US1255916A - Friction draft-gear. - Google Patents

Description

E. W. NEWELL.

FRICTION DRAFT GEAR.

APPLICATION mm JUNE 23.1914. RENEWED sun: 23.1911.

Patented Feb. 12, 1918.

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INVENTOR W Ww/Z Att'y.

E. W. NEWELL. FRICTION DRAFT GEAR. APPLICATION FILED JUNE 23. 1914. RENEWED um: 23.1911.

1,5,916. Patented Feb.12,1918.

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7 /4 U igyJ I WITNESSES 6 INVENTOR M Bl lttlt EDWARD W. NEWELL, 0F PITTSBURGH, PENNSYLVANIA,

ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE COMPANY, OF WILMERDING, PENNSYLVANIA, A. COBPORATIQN OF PENNSYLVANIA.

FRICTION DRAFT-GEAR.

teaser-c.

Application filed June 23, 1914,

To all whom it may concern:

Be it known that I, EDWARD W. NnwELL, a citizen of the United States, residing at Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Friction Draft- Gears, of which the following is a specification.

This invention relates to friction draft gear as applied to railway cars for yield- 1n ly resisting draft and bufiing stresses.

he principal object of my invention is to provide animproved friction draft gear of the type having the friction surfaces 1nclined to the line of draft in which a single set of draft springs is employed or both draft and buffing, so that the gear may be ap l'ed in a confined s ace.

Ether objects and a vantages Wlll appear in the following more detailed description of the invention.

In the accompanying drawings; Flgure 1 is a vertical section of a friction draft gear embodying my invention showing the parts under a bufiing stress; Fig. 2 a similar view, showing the parts in normal release position; Fig. 3 a horizontal section of the above draft gear; Fig. 4 a vertical section of a portion of the friction draft gear, showing a slight modification; Fi 5 a vertical section of a modified form 0 friction draft gear embodying my invention, showing the parts under a butting stress; Fig. 6 a similar view, showing the parts in normal position; Fig. 7 a horizontal section of the draft gear shown in Figs. 5 and 6; and Fig. 8 a trans verse section on the line aa of Fig. 5.

Referring to Fi drawings, the friction draft gear is shown applied to a car having the usual car floor 1, bolster 2, and center sills 3, the drawbar 4 being supported by a strap 5 secured to the center sills and the friction draft gear by a similar strap 6. t

The friction mechanism of the draft gear preferably comprises a front follower plate 7 having oppositely inclined frlction faces 8, a rear follower plate 9 having opposltely inclined friction faces 10, and wedge blocks 11 having inclined friction faces adapted to engage the friction faces of the follower lates. p Said wedge blocks also have inclined friction faces adapted to engage corresponding Specification of Letters Patent.

gs. 1, 2, and 3 of the movement, since the rear Patented Feb. 112, 1918..

Serial No. 846,747. Renewed June 23, 1917. Serial No. 176,633.

friction faces mentioned wedge blocks are centrally apertured to recelve a bolt 13 which extends rearwardly and carries the draft springs 14 and 15.

aid springs are positioned between a front retainer 16 and an adjusting nut 17, the spring retainer 16 preferably having a concaved outer face adapted to engage a similar face of the rear central wedge block 12, so that draft spring mechanism can adjust itself to irregularities of construction or movement.

According to the construction shown in Figs. 1, 2, and 3, the rear follower 9 is connected to the draw-bar 4 by link 18 havin enlarged ends 19 and adapted to exten through slots provided in the rear follower.

he front ends of the links 18 are provided with slots 20 to receive a key 21 carried by the draw-bar 4. Plates 2 are secured to the center sills 3 and are provided with stops 23 for the front follower 7 and stop 24 for the rear follower 9.

When the parts are assembled, the nut .17 may be screwed up so as to place the draft springs 14 and 15 under the desired initial compression and in position, one of the flat sides of the nut 17 is arranged to rest on a strap 25 secured to the center sills, so as to prevent rotation of the nut on the rod 13.

In operation, if a buffing stress is applied to the draw-bar 4, the inward movement of the draw-bar operates to move the front follower 7 in the same direction, and the rear follower 9 being held stationary in this direction by engagement with the stops 24, the wedge blocks 11 are forced rearwardly and inwardly against the frictional resistan'ce between same and the central wedge blocks and the follower plates. In this follower plate does not move, the rear central wedge block 12 will be forced rearwardly, compressing the draft springs 14 and 15, as shown in Fig. 1 of the drawings.

In draft, the action is similar, except that the draft stress is transmitted from the draw-bar 4, through the links 18 to the rear follower 9 and as the front follower is now held stationary by engagement with the stops 23, the forward movement of the rear follower operates to force the wedge blocks 11 forwardly and inwardly. This movement causes the front central wedge block 12 to be displaced toward the front and consequently the draft springs 14 and 15 are compressed by the forward movementof the bolt 13.

It will now be seen that in this construction the same draft springs are employed both for draft and butting with a draft gear having its frictional resistance set up on surfaces at an angle to the line of draft.

With this construction, the draft springs are exposed so that the same may be inspected with facility and in case of breakage the springs may be replaced without removing the gear from the car.

According to the draft gear construction shown in Figs. 5 to 8 of the drawings, means are provided for facilitating the release consisting of an additional spring adapted to act? between the draw-bar and the friction mechanism,'so that after a buffing or a draft stress, the spring will be effective to assist the release by the direct action thereof.

The draft gear shown is similar to that illustrated in Figs. 1, 2, and 3 of the drawings, but the front follower 7' is made deeper to provide a cavity 26 for'the reception of a release spring 27 adapted to act between the front central wedge block 12" and the front wall-of the follower '7. The links 18 are also somewhat different from those shown in the previous figures, being provided with slotted rear ends for receiving vertical keys 28. The rear follower 9 is provided with side extensions 29, having slotted projections at the top and bottom for the keys 28, so that the links 18' may be connected to said follower, by means of the keys, the end of the link being inserted in the pocket formed between said projections.

The operation of thisdraft gear under buffing and draft stresses is the same as that of the construction shown in Figs.

1, 2, and 3 of the drawings, as will be evident, but in releasing after a buffing or draft stress has been applied, the release spring 27 being under compression at this time, the force of said spring acts to assist the return movement of the draw-bar to normal position. It may also be noted that the force of the spring 27 is effective to increase the resistance of the draft gear ih opposing draft and buffing stresses.

If it is desired to provide a draft gear having less capacity in draft than in buffing, the construction may be modified as shown in Fig. 40f the drawings.

In this case either the construction shown in Figs. 1, 2, and 3 or the form shown in Figs. 5 to 8 may be employed, the modification consisting in providing radial projections on the spring retainer in connection- 16 adapted to engage the stops 24". By this arrangement, the force of the draft springs is prevented from acting on the rear central wedge block when a draft stress is applied, so that "the frictional resistance is limited to that setup by the engagement of the rear follower and the front central wedge block with the intermediate wedge blocks. In buffing, however, the same action is obtained as with the previously described constructions.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In a friction draft gear, the combination with laterally movable friction blocks having inclined friction faces, of longitudinally movable central wedge blocks having friction faces adapted to engage the friction faces of the friction blocks, means operating under bufiing and draft stresses for moving the friction blocks laterally inward to thereby spread the wedge blocks apart, a spring acting on one wedge block and a rod extending through both wedge blocks for transmitting the action of the spring to the other wedge block.

2. In a friction draft gear, the combination with front and rear followers having inclined friction faces, opposed centra wedge blocks having inclined friction faces, and wedge blocks having friction faces for engaging the friction faces of the followers and the central wedge blocks, of a single set of draft springs for opposing movement of the friction members under both draft and bufling stresses.

3. In a friction draft gear, the combination with front and rear followers having opposed oppositely inclined friction faces, opposed central wedge blocks having oppositely inclined friction faces, and intermediate wedge blocks having friction faces for engaging the friction faces of the followers and the central wedge blocks, of draft springs located in the line of draft at one side of the friction members and a bolt for operatively connecting the springs to the friction members for opposing the movement of the friction members under both draft and buiiing stresses.

4. In a friction draft gear, the combination with a draw-bar and friction members having the friction faces thereof inclined to the line of draft, of a draft spring in the line of draft for opposing movement ofthe friction members under buffing and draft stresses applied to the draw-bar and a release spring interposed between the friction members and the draw-bar.

5. In a draft gear, in combination, a pair of opposed followers, two sets of friction elements, interposed between the followers,

a spring back of the rearward follower and located on the axis of the gear, abutments ments between which the mantis between which the spring reacts, and connection between each abutment and one of the sets of friction elements.

6. 1m a draft gear, in combination, two sets of friction elements, a spring in line therewith and with the axis of the gear, abutments between which the spring reacts, a tension element connecting one of the abutments with one of the sets of friction elements, and a thrust element connecting the other abutment with the other set of friction elements.

7 In a draft rigging,

in combination, a spring on the axis of th e gear, two abutspring reacts, two sets of friction elements forward of the spring and connected, respectively, with the front and rear abutments and arranged to cause the abutments to travel toward each other in both draft and buff.

8. In a draft gear, in combination, links, two sets of friction elements inclosed within the links, a spring exterior of the links and in line with the gear, said spring reacting on the two sets of friction elements independently of the links.

9. In a draft gear, in combination, links, two sets of friction elements inclosed within the links, a spring back of the links, a rod extending rearwardly of the links and connecting the spring with one set of friction elements, and means independent of the links connecting the spring with the other set of friction elements.

10. In a draft gear, links, two sets of friction elements inclosed within the links, a spring back of the links, and a rod extending rearwardly of the links and connecting the opposite ends of the spring one with each of the sets of friction elements.

In testimony my hand.

in combination,

EDWARD W. NEWELL.

Witnesses:

A. M. CLEMENTs, S. W. KEEFER.

whereof I have hereunto set

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