US2532013A - Buffer - Google Patents
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- Publication number
- US2532013A US2532013A US597527A US59752745A US2532013A US 2532013 A US2532013 A US 2532013A US 597527 A US597527 A US 597527A US 59752745 A US59752745 A US 59752745A US 2532013 A US2532013 A US 2532013A
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- US
- United States
- Prior art keywords
- casing
- head
- housing
- friction
- buffer
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- Expired - Lifetime
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/14—Buffers absorbing shocks by mechanical friction action; Combinations of mechanical shock-absorbers and springs
Definitions
- This invention relates to improvements in Abuffers for railway cars.
- IOne object of the invention is to provide Ya Simple and eicient buffer mechanism for railway cars comprising a spring resistance .and a friction shock absorber actuated successively to provide preliminary spring action to absorb the lighter shocks, followed by high frictional vresistance to take care of the heavier shocks,
- the preliminary spring is contained in f a buiing head and is buttressed against the fricrtionshock absorber which is contained within fa housing within which the buing head is slidinfgl'y telescoped, and wherein the bulng head Vhas-lost motion with respect to the shock ab- ⁇ so'rb'f-ar and engages and actuates the same after the spring resistance has been compressed to a predetermined extent.
- Yll further object of the invention is to provide ina-buffer mechanism as set forth in the preceding paragraph, simple and efcient means for anchoring the buling head to the housing and limiting outward movement of the same with respect to the housing, comprising a retaining element extending transversely through the --fhousin-gV and buing head.
- my improved buffer mechanism comprises broadly a housing iA; a buer head B; a friction shock absorber C; 'aspring resistance D; and a retaining key
- the housing A is 'in the form of a tubular, cylindrical shell, open at its front end and closed at'its rear end by a vertical transverse wall I0.
- the wall Il) is extended laterally ybeyond thc sides of vthe tubular shell portion of the housing, providing 1apair of flanges II-II for securing the housing-'to thev end of a railway car in the usual manner.
- the flanges II-II are provided with suitable bolt receiving openings l2I2 and I2I ⁇ 2adapted to accommodate the Shanks ol the usual securing bolts for ⁇ fastening the housing to the end wall of the railway car.
- the housing is of enlarged diameter at its r-ear lend, as indicated at I3, and the flanges I'I-II of the housing vare braced lby suitable reenforcing -webs III- I4 which are integral with said lia-rages and the side walls of the portion I3 of the housing.
- the buffer head B includes a cylindrical shell or sleeve I5 which extends rearwardly from the buffer head proper I6, which closes the front end Uof the shellr forming the end wall of the same.
- the wall forming the buffer head .proper IS projects laterally outwardlyA of the cylindrical shell I5, as clearly shown in Figures -1 and 4.
- the shell portion I5 of the builer head B is slidingly vtel'escoped within the housing.
- the vfriction shock absorber C is disposed withinthe housing A and comprises a friction casing Il, a wedge block I8, -three friction shoes 4Iq-I9--I-9, and a spring vresistance 26.
- the friction casing I1 is of cylindrical shape, open at its lrear end. At the front end portion thereof, which is indicated lby 2
- the walls of the reduced portion ZI of the -casing are cutaway, as'indicated .at 22-22, tot'fbetween inwardly thickened, interior, diametrically opposite wall portions 23-23 at the -innerend of ⁇ the shell I5 of thebuler head, said thickened wall portions presenting hat vertical lfaces ⁇ 24-2f1.
- the purpose of the thickened wall portions Y'Z3-$23 is to increase the strength 0f the walls of ythe shell I5 at the point where the key E extends through the shell of the builer head.
- of the casing'll is lsuitably strengthened.
- This portion of the casing is madeof'srnaller diameter than the reduced portion 2l, as indicated at
- 23, and reenforced by laterally projecting, 'longitudinally yextending webs 124 integral 'with the side wall of the portionI23 and transverse end walls 25 and 26,in eiect, closingthe front end of the casing Il and fconne'ctingthe portions v23 of said casing with ⁇ the largeridiameter section of the reduced'portion 2l.
- the transversewa'llz serves as an abutment for the front end of the springv resista-rice 20, as hereinafter pointed out.
- the portion I23 of the easing is provided with a longitudinally extending, transversely disposed slot
- the casing Il is provided with three interior friction surfaces 21-21-21 which are arranged symmetrically about the central longitudinal axis of the mechanism.
- the friction surfaces 21--27-21 are preferably of V-shaped, transverse cross section and converge forwardly of the mechanism.
- the open end of the casing I1 has three laterally inwardly projecting retaining lugs 28-28-28 for limiting rearward movement of the wedge block I8 with respect to the casing and holding the former assembled with the latter.
- the wedge block I8 is in the form of a hollow member having a nat, vertical, rear end face 29 bearing on the end wall Iii of the housing A. At the forward end thereof, the block I6 has three V-shaped wedge faces 3G Eli-3o converging toward the longitudinal axis of the mechanism in forward direction.
- each shoe i9 has a V-shaped wedge face 32 engaging the corresponding V-shaped wedge face 30 of the wedge block I8.
- the wedge block I8 is anchored to the casing by three radially extending lugs 33-33-33 engaging respectively between adjacent friction shoes and cooperating with the lugs 28-28-28 of the casing.
- the spring resistance 2G is in the form of a heavy helical coil arranged Within the casing I'l and interposed between the shoes IS-lS-IS and the front end of the casing, having its front and rear ends bearing respectively on the transverse wall 25 of the casing and the front ends of the shoes iii--l-IB.
- the spring resistance D is disposed within the sleeve I5 of the buffer head B and comprises a single helical coil having its front and rear ends bearing respectively on the inner side of the front wall I6 of the sleeve l5 and the front end of the f friction casing Il of the shock absorber C.
- the key E is in the form of a bar of substantially rectangular, transverse cross section and is headed at one end, as indicated at 36. This key serves to anchor the buifer head B to the housing f the walls of the shell l5 of the buffer head B, rf
- the openings 35-35 are preferably reenforced by outstanding bosses 31-31.
- the key E is preferably secured against removal by a cotter pin 3S extending through the shank or the key, at the headed end thereof, and through the corresponding boss 31.
- the slots 35-36 of the sleeve of the buffer head B are considerably longer than the slot
- the capacity of the friction shock absorber C is considerably greater than that of the spring' D, and thus when the buffer head is forced in- Wardly of the housing, the spring D is compressed between the buder head and the friction shock absorber, which is inert due to its high capacity frictional resistance. rI'he spring D only will thus be compressed until the friction shock absorber is positively actuated by thebuffer head through engagement of the inner end of the sleeve I5 of the buffer head with the shoulder I2I of the casing Il.
- my improved buffer mechanism is as follows: Upon inward movement of the buffer 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 spring D against the friction shock absorber C, thus absorbing the lighter shocks to which the mechanism is subjected. As the head B moves further inwardly of the housing A, the inner end of the shell I5 thereof engages the annular shoulder I2
- the expansive action of the spring 2Q of the shock absorber restores all of the parts thereof to the full release position shown in Figures l and 4, rearward movement of the wedge I8 being limited by shouldered engagement of the lugs 33 thereof with the lugs 28 of the casing Il, ,and the expansive action of the spring D restores the buffer head to the full release position shown fin Figures l and 4, outward or forward movement of the buier head with respect to the housing A being limited by the key E.
- a buffer head including a sleeve slidingly telescoped within the housing, said sleeve having aligned, diametrically opposed, longitudinally extending slots in the side walls thereof; a key extending through the .1 slots of said sleeve and having its opposite ends fixed in the housing walls, said slots being closed at the rear ends to limit outward movement of the buffer head by said key; a friction shock absorber within the housing including a friction casing open at the rear end, friction shoes slidable within the open end of the casing, a Wedge block in wedging engagement with said shoes, said block being buttressed against the closed rear end of the housing, spring means opposing move.- ment of said shoes inwardly of the casing, said casing being longitudinally slotted to accommodate the locking key; and a spring within the buffer head opposing relative movement of the friction casing and head.
- a friction shock absorber the combination with a friction casing open at one end and closed at the other end, said casing being movable inwardly by an actuating force being applied at said closed end thereof; of friction shoes slidingly telescoped within the open end of the casing in sliding frictional engagement therewith;v a central wedge block in wedging engagement with said shoes, said wedge block normally projecting from the casing and being engageable with a fixed stop; a spring within the casing yieldingly opposing movement of the shoes inwardly of the casing, said casingr having a lengthwise extending slot at its closed end, the inner end wall of said slot providing a limiting shoulder; and a key fixed with respect to said stop for the Wedge and extending through the slot of the casing, Number said key limiting outward movement of the casing 2,146,015 by engagement with said inner end wall of said 2,197,783
Description
G. E. DATH Nov. 28, 1950 BUFFER 2 Sheets-Sheet 1 Filed June 4, 1945 G. E. DATH Nov. 2s, 195o BUFFER 2- Sheets-Shet 2 Filed June 4, 1945 Patented Nov. Z8, 1950 BUFFER George E. Dath, 'Mokena, Ill., assignor'to W. Miner, Inc., Chicago, Ill., a corporation of Delaware Application June 4, 1945, seriaiNo. 597,527
2 Claims. l
This invention relates to improvements in Abuffers for railway cars.
IOne object of the invention is to provide Ya Simple and eicient buffer mechanism for railway cars comprising a spring resistance .and a friction shock absorber actuated successively to provide preliminary spring action to absorb the lighter shocks, followed by high frictional vresistance to take care of the heavier shocks,
Vwherein the preliminary spring is contained in f a buiing head and is buttressed against the fricrtionshock absorber which is contained within fa housing within which the buing head is slidinfgl'y telescoped, and wherein the bulng head Vhas-lost motion with respect to the shock ab- `so'rb'f-ar and engages and actuates the same after the spring resistance has been compressed to a predetermined extent.
Yll further object of the invention is to provide ina-buffer mechanism as set forth in the preceding paragraph, simple and efcient means for anchoring the buling head to the housing and limiting outward movement of the same with respect to the housing, comprising a retaining element extending transversely through the --fhousin-gV and buing head.
-Other objects of the invention will more clearly appear from the description and claims herein- -al-ter following.
'f5-is a transverse, vertical sectional View, corresponding substantially to the line 5 5 of Figure il, "the key of the mechanism being shown in elevation.
yfis shown in said drawings, my improved buffer mechanism comprises broadly a housing iA; a buer head B; a friction shock absorber C; 'aspring resistance D; and a retaining key The housing A is 'in the form of a tubular, cylindrical shell, open at its front end and closed at'its rear end by a vertical transverse wall I0. The wall Il) is extended laterally ybeyond thc sides of vthe tubular shell portion of the housing, providing 1apair of flanges II-II for securing the housing-'to thev end of a railway car in the usual manner. The flanges II-II are provided with suitable bolt receiving openings l2I2 and I2I`2adapted to accommodate the Shanks ol the usual securing bolts for `fastening the housing to the end wall of the railway car. The housing is of enlarged diameter at its r-ear lend, as indicated at I3, and the flanges I'I-II of the housing vare braced lby suitable reenforcing -webs III- I4 which are integral with said lia-rages and the side walls of the portion I3 of the housing.
The buffer head B includes a cylindrical shell or sleeve I5 which extends rearwardly from the buffer head proper I6, which closes the front end Uof the shellr forming the end wall of the same.
The wall forming the buffer head .proper IS projects laterally outwardlyA of the cylindrical shell I5, as clearly shown inFigures -1 and 4. The shell portion I5 of the builer head B is slidingly vtel'escoped within the housing.
The vfriction shock absorber C is disposed withinthe housing A and comprises a friction casing Il, a wedge block I8, -three friction shoes 4Iq-I9--I-9, and a spring vresistance 26.
The friction casing I1 is of cylindrical shape, open at its lrear end. At the front end portion thereof, which is indicated lby 2|, the casing Ais of reduced diameter, thereby providing an annular abutment shoulder '|2I, The'reduced portion Af2I is of such a 'size as to telescopically t within the Acylindrical shell portion I5 of the Abuffer head B. yAt diametrically opposite sides `rthereof, the walls of the reduced portion ZI of the -casing are cutaway, as'indicated .at 22-22, tot'fbetween inwardly thickened, interior, diametrically opposite wall portions 23-23 at the -innerend of `the shell I5 of thebuler head, said thickened wall portions presenting hat vertical lfaces`24-2f1. The purpose of the thickened wall portions Y'Z3-$23 is to increase the strength 0f the walls of ythe shell I5 at the point where the key E extends through the shell of the builer head. -At the 'extreme forward end portion thereof, the reduced portion `2| of the casing'll is lsuitably strengthened. This portion of the casing is madeof'srnaller diameter than the reduced portion 2l, as indicated at |23, and reenforced by laterally projecting, 'longitudinally yextending webs 124 integral 'with the side wall of the portionI23 =and transverse end walls 25 and 26,in eiect, closingthe front end of the casing Il and fconne'ctingthe portions v23 of said casing with `the largeridiameter section of the reduced'portion 2l. The transversewa'llz serves as an abutment for the front end of the springv resista-rice 20, as hereinafter pointed out. The portion I23 of the easing is provided with a longitudinally extending, transversely disposed slot |26 adapted to accommodate the locking key E. At the open rear end thereof, the casing Il is provided with three interior friction surfaces 21-21-21 which are arranged symmetrically about the central longitudinal axis of the mechanism. The friction surfaces 21--27-21 are preferably of V-shaped, transverse cross section and converge forwardly of the mechanism. Rearwardly of the friction surfaces 2l-2`I-2l', the open end of the casing I1 has three laterally inwardly projecting retaining lugs 28-28-28 for limiting rearward movement of the wedge block I8 with respect to the casing and holding the former assembled with the latter.
The wedge block I8 is in the form of a hollow member having a nat, vertical, rear end face 29 bearing on the end wall Iii of the housing A. At the forward end thereof, the block I6 has three V-shaped wedge faces 3G Eli-3o converging toward the longitudinal axis of the mechanism in forward direction.
The friction shoes IS--lS-Iii surround the wedge and are provided with V-shaped friction surfaces Si-Si-'el on their outer sides engaging respectively the V-shaped friction surfaces 27-21-21 of the casing. On the inner side, each shoe i9 has a V-shaped wedge face 32 engaging the corresponding V-shaped wedge face 30 of the wedge block I8.
The wedge block I8 is anchored to the casing by three radially extending lugs 33-33-33 engaging respectively between adjacent friction shoes and cooperating with the lugs 28-28-28 of the casing.
The spring resistance 2G is in the form of a heavy helical coil arranged Within the casing I'l and interposed between the shoes IS-lS-IS and the front end of the casing, having its front and rear ends bearing respectively on the transverse wall 25 of the casing and the front ends of the shoes iii--l-IB.
The spring resistance D is disposed within the sleeve I5 of the buffer head B and comprises a single helical coil having its front and rear ends bearing respectively on the inner side of the front wall I6 of the sleeve l5 and the front end of the f friction casing Il of the shock absorber C.
The key E is in the form of a bar of substantially rectangular, transverse cross section and is headed at one end, as indicated at 36. This key serves to anchor the buifer head B to the housing f the walls of the shell l5 of the buffer head B, rf
and the slot I26 of the friction casing I1 of the shock absorber C. As shown, the openings 35-35 are preferably reenforced by outstanding bosses 31-31. The key E is preferably secured against removal by a cotter pin 3S extending through the shank or the key, at the headed end thereof, and through the corresponding boss 31. As shown most clearly in Figures l and 4, the slots 35-36 of the sleeve of the buffer head B are considerably longer than the slot |26 of the casing Il of the shock absorber C, thereby permitting greater relative lengthwise movement between the buffer head and the key than between the friction casing I'l and said key.
The capacity of the friction shock absorber C is considerably greater than that of the spring' D, and thus when the buffer head is forced in- Wardly of the housing, the spring D is compressed between the buder head and the friction shock absorber, which is inert due to its high capacity frictional resistance. rI'he spring D only will thus be compressed until the friction shock absorber is positively actuated by thebuffer head through engagement of the inner end of the sleeve I5 of the buffer head with the shoulder I2I of the casing Il.
The operation of my improved buffer mechanism is as follows: Upon inward movement of the buffer 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 spring D against the friction shock absorber C, thus absorbing the lighter shocks to which the mechanism is subjected. As the head B moves further inwardly of the housing A, the inner end of the shell I5 thereof engages the annular shoulder I2| of the casing Il of the friction shock absorber, thereby compressing the latter and taking care of the heavier shocks. Upon the actauting force being reduced, the expansive action of the spring 2Q of the shock absorber restores all of the parts thereof to the full release position shown in Figures l and 4, rearward movement of the wedge I8 being limited by shouldered engagement of the lugs 33 thereof with the lugs 28 of the casing Il, ,and the expansive action of the spring D restores the buffer head to the full release position shown fin Figures l and 4, outward or forward movement of the buier head with respect to the housing A being limited by the key E.
I claim:
1. In a buffer for railway cars, the combination with a housing open at the front end and closed at the rear end; of a buffer head including a sleeve slidingly telescoped within the housing, said sleeve having aligned, diametrically opposed, longitudinally extending slots in the side walls thereof; a key extending through the .1 slots of said sleeve and having its opposite ends fixed in the housing walls, said slots being closed at the rear ends to limit outward movement of the buffer head by said key; a friction shock absorber within the housing including a friction casing open at the rear end, friction shoes slidable within the open end of the casing, a Wedge block in wedging engagement with said shoes, said block being buttressed against the closed rear end of the housing, spring means opposing move.- ment of said shoes inwardly of the casing, said casing being longitudinally slotted to accommodate the locking key; and a spring within the buffer head opposing relative movement of the friction casing and head.
2. In a friction shock absorber, the combination with a friction casing open at one end and closed at the other end, said casing being movable inwardly by an actuating force being applied at said closed end thereof; of friction shoes slidingly telescoped within the open end of the casing in sliding frictional engagement therewith;v a central wedge block in wedging engagement with said shoes, said wedge block normally projecting from the casing and being engageable with a fixed stop; a spring within the casing yieldingly opposing movement of the shoes inwardly of the casing, said casingr having a lengthwise extending slot at its closed end, the inner end wall of said slot providing a limiting shoulder; and a key fixed with respect to said stop for the Wedge and extending through the slot of the casing, Number said key limiting outward movement of the casing 2,146,015 by engagement with said inner end wall of said 2,197,783
slot. 2,216,473
GEORGE E. DATH. 5 2,430,494
REFERENCES CITED The following references are of record in the Number me of this .pa-tent: m gg' UNITED STATES PA'I'ENTS 3851417 Number Name Date 1,096,120 OCOIIIIOI May 12, 1914 Name Date Hazeltine Feb. 7, 1939 Banoms Apr. 23, 1940 Hobson Oct. 1, 1940 Dath Nov. 11, 1947 FOREIGN PATENTS Country Date Great Britain Aug. 16, 1925 Great Britain Sept. 17, 1925 Great Britain Dec. 29, 1932
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US597527A US2532013A (en) | 1945-06-04 | 1945-06-04 | Buffer |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US597527A US2532013A (en) | 1945-06-04 | 1945-06-04 | Buffer |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| US2532013A true US2532013A (en) | 1950-11-28 |
Family
ID=24391898
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| US597527A Expired - Lifetime US2532013A (en) | 1945-06-04 | 1945-06-04 | Buffer |
Country Status (1)
| Country | Link |
|---|---|
| US (1) | US2532013A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2592662A (en) * | 1950-05-05 | 1952-04-15 | Miner Inc W H | Friction shock absorbing mechanism for railway cars |
| US2656938A (en) * | 1949-10-22 | 1953-10-27 | Miner Inc W H | Friction buffer for railway cars |
| US2793765A (en) * | 1954-06-11 | 1957-05-28 | Miner Inc W H | Draft gears |
| US2891684A (en) * | 1954-07-19 | 1959-06-23 | Miner Inc W H | Buffer |
| US2982426A (en) * | 1959-05-18 | 1961-05-02 | Miner Inc W H | Shock absorbers for railway cars |
| FR2869581A1 (en) * | 2004-04-28 | 2005-11-04 | Jean Marcel Lienard | Bumper for e.g. railway vehicle, has plunger and spring units, where free space between outer diameters of units and inner diameter of plunger is used for inserting pin guides, and partial guide with washer having two flat spots |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1096120A (en) * | 1913-09-25 | 1914-05-12 | William H Miner | Draft-rigging for railway-cars. |
| GB237871A (en) * | 1924-08-02 | 1925-08-16 | Krupp Ag | Improvements in spring buffers |
| GB239807A (en) * | 1925-05-14 | 1925-09-17 | Heinrich Mohr | Improvements in or relating to buffers for railway and like cars |
| GB385417A (en) * | 1931-12-01 | 1932-12-29 | Mitchell John | Improvements in spring buffers for railway and like vehicles |
| US2146015A (en) * | 1936-10-24 | 1939-02-07 | Miner Inc W H | Buffer for railway cars |
| US2197783A (en) * | 1939-03-25 | 1940-04-23 | Symington Gould Corp | Side bearing |
| US2216473A (en) * | 1937-05-21 | 1940-10-01 | Nat Malleable & Steel Castings | Cushioning mechanism |
| US2430494A (en) * | 1944-09-08 | 1947-11-11 | Miner Inc W H | Resilient car-end buffer |
-
1945
- 1945-06-04 US US597527A patent/US2532013A/en not_active Expired - Lifetime
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1096120A (en) * | 1913-09-25 | 1914-05-12 | William H Miner | Draft-rigging for railway-cars. |
| GB237871A (en) * | 1924-08-02 | 1925-08-16 | Krupp Ag | Improvements in spring buffers |
| GB239807A (en) * | 1925-05-14 | 1925-09-17 | Heinrich Mohr | Improvements in or relating to buffers for railway and like cars |
| GB385417A (en) * | 1931-12-01 | 1932-12-29 | Mitchell John | Improvements in spring buffers for railway and like vehicles |
| US2146015A (en) * | 1936-10-24 | 1939-02-07 | Miner Inc W H | Buffer for railway cars |
| US2216473A (en) * | 1937-05-21 | 1940-10-01 | Nat Malleable & Steel Castings | Cushioning mechanism |
| US2197783A (en) * | 1939-03-25 | 1940-04-23 | Symington Gould Corp | Side bearing |
| US2430494A (en) * | 1944-09-08 | 1947-11-11 | Miner Inc W H | Resilient car-end buffer |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2656938A (en) * | 1949-10-22 | 1953-10-27 | Miner Inc W H | Friction buffer for railway cars |
| US2592662A (en) * | 1950-05-05 | 1952-04-15 | Miner Inc W H | Friction shock absorbing mechanism for railway cars |
| US2793765A (en) * | 1954-06-11 | 1957-05-28 | Miner Inc W H | Draft gears |
| US2891684A (en) * | 1954-07-19 | 1959-06-23 | Miner Inc W H | Buffer |
| US2982426A (en) * | 1959-05-18 | 1961-05-02 | Miner Inc W H | Shock absorbers for railway cars |
| FR2869581A1 (en) * | 2004-04-28 | 2005-11-04 | Jean Marcel Lienard | Bumper for e.g. railway vehicle, has plunger and spring units, where free space between outer diameters of units and inner diameter of plunger is used for inserting pin guides, and partial guide with washer having two flat spots |
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