US1002062A - Coupling-cushion buffer. - Google Patents

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J. A, JACKSON. COUPLING CUSHION BUFFER. LPPLIGATION FILED DEC. 16, 1907.

1,002,062. I Patented Aug.29,1911.

WITNESSES LN'VEJV'TOR. Wan/Z122 JOHN A. JACKSON efltto rmr ys.

UNITED STA'lEiBTENT OFFICE.

JOHN A. JACKSON, OF CHICAGO, ILLINOIS, ASSIGNQR OF ONE-HALF T0 DEXTER PHIPPS, OF CHICAGO, ILLINOIS.

COUPLING-CUSHION BUFFER.

To all whom it may concern ,7 r y Be it known that I, JOHN A. JACKSON, a citizen of the United States of America, residing at Chicago, in the county of Cool; and State of Illinois, have invented certain new and. useful improvements in Coupler Cushion Butters, of which' the following a specification, reference being had therein to the accor'npanying drawings.

In standard railway car construction, the draft. rigging is supportedby drafttiml'iers which are secured against the un: derside of the longitudinal sills and otherwi. ,,'=and the motion of the draw-bar is' retarded by shock absorl ing devices contained in therigging. The shocks transmitted to the sills have a transverse shearing action thereon due tfltllfi position of the rig ing which in time disrupts tlie'carfrarne.

The draw-bar head is provided with" a' safety born or lug whichwhen the shock devices have gone to their limit under vere and unusual blows, contacts or backs against a solid block or butter secured against the end sill in horizontal alineinent with the longitudinal sills, thereby imparting a direct blow without cushioning to the car body. y

This invention relates to a coupler eushion buffer whereby the extreme shocks which the draft rigg ing ordinarily has to withstand and transmit in an-oblique line tothe sills are-taken up by members Whose thrust is in the plane of and directly against. the end of the sills,a positive arrest of the coupler or draw-bar head also being provided for.

The invention consists in the matters hereinafter set forth, and more particularly pointed out in the appended claims.

Referring to the drawings, Figure 1 is a view of an end portion of a car equipped\ with a standard type of draft rigging and acouplcr cushion butler embodying features of the invention. Fig. 2,is.a, View in detail in horizontal section through thehuiter.

in the drawings, 1 indicates a car body of conventional type, having an end si|l2and longitudinal main sills 3 with draft timbers t secured to the underside of the latter in the usual position. A draw bar 5 of stand-. :u-d desi n supported Ijy any conventional Specification of Letters Patent.

' PatentedAug. 29, 1911.

Application filedDecember 16, 1907. Serial NO. 406,738.

head or co-iipler (l with the conventionalsafety horn or lug 7 1n the horizontal plane of the sills.

manner to the draft timbers has a standard A metal butter is secured by suitable means, as bolts 8, against the end sill=2 in the path of the horn 7 In its preferred :torin'this consists oi. a rectangular casing 9 having a movable front butter plate 10 re tained by the casing bottom and flanges 11 on the side walls 12. at central triangular -or wedge shaped lug 13 on the plate has sliding engagement with the adjacent faces of' apair of i movable triangular friction blocks l4 whose lateral position is defined t by the in .vardl'y beveled faces 15 of a' pair of 'wings 16 oil-the casing walls, and whose-longitndinal movement is resisted bya' set of transverse leaf or plate springs 1.?! bearing only aga nst the raised center oft-he ba-cle 18 of the casing with theircnds free to nio've,=' their forward dis 'ilaccmen'tbeing prevented by the wings 16. I A suitable cover 19 is removably secured on the casing.

The butter as a whole is so adjusted in-re lation to the draw-bar and dratt'rigging as to intercept the born before the riggingthas received extreme shocks beyond its normal capacity, the horn being gradually arrested by the combined action of the springs and frictional engagement of theinclined faces line to the sills,'therebyeliminating the transverse or oblique strains which the underhung draft rigging necessarily mparts to the sills. The rigging can thus be made lighter as it need not have the great range of resistance otherwise required while the cushionbufter occupies only the space usually taken by the solid bu tler block.

,The main feature, is the yicldin transn'iission, of extremeshocks from he horn longitudinally to the car sills while the definite arrest. of the horn required in standard construction is likewise provided for.

Obviously the construetion'may hechanged so in without departing from the vention, and I do not limit myself to any particular form or arrangement of parts" The buffer may be used on steel as wooden cars.

What I claim as my invention is 1..The combination with the end sills, main sills, and draw bar of a railway car of standard construction, ofa cou ler cushion bu tfer in horizontal alinement with the main sills and the draw bar safety horn, consisting of a rectangular metal casing secured to the end sill above the draw bar, having allel side walls with-inwardly turned flanges at their outer ends, a pair of alined wings on the inner faces ofthe side wall back of and parallel to the end flanges and provided with inwardly beveled bearing faces, a rear wall having a vertical raised central ortransversely disposed leaf" springs central portions bear against the. raised center of the back and whose outer ends lie behind the sidewall wings by which they are prevented from excessive forward movement, a pair of triangular friction blocks whose inner faces normally parallel to the inner margins of the wingsbear against the leaf springs and whose outer side faces have sliding frictional engage; meat with the beveled faces of the wings, and a movable buffer plate whose end portlons play between the lnt-urned outer margins of the side walls'and the wings and whose center portion has .a rearwardly extending wedge .shaped lug on its rear face extending between the blocks in frictional sliding engagement with the adjacent faces thereof.

2. In a railway car of standard construchen, the combination with the end sills,

ma n sills, draft timbers secured to the un- -derside of the main sills, and a draw-bar yieldingly s ecuredto draft timbers bespirit of the in-,;.

as well"- l neath the sills or g; on its plant; of the sil coupler and Is, of a fer consistingof a subs casing secured by its face of the end sill 1n horn, side and the back wall, t tudinally walls, a pair against the i I the back plate,

, tion face of with a central tion blocks and lts real-mostcenter 0 bottom he back crowned face provided with a safety head in the horizontal coupler cushion buf tantially rectangular back wall to the outer alinement with the walls integral with wall having a longibetweenthe side of oppositely disposed wings integrally formed on the side walls with inner faces of the perpendicular, inwardly beveled friction faces, leaf springs bearing at their center only f the crowned face of a set j of transverse a pairof triangular friction I wedge-shaped laterally against tl i'th the adjacent a wing, and a buffer-plate 1nov- Ween the wings and in the side walls provided lug bearing 1e inner faces of the fricblocks whose bases bear against the springs and whose outer sldes sliding engagement w each have frictional fr1cabutting the supported center positicnand forcing the blocks portion of the spring when the, plate is in along the beveled fr iction faces of thewings against the yielding unsupported arms of the sHlring, the blocks bearing againstthe l centra. supportedportnms of the sprmg and sliding wardly by the inwa In testimony whereof I outwardly betw engagement w1th the l and the side w cenand in frictional yielding spring arms all wings when moved outrdinm ement of the bufaflix my signature in presence of two witnesses.

JOHN A. JACKSON.

t Witnesses:

AR rHUR LOUIS C;

C. Inn,

E-HLn.

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