRAFT AND BUFFER GEAR Filed Dec.

Aug. 21,1934.

18 1933 5 Sheets-Sheet 2 Inventor Harvey JLowwbury 19 M fltly Aug. 21, 1934.

H. J. LOUNSBURY DRAFT AND BUFFER GEAR Filed Dec. 18 1935 3 Sheets-Sheet 3 Inveniar' Harvey llnurwbur zy j w 5 5 Patented Aug. 21, 1934 warren stares ant oer-Pica DRAFT AND BUFFER GEAR Harvey J. Lounshury, GlenEllyn,

111., assignor to WVHi'MineiQInc Chicago, 111., a corporation of Delaware Application'December 18, 1933, Serial No; 702,886

20 Claims.

This invention relates to improvements in draft'andbuifer gears especially adapted for minecars.

One object ofthe invention is to provide a simple and eificient combined draft and buffer gear for mine cars wherein means is employed for effectively cushioning the shocks in both buff anddraft; the cushioning means being arranged to receive the actuating force directly from a bufiing head against. which cushioning meansis compressed indraft 'through :lever mechanism connected tocthe usual coupling means or draft member of the car, and the lever mechanism is so designed'that the full capacity of the cushioning: means is utilized indraft action of the gear;

Another object of the invention is to utilize the full capacityin draftyof the cushioning means of a gear of the character set forthin. the preceding-paragraph;by controlling the action of-the lever'mechanism in such a:manner that the maximum displacement of the 'end-i-of' the lever. mechanism which engages the 'cush--'-- ioning'means is substantially equal to .the maximum stroke of the draft member.-

A more specific objectgof the invention is to provide a combined draft and buffer. gear,- including. cushioning means for absorbing draft shocks and means for transmitting: drafttforces: tosaid' cushioning meansyin; the form-of alevee adapted to pivot at one end on a fixed supportto efiect swinging movement'of the opposite end of the lever toward :said cushioningwmeans to compress-the same'when'a pulling force is applied to the lever between the ends thereof,

wherein the shock absorbing "capacity of the cushioning means is fully utilized by permitting a predetermined amount of displacement in the direction of the draft stroke of the gear,.of the pivot end of the lever, before compression of the cushioning means when the lever is swung.

on said end, thereby effecting a certain amount of additional compression of the cushioning means over that had due to the swinging movement of the lever, andralso equalizing the distribution of the actuating force of the lever throughout the effective pressure receiving area of the cushioning means when the full compressicnst-roke of the gear has been'reachedL Other objects of the invention will 'moreclearlyw appear from the description; and claims :hereinafter following. f'

In the drawings forming-apart of thisspeci fication,-Figure 1' is .an elevationalview, partly' broken away, of oneend of a mine car; illusshown, the casting trating my improvements in connection therewith. Figure 2.is a part plan" view and part horizontal, sectional view of Figure 11,- the sec-v tion being takenon the line 2--2- of Figure 11" Figures 3 and 4 are vertical, sectional viewscora responding respectively to the lines 3-3: and-am;

4-4 of Figure 1, the buffing head being-shown partly in elevation and partly in sectionin Fig-eure 4. Figures 5 and 6 are views similar to Figure 4, illustrating the parts in positions-which.

they assume'after partial and full draft:move;:\-- ment of the gear. Figures-7, -8, 9,,-and-10- are v3 views similar to Figures 3,4, 5; andw6, respecvtivelywillustrating another embodiment-of the invention.

In said drawings; 10 indicates the end WEtHrOf the 031311 the end sill, and'12the =1loor-struc-- ture, which is depressed at the center of the car, as; indicated at 13.

The end sill 11 isofi angular cross section and has the bottom flange-- 14 thereof secured, to the floor;- The :end wall 10 is'braced-by an angle bar l5- havingvthefi vertical and horizontal flange i thereof:- fixed re- Referring first to the embodiment of the inven- BSDECtiVBlY' to said end walllO andthe floor 12.

tion illustrated i-n'Figures 1.to 6; inclusive, my

improved gear comprises broadly aE-support A; a'

buffinghead B; a leverCg'a draftzmembervD; a

pair of shock absorbing springs E-E; andza pair:

"of stop bolts F'-F. The support Ais in the form thickened; asiclearly shown in Figures 3;-4, 5,"and

6'. The upper sections'of the rear wall 16, the side ,walls 17-17, togetherwith the wall section 20;=define a pocket 21 which-accommodatesthe uppers end of the lever C. The bottom wall 19 is cut away at the center, as indicated at 22, and has the side sections thereof projecting forwardlybeyond the side walls 17 17, as clearlyshown' in; Figure 2;'- The casting Agmay-be secured tothe endofthe car :by any-suitable means, and; as

ice

herein shown, is provided with rearwardly projecting spaced top and bottomlwebs 23-23, which are riveted to the bottomfiange of the angle bar 15 and to the bottom wall section 13 of the car respectively; as shown in Figures 3, 4, 5, and 6. The casting is further secured to the end wall 10 of the car by means of rivets extending througha-wsaidxwall and the vertioalvwa-lllfi of the casting llt A. As most clearly shownin Figure 1, the upper.-

sections of the side walls 17-17 of the casting A are inwardly offset, as indicated at 24-24, thereby forming a compartment within which the upper end of the lever C is disposed.

The buffing head B has a transverse front wall 25, spaced vertical side walls 26-26, and spaced, horizontally disposed, top and bottom walls 2'?- 27. The bufiing head is slidingly supported on the bottom wall 19 of the casting A, and the front wall 25 of said head has a rounded outer buffing face, as clearly shown in Figure 2. The head B is held assembled with the casting A by means of the stop bolts F-F, which extend through alined slots 28-28 and 28-28 in the top and bottom walls of the bufling head B and through openings provided in the bottom wall 19 and the horizontal wall sections 29-29 of the casting A.

The lever C comprises a transversely disposed follower section 50 and spaced upstanding vertical arms 30-30 formed integral with said follower section. At opposite sides the follower section 50 is provided with spring receiving pockets 31-31, as most clearly shown in Figure 2. Between the pockets 31-31, the follower section 50 is provided with a vertical web 32, which is thickened at the upper end, as clearly shown in Figures'3, 4, 5, and 6, thereby providing a bearing member 33. The bearing member 83 projects rearwardly from the web 32 and has a rounded face, as clearly shown iii-Figure 3. The follower section 50 of the lever C is further provided with a bottom wall 34 between the pockets 31-31, said bottom wall being inclined rearwardly as shown in Figures 3, 4, 5, and 6. The bottom faces of the bottom walls of the pockets 31-31 are in alinement with the bottom face of the wall 34, the lower end of the lever C being thus provided with a curved bearing surface throughout its width. The arms 30-30 of the lever C are of the outline shown in Figure 3, the front edges of said arms being in vertical alinement with the front edges of the walls of the pockets 31-31 of the lever C. As clearly shown in Figures 3, 4, 5, and 6, the arms 30-30 of the lever C are of such a width that they have a limited amount of play within the pocket'21 of the casting A. In the normal position of the parts the front edges of the arms 30-30 of the lever C are spaced from the rear face of the wall 20 of the pocket a distancecorresponding to the full draft stroke'of the gear. The front edges of tthe walls of the pockets 31-31 and the front face of the web 32 are also spaced from the rear end of the buffing head B a distance corresponding to the full draft stroke of the gear.

The draft member D is slidingly supported on the top of the bufiing head B and, as shown, comprises spaced horizontal arms 35-35 connected by vertical side webs 36-36 at their inner ends. The draft member is also provided with a depending lug 37 at the rear end thereof, the lug extending into the space between the pockets 31-31 of the lever C and engaging with the bearing projection 33 of the web 32 of said lever. As most clearly shown in Figure 3, the portion of the lug 3'7 which engages the bearing projection 33 is provided with a curved seat 38. The draft member D is thus pivotally connected to the lever C between the top and bottom ends of the latter. 'The arms 35-35 of the draft member D have vertically alined openings 39-39 adapted to receive the usual coupling pin 40. The couplingpin 40, as shown in Figure 3, extends through the buiiing head B, and the top and bottom walls of said head are slotted, as indicated at'41-41, to accommodate the coupling pin and permit inward and outward sliding movement of the head with respect to the pin.

The shock absorbing springs 13-13 are disposed at opposite sides of the mechanism and bear on the bufiing head B and the lever C, the rear ends of the springs being seated in the pockets 31-31 of the follower section 50 of the lever C. As shown in Figure 2, the front wall 25 of the buffing head B is preferably provided with centering lugs which engage within the front ends of the coil springs E-E.

The operation of my improved combined draft and bulfer gear, as shown in Figures 1 to 6, inclusive, is as follows:

When a buiiing force is applied to the head B, the same is moved inwardly toward the end of the car, thereby compressing the springs E-E against the lever C, which at this time is held stationary by engagement with the vertical rear wall 16 of the casting A. Inward movement of the buffing head is limited by engagement with the front side of the lower end section of the lever C. When a pulling action is applied to the draft member D, the lever is moved outwardly away from the end of the car until it assumes the position shown in Figure 5, thereby partly compressing the springs E-E. As will be evident, the buffing head at this time is at the outer end of its stroke and is held in fixed position by the stop bolts F-F. During further outward movement of the draft member D, the upper end of the lever C will rock on the front wall of the pocket 21 of the casting A, thereby swinging'the lower end of said lever outwardly away from the car and further compressing the springs E-E against the 'bufling head B. The swinging movement of the lever C will finally be limited by engagement of the lower end portion thereof with the inner end of the buffing head B, as clearly shown in Figure 6. When the parts are in the position shown in Figure 6, the springs E-E will have been compressed to their full extent and the entire capacity of said springs will have been utilized. As will be evident, this arrangement has a decided advantage over a construction in which the upper end of the lever is not displaceable because full compression of the springs is not possible when the lever is in an inclined position at the beginning of the draft stroke of the gear.

In the full released position of the parts, the expanse of action of the springs E-E maintains the parts in the position shown in Figures 1, 2, 3, and 4, thereby maintaining the front side of the lever C spaced from the front wall of the pocket 21 and the rear end of the buffing head B a distance corresponding to the full draft stroke of the gear. Inasmuch as the springs E-E normally force the lower end of the lever C rearwardly against the vertical rear wall 16 of the casting A,

the rocking movement of the lever during a draft action is controlled in such a manner that it will first pivot about its lower end until the upper end engages the front wall of the pocket 21 and will then rock about its upper end on said front wall.

Referring next to the embodiment of the in vention, illustrated in Figures '7 to 10, inclusive, my improved gear comprises broadly a support G; a bufilng head H; a combined draft member and lever K; a pair of shock absorbing springs lvI-M,

and a pair of stop bolts P-P.

The support G is in the form of a casting and is of substantially the same design as the casting A, hereinbefore described. The buffing head H is also of the same construction as'the buffing head B described in connection with Figures 1 to 6, mclusive.

The lever K is in the form of a one-piece casting having a follower section 150 atthe lower end thereoflwhich is identical with the follower section of the lever G. The lever K has spaced upstanding arms l30-130 at opposite sides thereof, which are formed'integral with the-follower section 150. and correspond in design'to the arms 30-30 of the lever C. The lever K is further provided with spaced horizontal arms 135l35, which extend forwardly from the lever and'have their rear ends disposedbe'tween the arms 130- ISO'and-connected thereto. The arms 1 35-135 are adapted to receive the usual coupling link therebetween and are provided with vertically alined openings accommodating-a coupling pin 140 of well known design. As shown in Figures 7 to 10, inclusive, the coupling pin 140 extends through the bufiing head H, the same being provided with slots similar to the corresponding slots in the buffing head 3. I Outward movement of the buflinghead is limited by the stopbolts P-P,which correspond to the bolts FF'of Figures 1 to 6, inclusive. The shock absorbing springs MM are identical with the springs E-E, hereinbefore described, and yieldingly oppose relative approach of thebufiing head'I-I and the lower end section of the lever K.

The operation of the improved draft and buffer gear, as shown in Figures '7, 8, 9, and 10, is substantially thesame as that of the gear shown in Figures 1- to 6, inclusive; Inasmuch as the coupling link is connecteddirectly to the lever K, the arms-135- -l35, between which the link is accommodated, will rock with the lever and the parts will assume the position shown in Figure 9 when the springs M M- have been partly compressed in draft before the lever is rockedabout its upper end. 'As shown in Figure 10, when the mechanism is fully compressed in draft, the spaced arms '135 '13 5 will again be in horizontal position. 7 t

' I have herein shown and'described what I now consider the preferred manner of carrying out my invention, but thesame is merely illustrative and I contemplate allchanges and 'rnodificatiohs that come'within the scope of the claims'appended hereto.

I claim: 7

i 1. In a combined draft and buffer gear for cars, the combination with a buffer head at the end of the car movable inwardly toward said end; of cushioning means yieldingly opposing movement of said head; stop-means restricting outward movement of said head; a fixedfulcrum support; a lever having one end thereof normally spaced from said support and having the other end adjacent to the inner end-of said cushioning means; and a pulling element connected to said lever between the ends thereof, forpulling said lever outwardly in draft against theresistance of said cushioning means to bring said 'firstiianied end of the lever into engagement with the sup-- port while partially compressing said cushioning means and thenrock the lever on 's'aid'support to swing the second-named end thereof outwardly away'fromthe en'd of the car tofully compress said cushioning means. i '2. ma draft gear for cars, the coinbi nat-io with a lever; of a pullingelementcohnected to the lever between the; opposite fiend portions thereof; said pulling element being-movable out wardlyaw'ayfrom the car draft; cushioning means=-' acting against onee n'd portion of said lever and-yieldingly resisting outward movement of saidend portion'; and a' fulcrum-abutment member adjacent to said leverat the'other end portion-thereof adapted to' be engaged by said end portion, said last named end portion of the lever being normally spaced from said abutment. 3. In a draft gear forcars, the combination with an elongated member laterally movable outwardly away from the end of the car; of a pulling element connected to said member between opposite end port-ions thereof; cushioning means yieldingly opposing outward movement of one o'f'said endportio'ns of said member; a fulcrum shoulder for the other end of the lever, said last named end-of the lever being movable inwardly toward the car away from said fulcrum shoulder; and abutment means for restricting inward movement of said lever and holding said first named end portion spaced inwardly from said shoulderwhen the gear is in full release.

4 In a draft gear for cars, the combination with a lever at the end of the car extending transversely with respect to the longitudinal central axis of the car; of a pulling element connected to said lever between the opposite end portions of said lever; a fixed abutment at the end of the car on which the rear side of one of said end portions of the lever bears; a fixed V shoulder engageable by the opposite end portion of said lever and on which said end portion is adapted to rock; and cushioning means oppos ing outward movement of said first named end portion of the lever, said cushioning means being in alinement with the fixed abutment and bearing on the forward side of said lever for yieldingly holding the lever seated on said abutment and maintaining the second named end portion of said lever spaced from said shoulder when the gear is fully released.

5. In a draft gear for "cars, the combination with a support fixed to the end of the car, said support having a vertical rear wall, a wall in a plane at right angles to said rear wall, and a fulcrum shoulder'spaced forwardly from'said rear wall; of'a lever having one end supported on said second named wall and the other end normally spaced inwardly of saidshoulder, the rear side of said lever adjacent to said first named end nor mally bearing on the rear wall; means yieldingly opposing outward movement of said first named end of the lever; and a coupler connection on said lever between the ends thereof.

6. In a' draft gear for cars, the combination with a lever at the end of the car extending transversely with respect to thelongitudinal central axis'of the car, of a pulling element connected to said lever between the opposite ends thereof; fixed abutment means on said end of the car on whichthe rear side of one end of said lever normally bears, afixed fulcrum shoulder from which fulcrum shoulder spaced forwardly from saidl-L' rear wallj o'f a lever having one end supported on said second namedwalland the other end normally spacedinwardlybfsaid'shoulder a distance correspondingto the run draft stroke of the ear. the rear sideof said'leve'r adjacntto said' first flit,

named end normally. bearing on the rear wall; means yieldingly opposing outward. movement of said first named end of the lever; and a coupler connection on said lever between the. ends thereof.

8. In a combined draft and buffer gear for cars, the combination with a support fixed to the end of the car, said support having a vertical abutment face thereon, a wall in a plane at right angles to said face, and a fulcrum shoulder spaced forwardly from said face; of a buffer head slidable inwardly on said support, said head having a rearwardly facing abutment shoulder thereon; means for limiting outward movement of said head; a lever having one end supported on said wall and the other end normally spaced rearwardly from said fulcrum shoulder a distance corresponding to the full draft stroke of the gear, the forward side of said first named end of the lever being normally spaced from the abutment shoulder of the bumnghead a distance corresponding to the full draft stroke of the gear; a pulling element connected to the lever between the opposite ends thereof; and cushioning means opposing relative approach of the buffer head'and said first named end of the lever.

9. In a draft gear for cars, the combination with a lever at the end of the car extending transversely with respect to the longitudinal central axis of the car; of a pulling element connected to said lever between the opposite ends thereof; fixed abutment means on saidend of the car on which the rear sideof one end of said lever normally bears; a fixed fulcrum shoulder from which the other end of the lever is normally spaced a distance corresponding to the complete draft stroke of the gear; a buffer head movable inwardly toward said firstnamed end of the lever, said buffer head having a rearwardly facing stop shoulder thereon; stop means for limiting outward movement of said head, the front sideof said first named end of the lever being normally spaced from the shoulder of the head a distance corresponding to the full draft stroke of the gear and being engageable with said shoulder to limit relative approach of said head and said first named end of the lever; and cushioning means yieldingly opposing relative approach of said head and first named end of the lever.

10. In a combined draft and buffer gear for cars, the combination with a buffer head at the of the car movable inwardly toward said end; of cushioning means yieldingly opposing movement of said head; stop means restricting outward movement of said head; a fixed fulcrum support; a lever having on end thereof normally spaced from said support and having the other end adjacent to the inner end of said cushioning means; and a pulling element pivotally connected to said lever between the ends thereof for pulling said lever outwardly in draft against the resistance of said cushioning means to bring said first named end of the lever into engagement with the support While partially compressing said cushioning means and rock the lever on said support to swing the second named. end thereof outwardly away from the end of the car to fully compress said cushioning means.

-11. In a draft gear for cars, the combination with alever at the end of the car; of a pulling element pivot-ally connected to said lever between the opposite end portions thereof; a fixed abutment at said end of the car. on which the rear side of one of said end portions of the lever bears; a fixed shoulder adapted to be engaged by the opposite end portion of said lever and on which said end portion is adapted to rock; and cushioning means opposing'outward movement of said first named end portion of the lever, said cushioning means bearing on the forward side of the lever for yieldingly holding the lever seated against said abutment and maintaining the second named end portion of said lever spaced from said shoulder when the gear is fully released. 12. In a draft gear for cars, the combination with a support fixed to the end of the car, said support having a vertical rear wall, a wall in a plane at right angles to said rear wall, and a fulcrum shoulder spaced forwardly from said rear wall; of a lever having one end supported on said second named wall and. the other end normally spaced inwardly of said shoulder, the rear side of said first named end of the lever normally bearing on said rear wall; means yieldingly opposing outward movement of said first named end of the lever; and a draft member pivotally connected to said lever between the ends thereof.

13. In a draft gear for cars, the combination with a lever at the end of the car; of a pulling element pivotally connected to said lever between the opposite ends thereof; fixed abutment means on said end of the car on which the rear side of one end of said lever normally gears; a fixed fulcrum shoulder from which the other end of said lever is normally spaced a distance corresponding to the complete draft stroke of the gear; and cushioning means yieldingly opposing outward movement of said first named end of the lever.

\ 14. In a combined draft and buffer gear for cars, the combination with a support fixed to the end of the car, said support having a vertical abutment face thereon, a wall in a plane at right angles to said face, and a fulcrum shoulder spaced forwardly from said face; of a buffer head slidable inwardly on said support, said head having a rearwardly facing abutment shoulder thereon; stop means for limitingoutward movement of said head; a lever having one end supported on said wall and the other end spaced rearwardly from said fulcrum shoulder a distance corresponding to the full draft stroke of the gear, the forward side of said first named end of the lever being normally spacedfrom the abutment shoulder of the buffer head a distance corresponding to the full draft stroke of the gear; a draft member pivotally connected to said lever between the opposite ends thereof; and cushioning means yieldingly opposing relative approach of the buffer head and said first named end of the lever.

15. In a combined draft and buifer gear for cars, the combination with a buffer head at the end. of the car slidingly supported for movement inwardly toward said end of the car; of cushioning means opposing inward movement of said head; a draft member movable away from the car; a vertical lever pivotally connected between its ends to said draft member; and. a fixed bearing shoulder cooperating with the upper end of the lever and on which said end is adapted to pivot, said upper end of the lever being normally spaced rearwardly from the bearing shoulder, said lever having the lower end thereof engaging the cushioning means to compress the same in draft. i Y

16. In a combined draft and buffer gear for cars, the combination with a buffer head at the end of the car slidingly supported for movement inwardly toward said end of the car; of cushioning means opposing inward movement of said head; a draftmember movable away from the its car; a fixed bearing member on the car; and an upright lever swingable about its upper end on said bearing member, said upper end being normally spaced from the bearing member a distance corresponding to the full draft stroke of the gear, the lower end of said lever engaging said cushioning means to compress the same in draft, said lever being connected between its ends to said draft member.

17. In a combined draft and buffer gear for cars, the combination with a buffer head at one end of the car supported for movement inwardly toward the car; of cushioning means yieldingly opposing inward movement of said head; a fixed fulcrum shoulder on said car; a swinging lever having pivotal movement about one end on said shoulder, said end being normally spaced rearwardly from said shoulder; means for supporting said lever against downward displacement, said lever having the opposite end portion thereof engaging said cushioning means to compress the same during outward movement of the lever; fixed abutment means for holding said last named end portion of the lever against inward movement during a bumng action of the gear; and a draft member pivotally connected tothe lever between the ends thereof.

18. In a combined draft and buffer gear for cars, the combination with a supporting casting at the end of the car, said casting having a downwardly facing bearing pocket at the top thereof; of a buffer head slidingly supported on said casting; a draft member above said head; a lever con nected between its ends to the draft member, said lever being movably supported at its lower end on said casting and having its upper end movable within said pocket away from the end of the car, said last named end of the lever having rocking engagement with a Wall of said pocket when moved forwardly to a predetermined extent; follower means on the lower end of said lever; and cushioning means interposed between and bearing on the follower means and buffer head.

19. In a combined draft and buffer gear for cars, the combination with a supporting housing at the end of the car, said housing having a horizontal supporting wall and a bearing pocket opposed to said wall; of a buffer head slidingly supported on said housing; a lever bearing at one end against said horizontal wall, the opposite end of said lever extending into said pocket and having movement in said pocket away from and toward the car a distance corresponding to the full draft stroke'of the gear; a draft member connected to said lever between the ends thereof; and cushioning means opposing relative approach of said buffer head and said first named end of the lever.

20. Ina combined draft and buffer gear for cars, the combination with a supporting housing at the end of the car, said housing having a vertical rear wall, a shelf projecting from said wall, said shelf being disposed in a plane normal to said wall, and a pocket opposed to said shelf; of a bufier head slidable in said housing toward the end of the car; a lever having one end bearing on said shelf and the other end engaged within said pocket, the rear side of said first named end of the lever normally bearing on said vertical wall and said second named end of the lever being movable toward and away from the car in said pocket to a predetermined extent; a draft member pivotally connected to said lever between the ends thereof; and means yieldingly opposing relative approach of the buffing head and the first named end portion of the lever.

HARVEY J. LOUNSBURY.

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