US2656938A - Friction buffer for railway cars - Google Patents

Description

Oct, 27, 1953 Filed OCT.. 22,

G. E. DAT

FRICTION BUFFER FOR RAILWAY-CARS 2 Sheets-Sheet l Irnfe Geo/129e E17/11h.

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#lori Oct. 27, 1953 G. E. DA1-H FRICTION BUFFER FOR RAILWAY CARS 2 Sheets-Sheet 2 Filed Oct. 22, 1949 M W j/n Patented Oct. 27, 1953 FRICTION BUFFER FOR RAILWAY CARS George E. Dath, Mokena, Ill., assignor to W. H.

Miner, Inc., Chicago, Ill., a corporation of Dela- Ware Application October 22, 1949, Serial No. 123,043

2 Claims.

This invention relates to improvements in buffers for railway cars.

One object of the invention is to provide a simple and efficient buffer mechanism for railway cars, having relatively high shock absorbing capacity provided by friction means.

A further object of the invention is to provide a buffer mechanism of the character indicated, comprising a housing secured to the car, a bufl'lng head slidingly telescoped within the housing, a friction casing within the housing, open at its rear end, friction shoes slidingly telescoped within the open end of the casing, a wedge block buttressed' against the rear wall of the housing and having Wedging engagement with the shoes, a

spring within the casing yieldingly opposing inward movement of the shoes, and spring means reacting between the buffer head and casing to yieldingly oppose inward movement of the buffer head, wherein the buffer head is engageable with provide a buier mechanism, as set forth in the preceding' paragraph, wherein the parts are held assembled by a bolt detachably anchored to the buier head, and wherein the friction casing is designed to hold the bolt in its anchored position when the parts of the mechanism have been completely assembled. I

Other objects of the invention will more clearly appear` from the description and claims hereinafter following. Y l

In the accompanying drawings forming a part of this specication, Figure 1 is a horizontal sectional view of the improved bufling mechanism and a portion or the end sill of a railway car. Figure 2 is an end `elevational view, on an enlarged scale, of the buffer head, looking toward the left `in Figure 1. Figure 3 is a transverse,

vertical sectional view, corresponding substan- I tially to the line 3 3 of Figure l, showing the mechanism detached from the car. Figure 4 is an end elevational View of the friction casing of the improved, mechanism, looking from right to left in Figure l.. Figure 5 is an en d elevational view of the wedge of the improved mechanism, looking from left to right in Figure 1. Figure 6 is an end elevational view of the retainer bolt 2 shown in Figure 1, looking from left to right in said gure.

In said drawings, referring to Figure 1, II) indicates the usual end sill of a railway car on which the improved bufng mechanism is mounted.

My improved bufng mechanism, as illustrated in the drawings, comprises broadly a housing A, a buffing head B, a friction casing C, three friction shoes D-D-D, a wedge block E, springs F and G within the casing C, springs H and K reacting between the buffer head B and the casing C, and a retainer bolt M.

The housing A is in the form of a, tubular, cylindrical shell, open at its front end and closed at itsrear end by a vertical, transverse Wall I I. IIhe wall I I is extended laterally beyond the sides of the tubular shell portion of the housing, providing a pair of flanges I2-I2 for securing the housing to the end sill I0 of the railway car inthe usual manner. The ilanges IZ-EZ are provided with suitable bolt receiving openings I3-I3 adapted to accommodate bolts Ill-I4 for securing the housing to the end sill I0. The anges I2-I2 of the housing A are preferably reenforced by horizontal webs I5-I5, extending lengthwise of the housing. `The rear wall of the housing is provided with a central opening I5, adapted to accommodate the shank of the bolt M, and the end sill IIJ is provided with a similar opening I'I, aligned with the opening I6.

The buffer head B includes a cylindrical shell or sleeve I8, which extends rearwardly from the head proper, which closes the front end of the sleeve and forms the end wall I9 of said sleeve. The wall I9 projects laterally outwardly of the cylindrical sleeve I 8, providing an annular flange 20, as clearly shown in Figures l and 2. The sleeve portion I3 of the buffer head'B is slidingly telescoped within the housing .A and` has its movement inwardly of the housing positively limited by engagement of the ilange 2t of tllehead B with the open end of the housing. The Wall I9 has a pair of inwardly extending, laterally opposed lugs 2I--2 I, projecting therefrom. The

` lugs 2I-2I are disposed at opposite sides of the central, longitudinal axis of thesleeve I3 of the buffer head and have inturned iianges at their outer ends forming ledges 22-22 in back of which the head of the bolt M is engageable.

The friction casing C is arranged within the housing A, and extends into the sleeve I8 ofthe buffer head B. The casing C is open at its rear end and has a ltrfmsverse Wall 23 at its front end.

Ihe wall 23 is provided with a central opening 24, surrounded by a forwardly or outwardly projecting, tubular boss 25, the opening or bore of which is in alignment with the opening 24. The opening 24 and the bore of the boss 25 form guide means for the bolt M, as hereinafter pointed out. The casing C is of hexagonal, interior and exterior cross section and presents a set of three inwardly converging friction surfaces 23-26-26 at its open rear end, which are of V-shaped, transverse cross section. Rearwardly of the friction surfaces 26-2 6-25, the open end of the casing C is provided with three laterally inwardly Y projecting retaining lugs 21,-21-21 for limiting rearward movement of the wedge block E with respect to the casing and holding the former assembled with the latter.

The wedge block E is in the form of a solid member, provided with a central bore 28, adapted to accommodate the bolt M. At the rear end of the block E is provided a substantially flat, transverse face 29, which bears on the wall Il of the housing A. At the forward end, the block hasv three V-Shaped wedge faces 30-3U-3il, converging toward the longitudinal axis of the mechanism in forward direction.

The friction shoes D, which are three in number, surround the wedge block E and are provided with V-shaped friction surfacesY 3 I-3 |-3l on their outer sides, engaging respectively the V-shaped surfaces 2|5-25-26 of the casingv C. On the inner side, each shoe D has a V-shaped wedge face 32., engaging the corresponding V- shaped wedge face 35 of the wedge block E, The wedge block E is anchored to the casing by three radially extending lugs 33-33-33 engaged respectively between adjacent shoes and cooperating with the lugs 21-21-21 of the casing. Y

The springs F and G, which are in the form of helical coils, are contained within the casing C, being interposed between the shoes D-D-D and the wall 23 of the casing. The spring F surrounds the springG and both springs have their opposite ends bearing, respectively, on the inner ends of the shoes D-D--D and the inner side of the wall 23 of the casing. These springs are preferably under a predetermined amount of compression and yieldingly oppose inward movement of the friction clutch member formed by the shoes D-D-D and the wedge block E.

The springs H and K, which are also in the form of helical coils, are arranged within the sleeve I8 of the bufling head B, the spring H 'surrounding the spring K.

The bufferl head B is held assembled. with the other parts of the mechanism by the retainer bolt M, which has a T-head 34 at its forward end engaged between the lugs 2|-2I of the buffer head, in back of the ledges 22-22. The shank of the bolt M extends rearwardly from the head, through the inner coil spring K, the bore of the tubular boss 25 and the opening 24 of the wall 23 of the casing C, the inner coil spring G, the bore 28 of the wedge block E, the opening le in the wall H of the casing C, and the opening I1 of the sill Il). The shank of the bolt M is of cylindrical, transverse cross section and projects rearwardly beyond the'sill l0, said projecting end being threaded, as indicated at 35. A nut 38 is mounted on the threaded end `35 of the bolt M for holding the bolt against removal, the -nut 36 bearing on a washer 31, which, in turn, bearsl on helically coiled outer and inner, relaely short springs 38 and 39 buttressed against :r side of the sill I6, a washer 4e being interposed between the sill and the front ends of said springs.

The springs H and K of the buffer head B are arranged with their rear ends bearing directly on the transverse wall 23 of the casing C, with the inner spring K seated over the tubular boss 25 of said casing. The. front end of the outer spring H bears directly on the wall i9 of the buffer head B and the inner spring K bears at. its front end on a washer 4l surrounding the shank of the bolt M and seating on the lugs 2 |-2| of the buffer head.

As will be evident in the completely assembled condition of the mechanism, the bolt M is held against lateral displacement by the casing C of the friction shock absorbing means, being held in centered position by the surrounding tubularboss 25, the casing, in turn, being held against lateral displacement by its telescoped arrangement within the sleeve I8 of the buffer head B.

In assembling the mechanism, the assembled friction shock absorber comprising the casing C, shoes D-D-D, springs G and F, and wedge E is first placed within the housing A, which is stood on end, that is inl upright position with its wall H resting on a horizontal support, having an opening therethrough in alignment with the opening I6 of said Wall. The springs H and K are then placed in position on the casing C and the washer 4l placed on top of the spring K. The buffer head B, with the bolt M attached hereto, is then telescoped within the housing A, the shank of the bolt being passed, through the washer 4I, spring K, boss 25 of the casing C, wedge E, and opening I5 of the wall Il of the housing A. In attaching the bolt M to the buffer head, the T-headed end of the bolt is passed through the open end of the sleeve i8 of the buffer head, with the head 34 of the bolty disposed to one side or the other of the lugs 2 I-Z I, that is, either to the right or left of the same, as seen in Figure 2. vIn order to provide sufficient clearance for thus placing the T-head 34 of the bolt, one of the longitudinal side edges of said head is rounded off, as indicated at 42,V

in Figure 6, to conform to the contour of the curved inner surface of the side wall of the sleeve I8. With the bolt thus placed, the sarne is displaced laterally to centered position, thereby engaging the T-head 34 of the same in back of the ledges 22-22 of the lugs 2l-2l, thereby anchoring the bolt to the buffer head. As will be evident, when the buffer head has been assembled with the other' parts of the mechanism in the manner hereinbefore described, theV bolt will be positively held in centered position by the shankV thereof being engaged within the tubular boss 25 of the casing C of the friction shock absorber, the casing C being held against lateral displacement in its telescoped arrangement within the sleeve I8 of the buffer head. After the parts have been assembled, the springs 38 and 39l are assembled with the bolt M and the nut 3E is screwed onto ther bolt, thus completing the assembling of the device for handling, shipping, or storage. When mounted on a car, as shown in Figure l of theV drawings, the bolt M of the buffer mechanism is engaged through the end sill l0, as hereinbefore described, and the springs 38 and 35 are clamped against the inner side of the end sill by the nut 3e of said bolt.

The operation of my improved buffer mechanisrn is as follows: Upon inward movement of the head B, through pressure exerted thereon by any object, such as a buffer head of an adjacent car, the head B is forced inwardly of the housing A, compressing the springs H and K against the casing C of the friction shock absorber, thus@ absorbing the lighter shocks to which the mechanism is subjected. As the head B moves further inwardly of the housing A, the washer 4|, which is seated on the lugs 2i-2l of the buffer head B, engages the outer end of the boss of the friction casing C, the buier head B thereby compressing the friction shock absorber against the rear wall of the housing A thereby taking care of the heavier shocks, Upon the actuating force being reduced, the expansive action of the springs F and G of the friction shock absorber' restores all of the parts thereof to the full release position shown in Figure 1, rearward Inovernent of the wedge E, with respect to the casing C, being limited by shouldered engagement of the lugs 33-33-33 thereof with the lugs 21- 21--21 of the casing C, and the expansive action of the springs H and K restores the buffer head` to the full release position shown in Figure 1, outward or forward movement of the buffer head with respect to the housing A being limited by the bolt M cushioned by the springs 38 and 39.

I claim:

l. In a buffer for railway cars, the combination with a housing secured to the end of a car, said housing being open at its front end and closed at its rear end; of a friction shock absorber within said housing, said shock absorber including a casing having a transverse wall at its front end provided with a centrally disposed, tubular guide boss' projecting forwardly from said wall of the casing; a buifer head having a rearwardly extending sleeve portion slidingly telescoped within said housing and over the front end of said casing; laterally spaced bolt anchoring retaining lugs on the inner side of the buffer head, said lugs having inturned ilanges thereon; a retaining bolt for said buffer head having a head engaged in back of said flanges, said bolt extending through the tubular guide boss of said casing and held in centered position by said engagement with said casing; and spring means reacting between said buifer head and casing, yieldingly opposing inward movement of said head.

2. In a buffer for railway cars, the combination with a housing secured to the end of a car, said housing being open at its front end and closed at its rear end; of a friction shock absorber Within said housing, said shock absorber including a casing having a transverse wall at its front end provided with a centrally disposed, tubular guide boss projecting forwardly from said wall of the casing; a buffer head having a rearwardly extending sleeve portion slidingly telescoped within said housing and over the front end of said easing; laterally spaced bolt anchoring retaining lugs on the inner side of the buffer head, said lugs having inturned iianges thereon; a retaining bolt for said buffer head having a head engaged in. back of said flanges, said bolt extending through the tubular guide boss of said casing and held in centered position by said engagement with said casing; and spring means surrounding said boss and held centered thereby,

-' said spring means reacting between said buffer head and casing1 yieldingly opposing inward movement of said head.

GEORGE E. DATH.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 2,398,083 Dath Apr. 9, 1946 2,429,672 Dath Oct. 28, 1947 2,430,494 Dath Nov. 11, 1947 2,451,569 Lounsbury ----u Oct. 19, 1948 2,532,013 Dath Nov. 28, 1950 FOREIGN PATENTS Number Country Date 366,670 Great Britain Feb. 11, 1932 394,482 Great Britain June 29, 1933

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