US1593239A

US1593239A - Buffer

Info

Publication number: US1593239A
Application number: US558659A
Authority: US
Inventors: Ray M Brown
Original assignee: Franklin Railway Supply Co
Current assignee: Franklin Railway Supply Co
Priority date: 1922-05-05
Filing date: 1922-05-05
Publication date: 1926-07-20
Anticipated expiration: 1943-07-20

Description

" July 20, 1926.

R. M. BROWN BUFFER Fil e d May 5. 1922 WITNESS Patented July 20, 1926.

UNITED STATES RAY M. BROWN, OF YONKEBS, NEW YORK,

ASSIGNOR TO FRANKLIN BAIIAVAY SUPPLY COMPANY, A. CORPORATION OF DELAWARE.

BUFFER.

Application filed May 5,

This invention relates to bu-lfers and particularly to sprin type buffers such as are frequently used etween locomotives and tenders. With this type of buffer as now d made it is necessary to use a second engine in effecting the coupling of one engine and its tender for the reason that the spring in the buffer must be compressed sufliciently' to line up the holes in the draw bar or bars with the holes in the engine and tender pockets before the draw bar pins can be inserted. Also in uncoupling a second engine is needed in order to remove the tension on the draw bar and thus make it possible to readily remove the draw barpins.

It is the primary object of this invention to provide a spring type buffer construction with which it is unnecessary to use a second engine in effecting either a coupling or an uncoupling operation.

In the accompanying drawing which 11- lustrates the invention in preferred form, Fig. 1 is a. partial vertical central lonzgitudinal section through the, adjacent on s of a locomotive and a tender illustrating the bufler construction as well as the draw bar connection between the two vehicles; 'Fi 2 is a plan view on an enlarged scale wit a small portion broken away and shown in section illustratin details of my improved buifer; and Fig. 3 is an end view of the buffer mechanism looking toward the adjustable chafing plate in Fig. 2 but with the chafing block and the fixed chafing plate of this figure eliminated in order to make the showing more clear. I

By referring to the drawing it will be seen that I have shown the locomotive A as connected to the tender B by means of the draw bar 1 and draw bar pins 2 and 3. The locomotive end of the draw bar 1 extends into the draw bar pocket 4 and the tender end into the pocket 5. Below these two pockets are other pockets 4' and 5 into which the ends of the usual safety bar -6 are adapted to extend. The pins 2 and 3 are adapted to extend down throu h the pockets 4 and 5 and through the en arged openings 7 and 8 in the ends of the safety bar 6. The

openings

9 and 10 in the draw bar 1 and also the openings '7 and 8 in the safety bar must aline with the holes in the draw castings 11 and 12 before the pins 2 and 3 can be dropped into position. The

1922. Serial No. 558,659.

foregoing represents well established practice.

The buffer mechanism comprises a fixed chafing plate 13 suitably secured to the end sill 1 1 of the locomotive A, the chafing block 15, the adjustable chafing plate 16, the springs 17 and the spring pocket 18 suitably secured in any desired manner to the tender B. The outer faces of the two chafing plates are conveXly curved as illustrated and the abutting faces of the chafing block are concavely curved to correspond. The springs 17 act to take up slack by forcing the adjustable chafing plate against the chafing block toward the xed chafing late on the locomotive whereby the .draw liar 1 is laced under tension.

It will therefore be seen that in order to effect a coupling operation it is necessary to compress the springs 17 in order to bring the holes in the draw bars in alinement with the holes in the draw castings as above mentioned. It has been customary to do this by means of using a second engine. By my improved construction I propose to compress the springs by means of devices carried by the tender. The spring pocket 18 is provided at each side with a lug 19 and the adjustable chafing plate 16 isprovided with opposed lugs 20. Bolts 21 are passed down through these lugs fitted between the ribs 23 on the spring pocket. By tightening up on this nut and bolt construction it is possible to compress the springs 17 and thereby relieve the tension on the draw bar 1.

I claim 1. A buffer mechanism for draw bar connections comprising in combination with the frame of one of the connected vehicles, a pocket structure projecting from the frame, a spring in said pocket, an adjustable chafing plate adapted to receive the pressure of the spring, opposing lugs on the pocket and on the plate projectmg outwardly therefrom in front of and spaced away from the frame, and a nut and bolt connection between opposin lugs, the lug on the pocket being space sufficiently far from the frame to ermit insertion and withdrawal of the nut behind the lug.

and screw into \nuts 22 2. A buffer mechanism'for draw bar conpocket structure associated with the frame, ciently far from the frame to permit ina spring in said pocket, an adjustable chafsertion and Withdrawal of connecting meming plate adapted to receive the pressure of hers behind and between them and the 10 the spring, lugs in front of and spaced away frame.

from the frame, opposing lug portions 011 In testimony whereof I have hereunto the plate, and connecting members between signed my name.

opposing lugs, said lugs being spaced sufii- RAY M. BROWN.