US2652159A

US2652159A - Buffer mechanism for railway vehicles

Info

Publication number: US2652159A
Application number: US169358A
Authority: US
Inventors: William J Metzger
Original assignee: National Malleable and Steel Castings Co
Current assignee: National Malleable and Steel Castings Co
Priority date: 1950-06-21
Filing date: 1950-06-21
Publication date: 1953-09-15
Anticipated expiration: 1970-09-15

Description

p 1953 w. J. METZGER BUFFER MECHANISM FOR RAILWAY VEHICLES 6 Sheets-Sheet 1 Filed June 21, 1950 INVENTOR. WILL/14M J METZGER vi QR 3 Q 3 3 K m ATTORNEY P 1953 w. J. METZGER 2,652,159

BUFFER MECHANISM FOR RAILWAY VEHICLES Filed June 21, 1950 6 Sheets-Sheet 2 A me INVENTOR. W/L LIAM J METZGER We? (W ATTORNEY Sept. 15, 1953 w. J. METZGER BUFFER MECHANISM FOR RAILWAY vauxcuas Filed June 21, 1950 6 Sheets-Sheet 3 INVENTOR.

WILLIAM J. ME 265/? M4 I ATTORNEY W. J. METZGER BUFFER MECHANISM FOR RAILWAY VEHICLES Sept. 15, 1953 6 Sheets-Sheet 4 Filed June 21, 1950 IN VEN TOR.

UMQ? 6? .4 TTO/FNEY Sept. 15, 1953 w. J. METZGER.

BUFFER MECHANISM FOR RAILWAY VEHICLES 6 Sheets-Sheet 5 Filed June 21, 1950 usw @Q QXG k3 vm $1 *5 g R M Y m m V E W m M I. A

Sept. 15, 1953 w. J. METZGER 2,652,159

BUFFER MECHANISM FOR RAILWAY VEHICLES Filed June 21, 1950 6 Sheets-Sheet 6 Line INVENTOR. WILL/AM J MLZZGER A TTORNE Y Patented Sept. 15, 1953 BUFFER MECHANISM FOR RAILWAY VEHICLES William J. Metzger, East Cleveland, Ohio, as-

signor to National Malleable and Steel Castings Company, Cleveland, Ohio, a corporation of Ohio Application June 21, 1950, Serial No. 169,358

23 Claims. 1

This invention relates to buffer mechanism for railway vehicles.

The invention comprises a buffer mechanism which not only cushions relative longitudinal movement between the ends of railway vehicles but also acts to resist lateral displacement between the vehicles beyond a predetermined amount as occurs on curves and cross-overs and to return the vehicles to substantially aligned positions after they enter a straight track.

When two or more diesel or similar type locomotive units are operated in tandem it has been found that the coupled ends of the units may jack-knife on curved track or on cross-overs during huffing or pushing operations. This may also occur during braking operations while the units are traveling down grade on a curved track. Under these conditions the units tend to remain iaek-knifed when the locomotives enter a straight track resulting in excessive wheel flange Wear,

and derailment may occur unless the units are returned to substantially aligned positions. Attempts have been made to avoid jack-knifing of locomotive units by means of coupler center.- .ing devices, but this method has been found entirely inadequate to align the units once they have jack-knifed. Moreover, when the couplers are provided with centering devices the latter prevent manual adjustment of the lateral position of the couplers to permit coupling on curved track.

Accordingly, it is an object of my invention to provide .a buffer mechanism for a railway vehicle which in conjunction with a similar opposing bufl'er mechanism acts to resist relative lateral displacement between the ends of the vehicles and yet allows the lateral displacement necessary to enable the vehicles to negotiate curves and cross-overs without jack-knifing.

Another object is to provide a buffer mechanism which controls the lateral displacement between two coupled railway vehicles when they are displaced beyond a predetermined amount and assures that the vehicles will be returned to substantially aligned positions.

A further object is to provide .a bufier mechanism which acts ,to return laterally displaced railway vehicles .to substantially aligned positions when the vehicles pass from curved to straight track.

A still further object is to provide ,a buiier mechanism in which its .buifing .face remains in contact with thebufhng faceofa similar opposing bunfer regardless of the draft loads imposed on the draft rigging of the vehicles to which the buffers are applied.

Other objects and advantages of my invention will be apparent from the following description taken in conjunction with the drawings in which:

Fig. 1 is a plan view of a bufier embodying my invention applied to the end of a railway locomotive unit.

Fig. 2 is a vertical sectional view taken along line 2-2 of Fig. 1.

Fig. .3 is a vertical sectional view taken along line 3-3 of Fig. 1.

Fig. l is a side elevational view of the embodiment shown in Fig. l.

5 is a diagrammatic view in plan showing the ends of two railway locomotive units, to which the invention has been applied, displaced laterally as occurs on a curved track or a crossover.

Jig. 6 is an enlarged view of the ends of the displaced units shown in Fig. 5.

Fig. 7 is .a horizontal sectional view of a pair of engaged buffers of the construction shown in Figs. 1-4, the buffers being shown in the positions assumed upon relative lateral displacement of the locomotive units as occurs during passage overa curved track or a cross-over.

Fig. 13 is a plan View partly in section of a buffer embodying a modified form of the invention.

Fig. 9 is a vertical sectional view taken along line .9-9 of Fig- 3.-

Eig. 10 is a vertical sectional view taken along line |il- Iii of Fig. 8.

,Fig. 1 l is a vertical sectional View taken along line I,ll.! of Fig. ,3,

Fig. 12 is a horizontal sectional view .of a pair of bufiers embodying the modified form of the invention shown in Figs. 8-11, the buffers being shown in the positions assumed upon movement of the locomotive units into position in which the car couplers are coupled.

Referring particularly to Figs. 1-7, there is shown. the end portion ll] of arailway locomotive unit to which is suitably secured the housing member {2 of the buifer. Below the buffer is mounted the usual car coupler i l together with the yoke I6 and draft gear is. The coupler is supported bya suitable carrier 20 while the draft gear is supported by a transversely extending plate 22. The ,coupler is pivotally connected to yoke it by a vertical pin 24.

Housing 12 is formed with a centrally disposed V-shaped pocket having a pair of forwardly diverging vertical walls 26. Walls 23 arebraced by walls '28 which merge with rear wall 36. Extending into the pocket is the wedge shaped portion 32 of follower 34. Wedge portion 32 comprises a pair of rearwardly converging vertical walls 36 which are disposed in opposed relationship with walls 26. Interposed between opposing walls 26 and 36 are the resilient pads 38 having a pair of metal plates 40 bonded to the sides thereof.

Pads 38 are preferably made of rubber or similar resilient material. Walls 26 and 36 are provided with shoulders 42 and 44, respectively, to prevent any sliding of the pads upon movement of follower 34 toward housing I2. Opposing walls 26 and 36 are disposed parallel to each other, and it will be apparent that movement of follower 34 toward housing I2 will be resisted by pads 38 which act in combined compression and shear.

Follower 34 is held in assembled relationship with housing I2 by means of an eye bolt 46 which is provided with an elongated eye 48 at its forward end and a threaded portion 50 at its rearward end. Eye 48 extends through an opening 52 in back wall 54 of the follower. Extending through eye 48 is a pin 56 which is mounted in top and

bottom walls

58 and 60 of the follower. Inwardly extending bosses 62 are provided on

walls

58 and 60 to increase the bearing surface against pin 56 and also to guide and support the eye bolt. At the threaded end of the eye bolt is provided a nut 64 which bears against rear wall 38 of housing I2. It will be apparent that by means of nut 64 the position of follower 34 with respect to the housing in a direction longitudinally of the locomotive unit may be varied. Preferably eye bolt 46 is adjusted to take up any lost motion between housing I2, follower 34 and pads 38.

The forward side of follower 34 is formed with a recess or pocket having a pair of walls 10 which diverge forwardly from the longitudinal center line of the buffer and merge with walls 36 at the outer ends thereof. Secured to the forward side of walls I are the wear plates I2. Reinforcing the structure are the vertical side walls I4.

At the forward end of the buffer is the buffer plate I6 which comprises a rearwardly extending projection I8 and a forward bufling portion 80.

Projection 18 comprises rearwardly converging vertical walls 82 which are disposed at the sameangle with respect to each other as walls I0 on follower 34. Walls 82 are provided with wear plates 84 which engage wear plates 12 on the follower when buffer plate I6 is in central position. A guide and stop lug 86 extends rearwardly from the juncture of walls 82 and is received in a transverse recess 88 in walls 10. Thus as buffer plate I6 moves laterally in service relative to follower 34 lug 86 is adapted to contact the end surface 90 of recess 88 to limit further lateral movement of the plate. Side walls I4 as well as the horizontal reinforcing ribs 9| are cut away as at 93 to allow sufficient lateral clearance for lug 86.

Buffer plate I6 is resiliently tied to follower 34 by means of springs 92 and tie members 94 to permit lateral movement of the buffer plate relative to the follower. Springs 92 and members 94 extend into recesses 95 in the ends of housing I2. Follower 34 has lateral wings 96 which extend from the juncture of walls 36 and I0, and are provided with openings 98 through which members 94 extend. A boss I00 is formed on each wing 96 to guide member 94 as well as to position spring 92. Spring 92 reacts between the rear side of wing 96 and a collar I02 slidably mounted on member 94. A flanged nut I04 at the rear end of member 94 is provided for adjusting the compression of spring 92. The forward end of memher 94 extends through a transverse opening I06 in transverse vertical wall I08 of the buffer plate. Roller means is mounted on the forward end of member 94 and comprises a cylindrical pin IIO having a roller head H2 and a roller sleeve II4 mounted on the other end of the pin. A nut I I I and a cotter key I I5 serve to maintain sleeve I I4 and pin III] in assembled relationship. Roller head H2 and sleeve II4 engage the inner side I09 of wall I08 and are adapted to roll therealong as buffer plate 16 moves transversely of follower 34. It will be clear that in this manner buffer plate I6 is effectively tied to follower 34 and yet is permitted to move transversely thereof. By adjusting nut I04 the force with which buffer plate 16 is urged against follower 34 may be increased or decreased as desired.

Buffing portion of the buffer plate is preferably formed as a separate piece and may be suitably secured as by means of rivets to flanges H6 and II8 on top and bottom walls I28 and I22, respectively, and to tie web I24. By being formed as a separate piece, buffing portion 80 is readily replaceable in the event of wear or breakage. Portion 80 presents a fiat transversely extending bufi'lng surface I26 which is adapted for engagement with the corresponding surface of an opposing buffer plate upon the coupling of the ends of two locomotives. Surface I26 is disposed on the coupling line of car coupler I4 so that this surface will just contact the corresponding surface of the buffer plate of an opposing locomotive unit when the units are coupled.

In order to interlock buffer plate 16 with the buffer plate of a similar opposing buffer a spring actuated plunger I28 is provided. This plunger extends through opening I29 in front wall I30 and is preferably square in transverse vertical section. The plunger is limited in its forward movement by a flange I32 which engages a shoulder in boss I34 on the inner side of wall I30. A spring I36 for urging the plunger forwardly reacts at one end against the front wall I38 of the plunger and at its other end against a seat I39 in one of walls 82 of the buffer plate. Front wall I30 is formed with a pocket I40 which is disposed laterally from plunger I28 and which is adapted to receive the plunger of an opposing buffer plate. Pocket I40 is preferably rectangular in transverse vertical section and comprises vertical side walls I42, top and bottom walls I44 and rear wall I46. The axes of plunger I28 and pocket I40 are disposed the same distance laterally of the center line of the buffer so that when two opposing buffers are engaged, the plunger of each will be centered in its associated pocket I40 and will have considerable clearance adjacent side walls I42 and top and bottom walls I 44. The vertical clearance is to allow for variations in height of the buffers above the tracks. The lateral clearance allows approximately three inches of free lateral displacement of one buffer plate relative to the opposing buffer plate before the plunger engages either of side walls I42. This lateral clearance is to allow for the small lateral displacements which constantly occur between the locomotive units in service. It will be understood that provision may be made for a greater or lesser amount of free lateral displacement between the buffer plates than the aforementioned three inches.

The operation of the buffer is as follows: It will be assumed that a pair of locomotive units to which the buffers have been applied are in longitudinal alignment and are to be moved together for coupling on a straight track. As the units are moved into coupled position, buffing surfaces I26 of the buffer plates will just come into contact when the couplers are coupled, since surfaces 126 are positioned on the coupling line of the couplers. At this point each buffer plate 76 is in central position with respect to its associated follower M, as shown in Fig. 1, and each plunger 28 is centered with respect to its associated pocket ice of the opposing buffer plate.

To illustrate the functioning of the buffer during lateral displacement of the locomotive units, it will now be assumed for purposes of illustration that the units are at the head end of a train mov ing downgrade and approaching a curve, with the brakes applied. Under this condition it is apparent that the coupled ends of the units will be urged together and. it will be assumed that this buffed condition will continue through the explanation of the operation of the buffer. units enter the curved track and the coupled ends thereof begin to displace laterally relative to each other, each bufier plate will remain centered with respect to follower 3 3 by diverging walls H: which,

in conjunction with the action of springs 92, offer suificient resistance to prevent relative lateral displacement of the buffer plates. Therefore, relative transverse sliding will occur between the engaged surfaces lZS of the buffer plates until each plunger i28 moves into engagement with the outer side wall I42 of its associated pocket Hit. Thereafter further lateral displacement between the buffer plates is precluded. However, as the ends of the units continue to be displaced laterally during their travel along the curve, the buffer plates will be displaced with respect to their associated followers a l, causing a sliding contact between one set of engaging wear plates i2 and t l on each buffer. It will be observed as in Fig. 7 that one pair of diagonally opposed sets of initially engaged plates l2 and 8 3 will remain in contact during this movement while the other pair of diagonally opposed sets of plates i2 and 84 will be separated. As the relative sliding occurs between the pair of opposed sets of plates 12 x and t l, the wedging action thus produced urges the followers 3 of each buffer inwardly of housing I2, thereby compressing rubber pads 33. The compression of pads 33 increases as lateral displacement of the buffer plates relative to followers 3t progresses. It will be apparent that the buffers actually resist lateral displacement of the locomotive units during passage thereof over the curved track. The relative lateral displacement of the units as shown in Fig. '7 represents about the maximum displacement which will occur in service. After a straight track is reached at the end of the curve, the longitudinal force exerted by the locomotive units against the engaged plates '32 and as causes the ends of the units to move back toward aligned position. Therefore, in effect, the wedging engagement between plates 52 and 34 causes buffer plates to be returned to centered position with respect to followers 34 and the locomotive units to be returned to substantially aligned position wherein plungers I23 are in engagement with outer walls Hi2 of pockets Mt. It will be understood that, if desired, the engaging surfaces of plates '12 and 84 may be lubricated, although this is not deemed necessary to the proper functioning of the mechanism. As the buffer plates are returned to centered position, pads 33 will expand the extent to which they were compressed during the lateral displacement of the units while traversing the curve. It

As the 6 will be noted that while the units are not returned to complete alignment, the position to which they are returned is such that the units are within the limits of free lateral displacement allowed by plungers I28 and pockets [40.

In Fig. 7 it will be observed that followers 34 are angled slightly with respect to housings l2 during extreme lateral displacement of the 1ocomotive units, resulting in unequal compression of pads 38. The angling of follower 34 relative to housing 12 thus allowed assures that surface contact will be maintained between the contacting plates 12 and 84', when the locomotive units are in angled relationship, as in rounding a curve.

Fig. 5 serves to show diagrammatically the relative positions of the locomotive units and the buffers just as the units have entered a straight track and before the units have been aligned by the buffers. This view illustrates the jack-knife position which the units assume when rounding a curve or passing a cross-over under the condition where the units are being urged together, as in buff. With locomotive units not employing the present invention the jack-knife condition will remain even after the units continue on a straight track, since there is no force acting to return the units into alignment. However, with my invention the wedging engagement between the buffer plates in and followers 34 in conjunction with the force acting to move the units toward one another, serves to center the buffer plates with respect to the followers thereby returning the units toward aligned position. This is clearly seen in Fig. 6 in which the arrows indicate the relative lateral directions in which the units are urged.

In order to limit the compression of pads 38 when follower as is being urged inwardly of housing l2, as in buff, stops M8 on the top and bottom sides of the follower are provided for engagement with abutments I53 on the housing,

Plunger 223 is spring actuated so that in service in the event buffer plate 6 is engaged by a buffer plate of a construction not having a recess corresponding to pocket Hill for receiving the plunger, the latter may be pressed inwardly by the opposing buffer plate until it is flush with surface I26 to permit engagement of this entire surface with the opposing buffer plate.

The modified form of the invention shown in Figs. 3 to 12 functions in the same manner as the previous embodiment in returning laterally displaced locomotive units to substantially aligned position. However, as will be seen in Fig. 8, in this form of the invention buffer plate it and follower [5e are so disposed that the bufiing surface I26 is positioned a substantial amount forwardly of the coupling line of the coupler M when the buffer is free. Preferably surface I26 is disposed forwardly of the coupling line an amount equal at least to the travel of the draft gear I8 (Fig. 4) in draft, so that this surface will at all times remain in contact with the corresponding surface I26 of an opposing buffer. Thus as the locomotive units are coupled buffer plates l6 and followers I55 will be moved inwardly until buffing surfaces are are disposed on the coupling line, as seen in Fig. 12. This arrangement assures that regardless of the amount of separation of the locomotive units in draft, surfaces I28 will re main in contact.

In order to provide for continuous engagement between surfaces 426', auxiliary springs 556 are provided in pockets i525 in housing see and react between seats I62 in the pockets and lateral wings I64 on follower I54. Springs I56 are under predetermined initial compression so that follower I54 and buffer plate 16 will be urged forwardly. The forward movement of follower I54 is limited by a pair of stops in the form of retainer bolts I66 which are secured to the top and bottom walls I68 of housing I68. Bolts I66 are received in longitudinally extending slots I16 in follower I54 and are adapted to engage the rearward ends of the slots when the follower is in its forwardmost position, as in Fig. 8. Buffer plate 16 is flexibly secured to follower I54 by means of springs 92' and tie members 94' in the same manner as in the previous embodiment. Also buffer plate 16 is of the same construction as the buffer plate 16 of the previous embodiment. Likewise, the forwardly diverging walls I12 of the follower cooperate with the converging walls 82' of the buffer plate in the same manner as before in serving to return laterally displaced locomotive units substantially into alignment as the units pass from a curved to straight track, where the units are under a buffed condition.

The main cushioning unit comprises a series of rubber pads I14 of the type disclosed in the application of Donald Willison and Hubert L. Spence, Serial No. 138,614, filed January 14, 1950. These pads are contained in a pocket I15 in housing I68 and have their inner end I16 in abutment against the locomotive end sill I16. The pads are held under initial compression by means of a follower plate I88 which engages the rearward side of bolts I66 when the buffer is in free position, as in Fig. 8. It will be seen that bolts I66 serve the dual purpose of limiting forward movement of follower I54 and of maintaining pads I14 under initial compression.

Follower I54 is formed with top and bottom walls I8I which are received between walls I68 of the housing. The follower also has a transversely extending rear wall I82 which is adapted for engagement with plate I80. A substantial clearance as at I84 is provided between wall I82 and plate I86. This allows for a substantial amount of rearward movement of follower I54 solely against the resistance of springs I56 prior to the engagement of wall I82 with plate I86 upon the coupling of the ends of two locomotive units. Preferably clearance I84 is slightly less than the distance that surface I26 extends forwardly of the coupling line of the coupler. Thus as two locomotive units are coupled, wall I 62 engages plate I88 and compresses pads I14 a small amount, as may be seen in Fig. 12, in which view plate I88 is displaced rearwardly out of contact with bolts I66. Upon coupling of the units it will be apparent that since each bulfer plate has been displaced inwardly an amount at least as great as the travel in draft of the draft gear associated with each coupler, surfaces I26 will at all times remain in contact, regardless of the intensity of the draft forces that are subsequently applied to the couplers.

Rearward movement of follower I54 and buffer plate 16 is limited by spaced guide lugs I86 which extend rearwardly from the follower and are provided with end surfaces I88 adapted to engage rear wall I60 of housing I60. In this connection slots '58 are of sufficient length that the forward ends I1I thereof will not engage bolts I66. Plate I86 has lateral extensions I82 which are received between lugs I86 and which engage bolts I66, when the buffer is free, to maintain pads I14 under a small amount of initial compression as aforementioned.

As in the previous embodiment buffer plate 16 is supported by bottom wall I8I of follower I54.

While the rearward end I16 of cushioning pads I14 is shown as abutting against the locomotive end sill I18, it will be apparent that rear wall I90 may be extended transversely to close the opening in the housing so that the pads will abut against this wall and make the buffer selfcontained.

Since the modified form of the invention f unctions in the same manner as the previous embodiment in returning laterally displaced locomotive units to substantially aligned position, it will not be necessary to repeat the description of this operation in connection with the modification.

Although the invention has been particularly shown and described in respect to its application to a locomotive unit, it will be understood that the invention may be applied equally well to any other railway vehicles wherein buffer mechanisms are used or desired.

The terms and expressions which I have employed are used as terms of description and not of limitation, and I have no intention, in the use of such terms and expressions, of excluding any equivalents of the features shown and described or portions thereof, but recognize that various modifications are possible within the scope of the invention claimed.

What I claim is:

l. A buifer mechanism for railway vehicles comprising a housing member open at its forward end, a follower member positioned forwardly of said housing member and being movable relative thereto, said follower member having a rearward portion extending into said opening, resilient means in said housing for opposing movement of said follower member toward said housing member, a buffer plate member disposed forwardly of said follower member and movable transversely relative to said follower member, said plate member having a wedge-shaped portion engaging with a complementary pocket in said follower member.

2. A buffer mechanism for railway vehicles comprising a housing member, a follower e ber movable relative to said housing member, spring means between said members, said follower member having a pair of outwardl diverging vertical faces, and a buffer plate member having a projecting portion formed with converging surfaces for engaging said faces on said follower, said plate member being movable transversely relative to said follower member.

3. In a buffer mechanism for railway vehicles a pair of members movable relative to one another in a transverse direction, one of said members having a pocket portion comprising a pair of outwardly diverging vertical surfaces, the other of said members having a projecting portion having surfaces in slidable engagement with said surfaces on said first-mentioned member and upon relative transverse movement between said members one of said outwardly diverging surfaces slides along the opposing one of said surfaces of said other member.

4. In a buffer mechanism for railway vehicles a pair of members movable relative to one another in a transverse direction, one of said members having a pocket portion comprising a pair of outwardly diverging vertical surfaces, the other of said members having a projecting portion having surfaces in slidable engagement with said surfaces on said first-mentioned member and upon relative transverse movement between said members one of said outwardly diverging surfaces slides along the opposing one of said surfaces of said other member, and means for flexibly tying said members together.

5. A buffer mechanism for railway vehicles comprising a housing member having a V- shaped pocket, a follower member having a wedge portion comprising wedge faces spaced from but being in opposed relation to the walls of said pocket, resilient means interposed between said wedge faces and the opposing walls of said pocket, said follower member having a pair of vertical outwardly diverging surfaces forming a pocket, and a buffer plate member having a wedge portion for engagement with said diverging surfaces.

6. A buffer mechanism for railway vehicles comprising a housing member having a pocket with a pair of outwardly diverging walls, a follower member having a wedge portion the faces of which are in opposed relationship to the Walls of said pocket, resilient pads interposed between the faces of said wedge portion and said opposed diverging walls, and a buffer plate member having wedging engagement with said follower member.

'7. A buffer mechanism for railwa vehicles, comprising a member having a recess formed with diverging surfaces, another member movable with respect to said first-named member and having a projection extending into said recess, said projection having outer convergin surfaces spaced from said diverging surfaces, resilient means between said surfaces for resisting movement of said members towards each other, said second-named member having a recess formed with diverging faces, and a buffer pla e member having a projection extending into said last-named recess, said projection on said plate member having outer converging surfaces fo engagement with said faces, said plate emb being movable transversely of said secondnamed member.

8. A buffer mechanism for railway vehicles, comprising a member having a pair of forwardly extending diverging walls, another member movable with respect to said first-named member and having outer converging surfaces in spaced opposed relationship to said walls, resilient means between said walls and surfaces t oppose relative movement between said members, said second-named member having surfaces diverging outwardly from the longitudinal center line of said mechanism, and a buffer plate having a projection formed with surfaces converging on the longitudinal center line of said mechanism for engagement with said diverging surfaces, said plate being adapted to move transversely of said second-named member along one of said converging surfaces and the en a opposing one of said diverging surfaces.

9. A buffer mechanism for railway vehicles comprising a housing member, a follower member movable relative to said housing member, resilient means interposed between said members for opposing movement of said follower member toward said housing member, a buffer plate member movable transversely relative to said follower member, said plate member having wedging engagement with said follower member, and retainer means for maintaining said plate member in assembled relationship with said follower, said retainer means comprising tie members and resilient means for urging said plate member toward said follower member.

10. A buffer mechanism for railway vehicles comprising a housing member, a buffer plate member, a follower member interposed between said housing and plate members, resilient means interposed between said housing member and said follower member, and retainer means for maintaining said plate member in assembled relationship with said follower, said retainer means comprising a pair of tie members arranged to allow transverse movement of said plate member relative to said follower member, and spring means for urging said plate member toward said follower member.

11. A buffer mechanism for railway vehicles comprising a housing member, a follower member carried by said housing member, a buffer plate member carried by said follower member, said plate member having a Wedge shaped portion for slidable engagement in a transverse direction with a complementary pocket portion in said follower member, and retainer means for maintaining said plate member in assembled relationship with said follower member, said retainer means comprising a tie member extending through openings in said follower member and said plate member, roller means at one end of said tie member for rollin engagement with said plate member, spring means reacting against the other end of said tie member and against said follower member, said opening in said plate member for receiving said tie member being elongated in a transverse direction to allow transverse movement of said plate member relative to said follower member.

12. A buffer mechanism for railway vehicles comprising a housing member, a follower member movable relativ to said housing member, resilient means interposed between. said members for opposing movement of said follower member towards said housing member, said second-named member having a recess formed with a pair of diverging faces, a buffer plate member having a projection extending into said recess, said projection in said plate member having outer converging surfaces for engagement with said faces, said plate member being movable transversely of said second-named member, retainer means for maintaining said plate member in assembled relationship with said second-named member, and means on said plate member for interlocking said plate member to the corresponding plate member of an opposing buffer mechanism, said means comprising a plunger and a pocket, said plunger being adapted to be received in said pocket of the plate member of an opposing buffer mechanism.

13. In a buffer mechanism for railway vehicles a plate member comprising a front wall having a buffing face, a spring actuated plunger carried by said plate member and extending forwardly of said buffing face, and a transversely extending pocket in said front wall, said pocket being adapted to receive said plunger of an opposing plate member of a similar buffer mechanism and said plunger being adapted to extend into said pocket of said opposing plate member to allow limited relative lateral movement between said opposing plate members.

14. In a buffer mechanism for railway vehicles adapted for mating engagement with a similar buffer mechanism, a housing member, a follower member movable relative to said housing member, resilient means interposed between said members for opposing movement of said follower member towards said housing member, a buffer plate member movabl transversely relative to said follower member, said plate member comprising a rear wall having a wedge shaped portion for engagement with a complementary pocket in said follower member and a front wall having a buffing face, a spring actuated plunger member carried by said plate member and extending forwardly of said buffing face, spring means for urging said plunger forwardly, and a transversely extending pocket in said front wall, said pocket being adapted to receive the plunger of an opposing plate member of a similar buffer mechanism and said plunger being adapted to extend into the pocket of said opposing plate member to allow limited relative lateral and vertical movement between said opposing plate members.

15. A buffer plate member for a buffer mechanism for railway vehicles, said plate member comprising a rear wall having a projection formed with vertical surfaces converging on the longitudinal center line of said plate member, a protuberance extending rearwardly from the apex of said converging surfaces adapted for engagement with stop means on an associated follower member of the buffer mechanism, a front wall having a buffing face, a plunger extending forwardly through an opening in said front wall, and spring means for urging said plunger forwardly of said buffing face.

16. A follower member for buffer mechanism for railway vehicles, said member comprising a front Wall having a pocket portion for wedging engagement with an associated buffer plate member, said pocket portion formed with vertical surfaces diverging forwardly from the longitudinal center line of said follower member, portions of said front wall extending outwardly from extremities of said pocket portion and adapted for carrying tie means for flexibly securing said follower member to said associated plate member, side walls converging rearwardly toward the longitudinal center line of said follower member, and top and bottom walls joining said side and front walls.

1'7. A buffer mechanism for railway vehicles comprising a housing member, a plate member carried by said housing member and movable inwardly thereof, resilient means within said housing member for opposing said inward movement of said plate member, stop means carried by said housing member and engaging said plate member to limit outward movement of the latter, a follower member carried by said housing member and movable inwardly thereof, auxiliary spring means for opposing said inward movement of said follower member, said follower member having a rear buffing portion spaced forwardly of said plate member and adapted to engage said plate member upon inward movement of said follower member, means on said follower member for engaging said stop means to limit outward movement of said follower member, said follower member being initially movable inwardly solely against said auxiliary spring means until said buffing portion engages said plate member and thereafter said plate and follower members being movable inwardly together as a unit, and a buffer plate in wedging engagement with the forward side of said follower member, said buffer plate being flexibly secured to said follower member to allow transverse movement of said buffer plate relative to said follower member.

18. A. buffer mechanism for railway vehicles comprising a buffer plate having a buffing surface disposed forwardly of the coupling line of an associated car coupler when the buffer is free,

said buffer plate having a pair of rearwardly extending converging walls, a follower member carrying said buffer plate and having a pair of outwardly diverging walls for engaging said walls on said buffer plate, said buffer plate being flexibly secured to said follower member to permit transverse movement of said buffer plate relative to said follower member, auxiliary resilient means for opposing movement of said follower member inwardly of said mechanism, said follower member and said buffer plate being movable rearwardly, upon engagement of said buffer plate with the buffer plate of an opposing similar buffer mechanism, to the position in which said buffing surface is disposed on the coupling line of the associated car couplers when the latter are coupled, a follower plate adapted to be engaged by said follower member after a predetermined amount of inward movement of said follower member, and other resilient means for opposing inward movement of said plate member.

19. In a buffer mechanism for railway vehicles a housing member, a main cushioning unit within said member, a follower plate for maintaining said unit under predetermined initial compression, said plate being movable inwardly of said member against the resistance of said unit, a follower member having a buffing surface on its rearward side spaced forwardly of said plate, said follower member being movable inwardly of said housing member, auxiliary spring means carried by said housing member for resisting movement of said follower member inwardly of said housing member, said buffing surface being adapted to engage said plate upon a predetermined amount of inward movement of said follower member so that said main cushioning unit will be compressed upon further inward movement of said follower member, and a buffer plate carried by said follower member and being flexibly secured thereto to allow transverse movement of said buffer plate relative to said follower member.

20. In a buffer mechanism for railway vehicles a housing member, a follower member carried by said housing member and movable inwardly thereof, said follower member having a pair of elongated slots extending in the direction of movement of said follower member, auxiliary spring means carried by said housing member for opposing said inward movement of said follower member, stop means secured to said housing member and slidably received in said slots, said spring means being under initial compression for urging said follower member forwardly so that said stop means engages the rearward ends of said slots, a main cushioning unit carried by said housing member, follower means engaging said stop means for maintaining said unit under initial compression, said follower member having a rear surface adapted to engage said follower means, after predetermined amount of inward movement of said follower member, to compress said main unit upon further inward movement of said follower member.

21. A follower member for a buffer mechanism for railway vehicles, said member comprising a pocket on its forward side having a pair of vertical forwardly diverging surfaces for wedging engagement with an associated buffer plate member, a transversely extending rear wall, a pair of spaced rearwardly extending guide lugs adjacent the lateral extremities of said rear wall, said member having a pair of elongated slots at the sides thereof for slidably receiving associated stop means for engaging the rearward ends of 13 said slots to limit movement of said member forwardly of the mechanism.

22. A buffer mechanism for railway vehicles comprising a housing member, a follower member extending into said housing member and being movable relative thereto, resilient means interposed between said members for opposing movement of said follower member toward said housing member, said follower member having on its forward side a pair of vertical angularly disposed faces, and a bufier plate member movable relative to said follower member, said plate member having on its rearward side a pair of faces complementary to and in engagement with said first-named faces, said plate member having on its forward side a bufiing portion for engagement with the buffer plate of an opposing buffer mechanism.

23. A buifer mechanism for railway vehicles comprising a housing member, a follower member extending into said housing member and being movable relative thereto, spring means interposed between said members for opposing movement of said follower member toward said housing member, means for maintaining said follower member in assembled relationship with said housing member, a buffer plate member carried by said follower member and being movable transversely relative to said follower member, and means for maintaining said plate member in assembled relationship with said follower member.

WILLIAM J. METZGER.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 677,272 Ritter June 25, 1901 1,934,761 Coutant NOV. 14, 1933 2,276,167 Dalton Mar. 10, 1942