US1745165A - Buffer for railway cars - Google Patents

Description

Jan. 28, 1930. J. M. HALL ,7 5, 6

BUFFER FOR RAILWAY CARS Filed June 4, 1926 3 Sheets-Sheet l F v 1 I 9 Jan. 28, 1930. J. M. HALL BUFFER FOR RAILWAY CARS Filed June 4; 1926 I5 Sheets-Shee v v v n w W m Jan. 28,1930. J. M. HALL ,7 6

BUFFER FOR RAILWAY CARS Filed June 4, 1926 3 Sheets-Sheet 3 Patented Jan. 28, 1930 JOSEPH IVE. HALL, OF HAMILTON, ONTARIO,

CANADA, ASSIGNOR TO UNIVERSAL DRAFT GEAR ATTACHMENT CO., .A- CORPORATION OF ILLINOIS BUFFER FOR RAILWAY CARS Application filed June 4, 1926. Serial No. 113,647.

This invention relates to a buffer for railway cars and more particularly to a buffer in which the butting shocks due to train operation are absorbed by frictionally engaging elements.

It is the object of this invention to provide an improved buffer of this character which is smoother in action and not only maintains the diaphragms of adjacent cars normally in engagement with each other but also absorb shocks incident to buffing loads when coupling the cars. i

In the accompanying drawings Figure 1 is a fragmentary side elevation, partly in section of the draft gear of a railway ear equipped with my improved buffer.

Figure 2 is a top plan view of the same.

Figure 3 is a cross-section thereof taken on line 3 3, Fig. 1.

Figure 4 is a horizontal longitudinal section of the buffer, on an enlarged scale.

Figure 5 is a cross section taken on line 5-5, Figure 4.

Figure 6 is a vertical longitudinal section taken on line 6-6, Fig. 5.

Figure 7 is a horizontal longitudinal section showing a modified organization of my invention.

FigureS is a vertical longitudinal section taken on line 8-8 Fig. 7

Figure 9 is a vertical cross section taken on line 9-9, Fig. 7

Similar characters of reference indicate like parts in the several figures of the draw ings.

The numerals 9, 9 represent the central longitudinal sills or beams of the car frame, 10 the coupler arranged below the outer ends of these beams, and 11 the shock absorbing draft gear which yieldingly connects the coupler with the sills. Above the coupler is ar ranged the horizontal platform plate 12 which forms part of the platform and is supported on the adjacent part of the sills by means of a platform un der frame 13. In front of this bracket and above the coupler is arranged the horizontal and longitudinally movable diaphragm 1 1 which is adapted to engage with the corresponding diaphragm. of another car and form a joint therewith, so as to avoid a gap between opposing cars. This diaphragm may be supported in any well known and approved manner and has a sliding connection with the plat.- form plate. The space between the outer parts of the sills is adapted to receive a buffer whereby the diaphragm is yieldingly held in its projected position and any shock against the diaphragm during service operation is cushioned. This buffer is adapted to be supported on its underside by a cradle 15 connecting the sills, its rear end is adapted to engage with a fixed abutment or stop 16 secured to the sills, and the movement of the diaphragm is transmitted to the front end of the buffer by a longitudinal movable stem 17 which is guided on the platform under frame, as shown in Fig. 1.

The buffer shown in Figs. 1-6 represents one form of my improvement and as there shown, the same is constructed as follows The numeral 18 represents a rear stationary buffer head arranged in the rear end of the buffer space, and resting with its underside on the cradle while its rear side engages the rear abutment 16 and its opposite sides engage with the sills. Within this space near the front end thereof, is arranged a main front movable buffer head 19 which slides lengths wise on the cradle and guided at its opposite sides between the sills. Arranged centrally between the front and rear buffer heads are two sets of longitudinally movable friction plates 20, 21 which are intercalated and the members of the front set being adapted to engage at their outer ends with the front head 19, and the members of the rear set being adapted to engage at their outer ends with the rear buffer head 18.

Means are provided for moving said plates lengthwise relatively to one another and also press the same tightly together so as to produce a frictional resistance therebetween for assisting in absorbing shock, which frictional resistance is combined with a spring resist: ance and with releasing means for relieving the frictional contact between the plates after each shock absorbing action or compression stroke of the gear.

The means whereby the above result is at.-

tained may be variously organized but in the form shown in Figs. 4, 5 and 6 the same are constructed as follows The numerals 22, 23 represent front and rear wedge shoes bearing with the flat inner sides against the opposite outer sides of the two sets of friction plates at the front and rear ends thereof and each provided on its outer side with an inwardly facing incline 24 and an outwardly facing incline 25. The outwardly facing inclines of the front pair of wedge shoes are engaged by inwardly converging inclines 26, formed on a front wedge head 27 engaging with the inner side of the front bufi'er head, and the outwardly facing inclines of the rear pair of wedge shoes are engaged by the inwardly converging inclines 261 on a rear wedge head 29 which engages with the inner side of the rear buffer head. The inner inclines of the front pair of wedge shoes are engaged by the outwardly facing inclines 30 of a front spring seat 31 and the inwardly facing inclines of the rear pair of wedge shoes are engaged by the outwardly facing inclines 32 on a rear spring seat Surrounding the friction plates and hearing at its opposite ends against the inner sides of the spring seats is a main spring resistance consisting in this instance of a comparatively heavy helical spring 34. Each of the spring seats is provided on its opposite sides with outwardly facing shoulders 35 adapted to engage with inwardly facing shoulders 36 on the opposite edges of the outer ends of the adjacent set of friction plates, as shown in Fig. 6. The shoulders 36 of the friction plates under certain conditions are also engaged by outwardly facing shoulders 37 on the wedge heads. The front and rear wedge heads are yieldingly held apart from each other by a releasing spring resistance which in the present instance, consists of two sets of springs arranged lengthwise on opposite sides of the main spring, and each set hearing at its opposite ends against the inner sides of the front and rear wedge heads and consisting of a light inner sprin 38 and a heavy. outer spring 39 surroun ing the inner spring. Each set of releasing springs is retained in place by a rod,40 passing lengthwise through the same and the wedge heads, and provided with shoulders 41, 42 hearing against the outer sides of the wedge heads, whereby these rods also serve to limit the longitudinal expansion of the frictional buffer mechanism.

In the front end of the buffer space is ar-' ranged an auxiliary buffer head 43 which is engaged at its front side by the inner end of the diaphragm stem 17. Between this auxiliary bufler head and the main front bufl'er head is arranged an auxiliary spring resistance which in this instant example, consists of an inner spring 44 and an outer spring 45 surrounding the inner spring 44,

and both springs hearing at their front ends against the inner side of the auxiliary buffer head and at their rear ends against the outer side of the front main buffer head. In order to keep the auxiliary spring resistance in place, the main front bufl'er head is provided with a socket 46 on its front side which receives the rear ends of the auxiliary springs and the auxiliary buffer head is provided on its rear side with a rearwardly projecting stud 47 which enters the front ends of these springs, as shown in Figs. 4 and 5. The auxiliary buffer head is guided on the cradle forming the bottom of the buffer space and it is separated from the main front buffer head by longitudinal rods 48, arranged on opposite sides of the auxiliary bufler springs and passing through the corresponding end portions of the main front and auxiliary buffer heads and provided at opposite ends with shoulders 49, 50 adapted to engage respectively with the outer side of the auxiliary buffer head and the inner side of the main front buffer head.

During a moderate buiiing action while operating the train only, the auxiliary spring resistance is compressed more or less and the same serves to hold the diaphragm in its projected position so as to form a tight joint with a companion platform of another car and maintain a safe passage between two cars which are coupled. At such times the two main buffer heads are in their fully separated position and spaced from the outer ends of the two sets of friction plates, as shown in Figs. 4 and 6.

\Vhen, however, the car is subjected to a severe bufiing blow or action sufiicient to overcome the auxiliary spring resistance, and also the spring resistance interposed between the main bufl'er heads, then the auxiliary buffer head will be first pressed back until it engages the socket of the main front buffer head and thereafter the auxiliary and front buffer head move together toward the rear buffer head.

During the first part of this rearward movement of the front buffer head the same moves independently of the friction plates until it engages with the outer ends of the front set of friction plates. During this independent rearward movement of the front main buffer head, the front wedge head moving therewith causes the front wedge shoes due to the wedging engagement between these members, to be pressed inwardly and produce a tighter frictional engagement between the fFOllt parts of the friction plates, thereby increasing the frictional resistance to the backward movement of the friction plates which is imparted to the latter by front buffer during its continued backward movement after the same are engaged by the front main buffer head.

As the front set of friction plates move backwardly they carry the rear set of friction plates backwardly until the latter engage the rear butler head and the rear wedge shoes are also carried backwardly by frictional contact with the friction plates and by the pressure of the main thrust spring, whereby the wedge action between the rear shoes and wedge heads causes an increased pressure of the friction plates against each other and accord" ingly increases the frictional resistance of the plates which together with the spring re sistance gradually absorbs the shock to which the car is subjected.

Upon cessation of the buffing action, the releasing springs first move the front buffer head and wedge head away from the rear wedge head and buffer head, whereby the wedge shoes are released so as to decrease the laterally inward pressure of the friction plates against each other and also permitting the spring seats and wedge shoes to be moved lengthwise into normal relaxed position.

During such movement the shoulders 35 of the front spring seat engage with the shoulders 36 of the front set of friction plates and r draw the same forwardly into their foremost position and the rear set of plates are also drawn forwardly until their shoulders 36 engage the shoulders 35 of the rear spring seat. If, for any reason, the front friction plates should tend to stick, the same would be forced into their foremost position by engagement of the shoulders 37 on the front wedge head with the shoulders 36 of the front friction plates, but the rear set of friction plates would be held against movement to an undue extent with the front friction plates by engagement of the shoulders 36 of the rear set of friction plates with the shoulders 37 of the rear wedge head.

After the front and rear main buffer heads have been separated their fullest extent permitted by the stop rods 40, the auxiliary buffer head continues its forward movement under the action of the auxiliary springs until the buffing mechanism has relaxed as much as is possible.

It will therefore be apparent that a purely spring resistance is offered by the auxiliary springs when a mild bufling action occurs, but when a very powerful buiiing action takes place, the resistance of the friction plates and springs associated therewith are added to the auxiliary springs and this together with the cushioning means associated with the coupler operates most effectively in securing a smooth action of the draft gear of the car during train operation.

In order to limit the extent which. the front a nd rear buffer heads can approach, other stop bars or over solid rods 63 are provided which rods are mounted lengthwise and loosely in lugs 64 on the sides of the spring seats, apd are adapted to be engaged at opposite ends by the buffer heads.

If desired, as shown. in Figs. 7 and 8, the

auxiliary buffer head 51 may be guided or supported and limited in the extent of its forward movement by two longitudinal rods 52 arranged on opposite sides of the main spring and friction plates, and passing through the main front and rear buffer heads 5 3, 5a, and also through the auxiliary buffer head and provided with front and rear shoulders 55, 56, hearing respectively against the front side of the auxiliary buffer head and the rear side of the rear head. In this construction, the inner spring member 57 of each releasing spring resistance extends through an opening 58 in the front main buffer head and also through openings 59 in the wedge heads and bears at its front and rear ends against inner sides of the auxiliary buffer head and the rear buffer head. The coils 57 and 571 of each releasing spring resistance are held against buckling by a sleeve arranged lengthwise within each spring 57 and surrounding the adjacent rod 52.

The separation of the main front and rear heads is limited by stop rods 60 passing hrough the spring seats, wedge heads and main front and rear buffer heads and provided with shoulders 61, 62 adapted to bear against the outer sides of the front and rear buffer heads, as shown in Fig. 8. The method of operation with reference to the structure shown in Figs. 7, 8 and 9 is the same as that set forth relative to the structure shown in l6.

I claim as my invention:

1. In combination with the draft sills of a railway car, a diaphragm carried by said sills, and an abutment member fixed to said sills, a buffer interposed between said diaphragm and abutment member, said buffer comprising a rear stationary head, a main front longitudinally movable head which is movable toward and from the rear head, a group of intercalated friction plates arranged lengthwise between said front and rear heads and adapted to engage their outer ends, respectively, with the same, means including cooperating wedge members at each end of said group of plates on opposite sides thereof for creating lateral pressure on said plates upon the rearward movement of said main head, a spring resistance, means for releasing said plates after an absorbing action, an auxiliary buffer head arranged in front of said main head and adapted to be moved backwardly by the diaphragm of the car, and an auxiliary spring resistance interposed be tween said main and auxiliary heads.

2. A buffer for railway cars comprising a rear stationary head, a main front longitudi nally movable head which is movable toward and from the rear head, intercalated friction plates arranged lengthwise between said front and rear heads and adapted to engage their outer ends, respectively, with the same, means for moving said plates lengthwise relative to one another and pressing the same tightly together, a spring resistance, means for releasing said plates after an absorbing action, an auxiliary buffer head arranged in front of said main head, an auxiliary spring resistance interposed between said main and auxiliary heads, and means for limiting the forward motion of said auxiliary head relatively to said main front head, comprising a longitudinal stop rod passing through said auxiliary and main heads and having shoulders adapted to be engaged by said heads.

3. A buffer for railway cars comprising a rear stationary head, a main front longitudinally movable head which is movable toward and from the rear head, intercalated friction plates arranged lengthwise between said front and rear heads and adapted to engage their outer ends, respectively with the same, means for moving said plates lengthwise relative to one another and pressing the same tightly together, a spring resistance, means for releasing said plates after an absorbing action, an auxiliary butler head arranged in front of said main head and an auxiliary spring resistance interposed between said main auxiliary heads, said main front head provided with a forwardly opening socket which receives the rear end of said auxiliary spring resistance and said auxiliary buffer head having a rearwardly projecting stud which enters the front end of said auxiliary sprin resistance.

4. buffer for railway cars comprising a rear stationary head, a main front longitudinally movable head which is movable toward and from the rear head, intercalated friction plates arranged lengthwise between said ront and rear heads and adapted to engage their outer ends, respectively, with the same, means for moving said plates lengthwise relative to one another and pressing the same tightly together, a spring resistance, means for releasing said plates after an absorbing action, an auxiliary buffer head arranged in front of said main head, an auxiliary spring resistance interposed between said main and auxiliary heads, said main front head provided with a forwardly opening socket which receives the rear end of said auxiliary spring resistance, and said auxiliary buffer head having a rearwardly projecting stud which enters the front end of said auxiL iary spring resistance, and stop rods arranged lengthwise on opposite sides of said auxiliary spring resistance and passing through said auxiliary and main buffer heads and having shoulders adapted to engage the same.

In testimony whereof I hereby afiix my signature.

JOSEPH M. HALL.

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