US2951598A

US2951598A - Buffer mechanism for railway vehicles

Info

Publication number: US2951598A
Application number: US705213A
Authority: US
Inventors: William J Metzger
Original assignee: National Malleable and Steel Castings Co
Current assignee: National Malleable and Steel Castings Co
Priority date: 1957-12-26
Filing date: 1957-12-26
Publication date: 1960-09-06
Anticipated expiration: 1977-09-06

Description

Sept. 6, 1960 w. J. METZGER BUFFER MEcHANI'sM FOR RAILWAY VEHICLES 4 Sheets-Sheet 1 Filed Dec. 26, 1957 \IF 1H.

INVENTOR.

M U m m M v M Sept. 6, 1960 w. J. METZGER BUFFER MECHANISM FOR RAILWAY vamcu-zs 4 Sheets-Sheet 2 Filed Dec. 26, 1957 INVENTOR.

7 A z W M w M 4 Sept. 6, 1960 w. J. METZGER BUFFER MECHANISM FOR RAILWAY VEHICLES Filed Dec.' 26, 1957 4 Sheets-Sheet 3 INVEN TOR. W/LL/AM I M7Z65 4 TTJ/WVEI Sept. 6, 1960 w. J. METZGER BUFFER MECHANISM FOR RAILWAY vsmcuzs 4 Sheets-Sheet 4 Filed Dec. 26, 1957 INVENTOR.

W/ZZ MM 1/1/0745? BY flffflK/Yf) Patented Sept. d, li ht) ice BUFFER MECHANHSM FOR RAILWAY VEHICLES:

William I. Metzger, East tileveland, Ohio, assignor to National Malleabie and Steel (Iastings Company, Cleveland, Ohio, a corporation of Ohio Filed Dec. 26, 1957, Ser. No. 705,213

20 Claims. (Cl. 213-221) This invention relates to shock absorbing devices with special reference to buffer mechanism employed to cushion forces between railway vehicles or the like, and is directed to improvements in vestibule type buffer mechanism which will not only cushion generally longitudinal forces between the ends of railway vehicles but will also automatically return the ends of laterally displaced vehicles to a substantially aligned position.

V-fhile present day passenger and freight diesel and similar type locomotive units are equipped with vestibule type buffers in various forms, these butters are generally of no value to assist in aligning the vehicles and function only to support the vestibule diaphragm and to provide an adjustable passageway between units of a train.

When two or more diesel units are operated in tandem, the coupled ends of the units often jackknife during pushing or braking operations on curved track and crossovers. These units tend to remain jackknifed after they reach straight track, thus resulting in excessive wheel flange wear and possible derailment.

In United States Patent No. 2,652,159, issued to William l. Metzger, a buffer mechanism is disclosed adapted for use on vehicles not equipped with a vestibule butter and embodying an alignment control device which alleviates this undesirable jackknifing condition.

The present invention provides improvements in the general type of buffer mechanism disclosed in the aforementioned patent and in addition embodies means for supporting the vestibule buffer of the associated railway car.

Accordingly, this invention has for a general objective, the provision of an improved buffer mechanism which embodies an alignment control feature.

Another object of this invention is the provision of a vestibule-type buffer mechanism which in conjunction with a similar opposing buffer mechanism acts to resist relative lateral displacement of the vestibule buffers while allowing the necessary lateral displacement to enable the vehicles to negotiate curves and cross-overs without jackknifing.

A further object of this invention is to provide a vestibule-type buffer mechanism having means for subjecting the cushioning unit to a preliminary compression.

Another object of this invention is to provide a buffer mechanism which permits free angular displacement of the buffer face while passing around curves or over cross-overs.

A still further object of this invention is to provide a buffer mechanism which minimizes the angular displacement of the cushioning unit during passage of the associated railway vehicle around curves or cross-overs.

A more specific object of this invention is to provide a buffer mechanism having a concave seat positioned substantially on the longitudinal center line thereof and adapted to receive a semi-cylindrical projection on the rearward side of the buffer face to provide radial angling of the buffer face with respect to the cushioning unit of the buffer while passing around curves or cross-overs.

A still further object of this invention is to provide a vestibule-type bufier mechanism embodying an alignment control feature and having an associated vestibule diaphragm supporting member which stays aligned with the end of the associated vehicle, even though the buffer face on the buffer mechanism has considerable lateral displacement with respect to the vehicle.

A more specific object of this invention is to provide a vestibule-type buffer mechanism embodying an alignment control device and having a vestibule diaphragm supporting member mounted thereon for sliding engagement therewith for maintaining the support member in a substantially longitudinally aligned position with respect to the end of the associated car.

Other objects and advantages of this invention will be apparent from the following description taken in con junction with the drawings, in which:

Fig. 1 is a plan view partly in section of the improved butter mechanism applied to the end of a railway vehicle.

Fig. 2 is a vertical sectional view taken along line Z2 of Pig. 1.

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

Fig. 4 is a fragmentary vertical sectional view taken along line 4-4 of Fig. 1.

Fig. 5 is a horizontal sectional view of a pair of engaged buffers of the construction shown in Figs. 1-4, the buffer faces being shown in their maximum angled positions and without relative lateral displacement.

Fig. 6 is a horizontal sectional view of a pair of engaged buffers of the construction shown in Figs. 1-5, the

buffers being shown in the positions assumed upon relative lateral displacement but non-angular longitudinal alignment of their associated railway vehicles.

Fig. 7 is a partial plan view of buffer mechanism disposed in similarly displaced positions as the buffer mechanism shown in Fig. 6, the vestibule diaphragm supporting member on the fully-illustrated buffer being shown retained from lateral displacement by a pair of centering bar guides.

Fig. 8 is a fragmentary vertical sectional view taken along line 88 of Fig. 7.

This invention, in its broad aspects, consists of an improved buffer mechanism and the vestibule buffer system in which it is included, the latter advantageously including also a vestibule diaphragm support limited to angling and reciprocal movements along a straight-line path parallel to the lengthwise direction of the railway vehicle on which the buffer system is supported.

The buffer mechanism herein described comprises a housing, a follower member, an alignment member, and a buffer face plate occuring, in the order named, along a longitudinal axis of the mechanism. Such axis in operation is parallel to the lengthwise direction of a vehicle carrying the buffer system. One of the members is constructed with a tapered or wedge-like portion facing generally in the lengthwise direction of the mechanism. Such portion, when wedge-shaped, is formed by two surfaces meeting in a central ridge. The other member has a re-entrant portion generally complementary to the tapered or wedge-like portion and is normally in substantially full engagement therewith. The members are relatively movable in opposite directions laterally with respect to the longitudinal axis to separate them in an axial direction as the result of the carnrning action that occurs between the wedge or tapered portion and the re-entrant portion. The mechanism further comprises resilient means for urging the members together, and means including resilient means for connecting the face plate with the alignment member in relatively tiltable relationship with respect to an axis extending transversely to the longitudinal axis. The latter resilient means is arranged to urge the face plate into a predetermined, ordinarily parallel alignment with respect to that of the alignment member.

In a preferred embodiment, such as hereinafter described, the components of the mechanism consisting of the housing, the follower member, the alignment member, and the bufier face plate, each may have top and bottom walls in telescoping relation with those of the adjacent component. The preferred embodiment may also include bearing structure provided on opposed faces of the alignment member and the face plate to provide a pivot joint therebetween having a predetermined axis. In such an embodiment, the buffer system includes also guide means for the vestibule diaphragm support and means for connecting the diaphragm support with the buffer mechanism whereby the support may undergo reciprocal movements along an ambit parallel to the lengthwise direction of the carrier-vehicle during which the support may also pivot to face in different horizontal directions, while simultaneously, the buifer mechanism executes swinging and/ or angling movements wherein the buffer face plate may swing laterally horizontally out of normal axial alignment and face in a different direction than the vestibule diaphragm support.

Referring to the drawings, and in particular to Figs. 1, 2 and 3, there is shown, in dot-dash, the end portion of a railway vehicle to which is suitably secured the housing member 12 of the buffer. Below the buffer is mounted the usual car coupler 14 (also shown in dotdash). It will be observed that the method of mounting and supporting the car coupler on the car has not been illustrated. This may be accomplished in any conventional manner.

Housing member 12 comprises spaced horizontal top and bottom walls 16, spaced vertical side walls 18, and vertical end wall 20. Positioned a predetermined distance inwardly from each of the side walls 18 are spaced vertical interior walls 22 which merge with the top, bottom and end walls of the housing, thereby forming pocket 24. A follower 26 formed with spaced horizontal top and bottom walls 28, spaced vertical side walls 30, and a transversely extending rear wall 32, is received between the walls of pocket 24 and is supported on bottom wall 16 of the housing 12. Replaceable wear plates 1611 are mounted on the upper side of bottom wall 16 of the housing and provide a sliding engagement between the housing and the follower upon inward movement of the latter.

The forward movement of follower 26 is limited by a pair of stops in the form of retainer bolts 34 which are secured to top and bottom walls 16 of housing 12. Bolts 34 are received in longitudinally extending slots 36 in follower 26 and are adapted .to engage the rearward ends of the slots when the follower is in its forwardmost position as seen in Fig. l. The forward side of follower 26 is formed with a recess or pocket having a pair of walls 38 which diverge forwardly from the longitudinal center line of the buifer and merge with walls 30 at the forward ends thereof. Secured to the forward sides of walls 33 are wear plates 40. Reinforcing walls 38 are vertical ribs 42.

Rearward movement of follower 26 is limited by spaced guide lugs 44 which extend rearwardly from rear wall 32 of the follower and are adapted to engage shoulders 46 on rear wall 20 of housing 12. In this connection, slots 36 are of sufficient length that the forward ends 48 thereof will not engage bolts 34.

The cushioning unit for the buffer comprises a series of rubber pads 50, preferably of the type disclosed in United States Patent No. 2,686,667 issued to Donald Willison and Hubert L. Spence. These pads are contained in pocket 24 and are disposed between the end sill 10 of the vehicle and the rear wall 32 of follower 26. The pads are held under an initial compression, y

wardly from the wall 56 is a wedge shape projection 64 comprising rearwardly converging vertical walls 68 which are disposed at the same angle with respect to each other as walls 38 on follower 26. The rear surfaces of the walls 68 meet in a central vertical ridge 69. Walls 68 are provided with wear plates 70 which engage wear plates 40 on the follower when the wedge member 54 is in its central position. A guide and stop lug 72 extends rearwardly from the ridge 69 and is received in a transverse recess 74 in walls 38. Thus, as wedge member 54 moves laterally in service relative to follower 26, the lug 72 is adapted to contact the end surfaces 76 of recess 74. Ribs 42 are cut away to allow sufficient lateral clearance for lug 72.

In accordance with the invention, a pocket 78, formed primarily by a semi-cylindrical bearing surface 80, is provided on the forward side of the walls 68 substantially centrally of their junction. As Figs. 1 and 2 indicate, the axis of revolution (or axis for the generatrix) of the surface 80 is disposed forwardly of, and generally parallel to, the length of the ridge 69. Webs 82 reinforce the wall of the pocket 78. The purpose of the bearing surface 80 will be set forth in a later portion of this description.

Member 54 is resiliently tied to the end sill 10 of the vehicle by means .of springs 84 and stem members 86. Follower 26 has lateral wings 88 which extend from the juncture of walls 30 and 38 and are provided with openings 90 through which stem members 86 extend. A flange 91 is provided on the rearward side of each wing 88 to guide stem members 86. The rear wall 26 of the housing 12 is also provided with openings 92 through which members 86 extend. Portions of wall 20 adjacent openings 92 are thickened as at 93 to provide increased guiding surfaces for members 86.

A pair of abutment collars 94 and 95 slidably mounted on member 86 are provided in each end of the springs to bear against the sill 10 and nut 96, respectively provided at the rearward end of member 86 for adjusting the compression of spring 84. The forward end of each member 86 extends through transverse openings 97 in rear wall 56 of alignment member 54. Roller means is mounted on the forward end of each of members 86 and comprises a cylindrical pin 98 having a roller head 99 on one end and a roller sleeve 1% which is welded to the other end of the pin. Roller head 99 and sleeve engage spaced, parallel shoulders 102 disposed on the forward side of wall 56 at either side of the opening 97 and are adapted to roll therealong as alignment member 54 moves transversely of the follower 26. It will be clear that in this manner alignment member 54 is effectively maintained in engagement with follower 26 and yet is permitted to move transversely thereof. By adjusting nuts 96, the force with which member 54 is urged against the follower 26 may be increased or decreased.

Any instrumentality acting in the longitudinal direction of the buffer mechanism to urge the alignment member 54 against the follower member 26 tends to restore these members to the compact centered relationship shown in Fig. 1. Guidance of these members into such relationship is elfected through sliding engagement of the wedgeshaped projection 64 of the alignment member 54 with one or the other of the walls 38 forming the wedgeshaped pocket of the follower 26. 7

As described in greater detail later in this descrip tion, the two assemblies, each assembly comprising a spring 84, a stem member 86, and associated elements for urging the two

members

26 and 54 together, function as resilient means for re-establishing centered relationship of the members when they are in out-of-centered relationship as shown in Fig. 6. During operation, as shown in Fig. 6, the two assemblies just described are assisted by other resilient means, namely: the cushioning unit pads 51 and the springs 121 under compression between the buffer face plate 104- and the alignment member 54, to restore coupled vehicles to a common longitudinal alignment.

In accordance with an important feature of the invention, a butfing plate is supported by the alignment member 54 in slidable relation with its bottom wall 60 and in resilient relation with its rear wall 56. The member 1&4 comprises a flat, transversely extending front butting wall 105, rearwardly extending side Walls 1%, and top and bottom walls 167. Formed on the rearward side of the wall 105 is 'a generally semi-cylindrical projection 1138 which is adapted to be received in a pocket 78 provided by the surface 81! of the alignment member 54. As Figs. 1 and 2 indicate, the axis of revolution (or axis for the generatrix) of the outer convex surface of the projection 1118 is disposed approximately in a plane containing, at the relaxed condition of the buffing mechanism shown, the ridge 69 and the aforementioned am's of revolution of the surface 811. A longitudinally movable plunger 1139 actuated by a spring 111 extends through the front wall 105 of the bufler plate member 104 and is provided to interlock the latter member with the buffer plate of a similar opposing buffer. The front face of the wall 1&5 is formed with a pocket 1-10 which is disposed laterally from plunger 1119 and which is adapted to receive the plunger of an opposing buffer plate. The longitudinal axis or" the plunger 109 and the pocket 11% are disposed the same distance laterally of the center line of the buffer so that when two opposing bufiers are engaged, the plunger of each will have considerable clearance adjacent the walls of its associated pocket as may be seen in Fig. 5. This clearance allows a certain amount of free movement of one buffer plate relative to the opposing butter plate to provide for normal relative lateral motion of the locomotive units while they are traversing straight track.

Formed in the front wall 105 adjacent the side walls 106 are spaced pockets 112. Each pocket 112 comprises rearwardly extending walls 114- and transverse rear wall 116.

Portions of the buffer plate 104, extending rearwardly of its wall 1%, are received in the chamber 62 of the alignment member 54. The buffer plate is resiliently connected to the latter by means of bolts 120 in combination with springs 121. Each bolt 12% comprises preferably a hexagon head 122 and a shank. Head 122 is received in one of pockets 112, which are also preferably hexagonal in transverse vertical cross-section, and seats on the bottom wall 116 of such pocket when the buffer is in the position shown in Fig. l. The shank of each bolt 124 extends through longitudinally aligned circular openings 115 and 124 in bottom wall 116 of pocket 1 12 and rear wall 56 of alignment member 54%, respectively, and has on its rearward end a nut 126 which serves to maintain the buffer plate and alignment members in assembled relationship with bolt 120. Recessed seats 12% are provided on the rear side of wall 56 adjacent openings 124 for positioning nuts 126.

A cotter pin 129 is inserted through the shank of each bolt 1213 and limits forward movement of the bolt relative to the buffer plate 194 and the rearward movement of the bolt relative to alignment member 54. It will be noted that pin 129 is so positioned that the head end of the bolt can never extend beyond the front surface of the buffer plate member. This limitation is necessary in order to prevent interference from occurring between the heads of the bolts and the opposing buffer plate member during relative lateral movement of the buffer plate members in service. The spring 121 is positioned on the rear side of wall of the buffer plate member by the rearwardly extending walls 114 of pocket 112. The outer sides of these walls form a sort of boss around which the forward end of the spring seats. A boss 123a positions the rearward end of each spring on the forward side of wall 56 of the alignment member. By adjusting nuts 126, the effective length of the bolts and consequently the expansive movement of the springs 121 may be increased or decreased.

Shoulders 130 provided by the front wall 105 of each bulfer plate member for engagement with the forward ends of side walls 58 of the associated alignment member, limit the extent of radial angling of the former member relative to the latter member (Fig. 5) when projection 168 is positioned in pocket or seat 78. It will be noted from Fig. 1 that material lateral movement of buffer plate member 104 relative to alignment member 54 is impossible because of the positive overlapping relationship existing between the side walls of these members. Bolts 120 maintain this relationship.

Extending upwardly (see Figs. 2 and 3) from the upper wall 107 of the buffer plate member 104 is a vertical transverse integral upward continuation of the wall 11 5 which supports two vertically spaced flanges 131 and 132 projecting perpendicularly and generally horizontally from the rearward side of the front wall 105. The spacing of the two flanges provides a transversely extending slot 133.

Positioned above the buffer mechanism and resting thereon is a vestibule diaphragm supporting member 134 adapted for supporting a collapsible diaphragm of the type conventionally used to form a passageway between adjacent cars. Member 134 comprises a transverse hori zontal plate member 136 on top of which is mounted a pair of spaced upstanding bracket members 138. Memhers 138 may be formed integral with plate member 136 or may be fastened thereto by means of welding or any other method and may be of any suitable design. A U- shaped buffer face plate 140 (shown in dot-dash), which supports one end of a diaphragm (not shown), is attached to the bracket members 133 for engagement with the face plate of the diaphragm on the opposing buffer mechanism. Projecting downwardly from the underside of plate member 136 is transversely extending guide lug 142. As will be seen in Figs. 2 and 3, lug 142 is L-shaped in longitudinal vertical cross-section to provide a tongue 143 disposed within the slot or groove 133 and in engagement with the top surface of underlying shelf 132-. The resulting tongue-groove relationship precludes vertical movement of member 134 relative to buffer plate member 104.

Disposed rearwardly of the lug 142 are spaced retainer blocks 144 (Figs. 2 and 3). Each of the blocks 14 4 is disposed a predetermined distance laterally of the longitudinal center line of the buffer mechanism and is attached by means such as the bolt shown to the rearward end of the shelf 132. The heads of any such bolts are recessed in the front face of bufiing plate member 104 as at 146. Blocks 144 comprise a head portion 1 7 and a body portion 148. The head portion of the block engages the underside of plate member 136 and aids in supporting member 134 on buffer plate member 104. it will be observed that While blocks 144 prohibit relative longitudinal movement between the support member 134 and the buffing plate member 104, they permit relative lateral movement between these members.

Integral with the rearward end portions of plate member 1216 and extending downwardly from the underside thereof are'spaced centering bar seats 1511 (Figs. 1, 2 and 3). Each seat 151 comprises side Walls 152, arcuate forward wall 153 and bottom wall 154 forming therebetween a pocket for receiving the semi-circular forward end of a centering bar 155. Plate member 136, the for- Ward ends of the centering bars 155, and the bottom walls 154 of seats 150 have aligned vertical openings therethrough for receiving pins 156 for attaching the centering bars to the seats. Each pin 156 has a head 157 which is recessed in plate member 136. Vestibule foot plate 149 (shown in dot-dash) maintains the pin in position. From Figs. 1 and 7 it will be noted that the side walls 152 of each seat 150 diverge slightly outwardly from the longitudinal center line of the centering bar as they extend rearwardly' to allow limited angling of the plate member 136 with respect to the centering bars. It will be observed from Figs. 2 and 3 that the seats 150 rest on the top surface of top wall 28 of follower member 26 and aid in supporting the member 134.

As additional guide structure for controlling transverse relative movement of the diaphragm support 134 and the buffer plate 104, as best seen in Fig. 7, guide walls 158 are provided which extend laterally from both sides of the forward end of each of seats 150. The walls 158 merge with the forward wall 153 of each seat 150' and the underside of'plate member 136. The outer ends 158a of each of guide walls 158 (see Fig. I) extend a considerable distance laterally beyond the corresponding ends of the opposed retainer blocks 144 when the buffer is in an aligned position. Thus, as the buifer plate 104 moves laterally in service, the retainer blocks 144 engage the Walls 158.

In view of the foregoing, a bufiing force applied to the buffing plate member 104, thereby moving it rearwardly, imparts rearward movement to the support member 134 by means of the retainer blocks 144 abutting against guide walls 158 on the support member 134. The groove 133 containing the tongue 143 of the lug 142 has sufficient depth so that the forward end of the tongue does not engage the bottom or forward end of the slot. In this way the lug 142 is not subjected to any strain during buffing operations and operates merely as a means to prevent vertical movement of support member 134 and to help guide the lateral movement of the buffing plate member relative to the support member.

Mounted on the top wall 16 of housing member 12 are spaced centering bar housings 16f (Figs. 3 and 7) for receiving the rearward ends of the centering bars 155. Each housing 1613 comprises side walls 162 and top wall 163. The rearward end of the housing is sealed by end sill 52 of the car. The housings are preferably rectangular in transverse vertical cross-section and it will be noted from Figs. 3, 4 and 7 that the centering bars 155 can angle both vertically and laterally only a very limited amount with respect to their housings 160.

The operation of the buffer is as follows: It will be noted in Fig. 1 that the front face of the buffing plate member 112 4 is positioned a substantial distance forwardly of the coupling line of coupler 14 when the buffer is free. Accordingly, as two locomotive units embodying the aforedesoribed buffing units are coupled, the buffer plate members 104 will move rearwardly against the expansive force of associated springs 121 and 111 until the front faces of the buffing plates are disposed on the coupling line of the couplers and each projection 108 on the rearward side of each buffer plate engages the adjacent semi-circular bearing surface 80' of the associated alignment member. Preferably, the member 104 is disposed forwardly of the coupling line an amount at least equal to the travel in draft of the draft gear associated with coupler 14. This arrangement ensures that, regardless of the amount of separation of the locomotive units in draft, the opposed buffer face surfaces will remain in contact.

'Fig. illustrates the angled positions assumed by opposed bulfers as their associated coupled locomotive units A and B (shown in fragmentary ghost outline), pass around a curve or cross-over in ordinary pulling service. It is noteworthy that projection 108 of each bufier plate member 104 remains in engagement with bearing surface 80 on the associated alignment member 54 and permits facile resilient angling of the buffer plate member with respect to the alignment member. As the locomotive units initially enter the curved portion of the track, only the buffing plate members 104 angle with respect to the end sills 52 of the cars while the alignment members 54 remain disposed in transverse planes which are substantially parallel to the end sills of their respective cars. his initial angling of the buffer plate members is opposed by the springs 121 of the opposed bufling units. The relative angling of the buffer plate members with respect to the alignment members of both units continues until one of the shoulders 130 on each bufling plate member engages the forward end of one of the side walls 58 of respective adjacent alignment members, thereby precluding further angling of the bufier plate members with respect to the associated alignment members.

However, as the ends 10 of the locomotive units assume greater angulan'ty in alignment with one another, during further movement along the curve, the follower members 26 swivel about one' of their retaining pins 34,

. thereby providing for additional angling of the buffer plate members 104 and causing compression of the rubber pads 50 of the main cushioning units, which oppose any rearward or pivotal movement of the followers 26. It will be noted that only one side of each group of pads is substantially compressed and that the angling of followers 26 with respect to the end sills 52 of their respective cars is limited by the engagement between one of the stop lugs 44 of the followers and stops 46 of the walls 22.

During the aforementioned angling, each alignment member 54 remains centrally seated in the pocket of its associated follower member with the wear plates on the opposing members in engagement and with surface contact maintained between the faces of the opposed buffer plate members.

1n the event of greater angling than that just described, the follower 26 is provided with wings 88 which are inclined rearwardly at an angle with respect to the adjacent transverse portions of the wall 56 of the alignment member 54 whereby, in the event of severe angling, the alignment member may tilt with respect to the follower 26 about a fulcrum provided by the edge formed on the follower at the juncture of either wing 88 and the adjacent follower wall 38.

Any angling of the alignment member with respect to the sill 52 causes movement of one stem 86 forwardly with respect to the sill 52 with compression of the associated spring 84 and movement of the other stem 86 rearwardly accompanied by expansion of its associated spring 84.

It will be understood that if the force required to compress the rubber pads of the cushioning unit during assembly of the buffer mechanism is great enough, relative angling between each aligning wedge member 54 and the associated follower member 26 will occur before any angling of the follower 26 with respect to end sill 52 occurs. In the buffer mechanism of this invention, the cushioning unit has sufficient compressive strength or resistance to achieve this result in order that the rubber pads of the cushioning unit may be subjected to less wear.

Fig. 6 illustrates the functioning of the buffers during lateral displacement of the locomotive units, as may occur during dynamic braking and pushing operations on curved track or cross-overs, in which the ends of the units are urged together. The position shown is that at which the units may be assumed to have entered straight track and before they have been aligned by the buffers.

As the units intially enter the curved track and the coupled ends thereof begin to displace laterally relative to each other, transverse sliding occurs between the engaged front faces of the buffer plate members 104.

Each alignment wedge member 54, however, is main-v 9 tained in centered relation with respect to the associated follower 26 by resistance preventing relative lateral displacement by the re-entrant relation of walls of both members in conjunction with the action of the springs 84.

As each plunger 109 moves transversely from its centered position with respect to the side walls of its associated pocket during the aforementioned transverse sliding, each buffer plate member angles on the hinge provided by the surface 8% and the projection 108 until one of the shoulders 130 on the forward wall 105 of the buffer plate member engages the for-ward end of one of side walls 58 of the associated alignment member 54.

Relative transverse sliding between the front faces of buffing members 104 continues until each plunger 109 moves into engagement with the outer side wall of its associated pocket 119. Thereafter no further lateral displacement between the bufiing plate members can occur but as the ends of the locomotive units continue to be displaced laterally as they travel along the curve, the alignment members 54 will be moved out of the centralized position they have previously maintained with respect to their associated followers 26. This latter displacement is caused by the force exerted by each projectino 108 on each buffer plate member against one side of the associated concave seat 78 on the alignment member, in conjunction with the force exerted by one of side walls 106 of the buffing member against the inner surface of one of side walls 58 of the alignment member. Shear forces are suflicient to overcome the combination of springs 84 and sloping walls 68 which act to maintain the alignment member 54 in centered relationship with respect to the follower member. This displacement causes a sliding contact to occur between one set of the wear plates 70 on the alignment member 54 and the opposing set of wear plates 40 on the follower member 26. It will be observed that only one pair of the sets of the initially engaged wear plates remain in contact during this movement while the other pair is separated. As relative sliding continues between the pair of opposed sets of wear plates, the wedging action thus produced urges the followers 26 of each buffer mechanism inwardly thereby compressing the rubber pads of the main cushioning unit. The compression of pads 50 increases as lateral displacement of the aligning members 54 relative to the follower members 26 progresses and is a strong force working through the buffer mechanisms for urging the associated ends of the locomotives or other train units back into alignment. The longitudinal force exerted by the locomotive units against the engaged wear plates, in addition to various aligning forces exerted by the springs and cushion units, will cause the realignment of the connected buffing mechanisms from the positions shown in Fig. 6 back to the centered position after the train units reach the straight track.

If desired, the engaging surfaces of plates 4% and 70 may be lubricated, but this is not necessary for the proper functioning of the mechanism.

It should be noted that if 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 the free lateral displacement allowed by plungers 169 and pockets 110 Another noteworthy feature is that the rubber pads 50 of each of the cushioning units are compressed less than otherwise as the result of angling which may be absorbed by angling of the buffer plate member 104 with respect to alignment member 54. Relative angling of these members assures that engaged faces of the buffer plates remain in contact.

During lateral displacement of the opposed buffer plate and alignment members, as seen in Fig. 6, each vestibule support member 134 which is partially supported on the associated bufier plate member must be maintained in a substantially aligned position with respect to the longitudinal center line of the associated locomotive unit. The

reason for this is because each vestibule support member supports a vestibule buffer (not shown) and the conventional diaphragm usually attached thereto (also not shown), consisting ordinarily of rubber and canvas ar ranged in folds for allowing the vestibule buffer assembly to have limited relative motion, so as to adjust to the motion of the vehicle.

Fig. 7, which shows the buffer mechanism in exactly the same poistion as Fig. 6, illustrates the manner in which the support member 134- may be supported in a variety of facial alignments without substantial lateral displacement with respect to the longitudinal center line of the associated locomotive unit. To obtain this pattern of movement, the centering bar guides 155, attached by ins 156 to the vestibule support member 134, reciprocate in the longitudinal direction of the locomotive or train unit through an ambit defined by the inner side surfaces of the housing 160 in response to reciprocal force applied thereto by the buffer member 104. However, because of the transversely slidable connection between

members

134 and 104, the member 134, in reciprocating with the member 164, executes longitudinal and angular movements, as does the member 164, but substantially none of the lateral movement of the mem her 104.

For freedom of movement of the vestibule diaphragm supporting member 134, the top wall of housing 12 has been recessed as at 161; at both ends of its forward face to permit inward movement of the centering bar seats 151 with respect to top wall 16. However, lateral movement of the support member 134 is prevented by the engagement of the centering bars with the inner surfaces of side walls 162 of housings 169. Support member 134- can angle with respect to end sill 52 of the locomotive unit because of the pinned relationship existing between the centering bars and the support member 134 and it will be noted that this latter angling is limited by the engagement of the forward portions of the centering bars with the flared side walls .152 of the centering bar seats 15%. The side walls 152 have been flared sufficiently to enable the support member 134 to angle with the buffer plate member 164, to which it is attached, without obstruction during movement of coupled locomotive units around minimum curves and cross-overs.

Since each buffer plate member 10 is displaced laterally from its centered position with respect to the end of the associated locomotive unit without lateral displacement of the support member 134 relative to the center line of the unit, it will be apparent that the former member has slid transversely of the latter. As seen in Fig. 8, lugs 142 and retainer blocks 144 guide the buffer plate member during this tranverse movement. Fig. 7, which represents the maximum displacement of the buffer mechanism which will occur in service indicates that a substantial passageway still exists between the diaphragm face plate brackets 133 on the opposed support member 134. It will be apparent that a diaphragm attached to the pair of brackets 138 at one end and to the body end of the locomotive unit at the other, will be subject to practically no lateral displacement with respect to the associated locomotive unit. Accordingly, the diaphragm will not be damaged during relative lateral movement between the coupled units.

An important feature of the invention is that the buffer mechanism may be disassembled from the end of the locomotive unit without disturbing the vestibule support member 134i and associated vestibule. Referring to Figs. 1 and 3, it is obvious that retainer blocks 144 may be detached from the buffer plate member 104 by removing bolts 145. Next, removal of the nuts W from the stem members 86 permits withdrawal of alignment member 54 with the buffer plate member 194- attached thereto from engagement with the follower 2'5. Withdrawal of the follower 26 is accomplished by removing retainer bolt 34 which maintain the follower in assembled relationship with hous- 'ing 12. After removal of the follower 26, the rubber pads 50 of the main cushioning unit may be taken out.

With the buffer mechanism removed, the vestibule diaphragm supporting member 134 will be supported solely by the centering bars 155. It can be understood from Figs. 3 and 4 that each centering bar will engage the inner side of top wall 163 of its associated housing 160, and the upper side of wall 16 of housing 12, thereby preventing any substantial downward movement of the vestibule diaphragm supporting member 134, and the associated vestibule frame or buffer (not shown).

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

What is claimed it:

1. A buffer mechanism-for railway vehicles comprising: a housing; a follower member; an alignment member; and a buffer face plate, occurring in the order named, along a longitudinal axis of the mechanism; cushioning means positioned between the housing and .the follower member for opposing movement of the follower member toward the housing; means for supporting the follower member in engagement with the cushioning means and in reciprocable relation with the housing; a generally tapering portion on one of said members of which the angle between its converging face surfaces is approximately bisected by said longitudinal axis at the relaxed condition of the mechanism, said tapering portion facing lengthwise of said axis and, in said relaxed condition, in opposed centered relation with a complementary re-entrant portion of the other member; said members being relatively movable in a direction laterally with respect to said axis through sliding of one of said portions over the other to displace the members relative to each other in a direction lengthwise of the axis; resilient means for urging the members into compact centered relationship; and a second resilient means for connecting said face plate with the alignment member in relatively tiltable relationship with respect to an axis extending transversely to said longitudinal axis; said second resilient means being arranged for urging the face plate into a predetermined alignment with respect to the alignment member.

2. A buffer mechanism for railway vehicles comprising a housing; a follower member; an alignment member; and a buffer face plate, occurring in the order named, along a longitudinal axis of the mechanism; cushioning means positioned between the housing and the follower member for opposing movement of the follower member toward the housing; means for supporting the follower member in engagement with the cushion and in reciprocable and pivotable relation with the casing; a generally wedge-like portion on one of said members comprising face surfaces forming an angle which is approximately bisected by said axis and meeting in a central ridge, said portion facing generally lengthwise of said axis and being disposed normally in opposed relation with a complementary re-entrant portion of the other member; said members being relatively movable in opposite directions laterally with respect to said axis through sliding of one of said portions over the other to displace the members relative to each other in a direction lengthwise of the axis; resilient means for urging the members toward each other; and a second resilient means for connecting said face plate with the alignment member in relatively tiltable relationship with respect to an axis extending transversely to said longitudinal axis, said second resilient means being arranged for urging the face plate into an alignment generally parallel with that of the alignment member.

3. The buffer mechanism of claim 2 wherein: said means for connecting the face plate and the alignment 12 V V i member includes pivotal means disposed therebetween providing relative pivotal movement of the face plate with the alignment member with respect toan axis generally parallel to the length of said ridge.

4. The buffer mechanism of claim 2 comprising means in addition to said second resilient means for connecting the face plate and the alignment member comprising potentially engageable bearing surfaces on the rear side of the face plate and the front side of the alignment member aligned to provide a pivotal joint between said plate and member having an axis generally parallel to the length of said ridge.

5. The buffer mechanism of claim 2 wherein: the group of components comprising the housing, the follower member, the alignment member, and the buffer face plate have parallel upper and lower walls adapting said components to be arranged in series telescoping relationship.

6. The bulfer mechanism of claim 2 comprising: means for connecting the follower member to the housing placing said cushioning means under compression in' normal nonangled alignment of the mechanism; the connecting means comprising a pair of pivot elements spaced on opposite sides of said longiutdinal axis; the lengthwise direction of said elements being parallel to the length of the ridge;

said follower member and the housing providing a slipconnection with both pivot elements alternately allowing rearward movement of, or pivoting about, either element, said member relative to the housing to place a portion of the cushioning means at one side of the longitudinal axis under a greater degree of compression than a portion at the other side.

7. The buffer mechanism of claim 2 wherein: said resilient means for urging the members together comprises: a pair of spaced stem members extending lengthwise of said mechanism from bearing contact with forwardly facing surface of the alignment member rearwardly through slots in'the member elongated in a direction transversely to the length of said ridge and through said housing; the housing having guide surfaces for limiting the stem members to longitudinal movement; and spring means for urging the stem members rearwardly; the alignment member being movable relative to stem members in a direction transversely to said longitudinal axis within a range within the length of said slots.

8. The buffer mechanism of claim -2 wherein: the wedge-like portion is a central rearwardly-projecting part of the alignment member and the follower member provides the mating re-entrant portion; said member having wings extending rearwardly and laterally outwardly from both lateral extremities of the re-entrant portion at an angle with forwardly adjacent surfaces of the alignment member to allow thealignment member to tilt relative to the follower member through said angle about a fulcrum at the junction of either wing and the re-entrant portion.

9. The buffer mechanism of claim 4 wherein: one of said bearing surfaces is arcuate and concave and the bearing surface on the opposed plate or member cooperating therewith is convexly complementary to the concave surface and of less arcuate length to allow pivotal movement of said face plate relative to the alignment member.

10. The buffer mechanism of claim 9 wherein: the alignment member comprises said wedge-like portion facing centrally rearwardly, and said concave bearing surface facing forwardly with its axis of revolution disposed forwardly of, and generally parallel to, the length of said ridge; and the convex bearing surface is carried by the face plate with its axis of revolution disposed approximately in a plane containing said ridge and said axis of the concave surface.

11. The buifer mechanism of claim 10 wherein: the follower member is pivotable with respect to an axis parallel to said ridge.

12. The buffer mechanism of claim 11, wherein: said means for connecting the face plate and the alignment member includes pivotal means disposed therebetween 13 having an axis extending parallel to the length of the ridge and adjacent said longitudinal axis.

13. The buffer mechanism of claim 6 wherein: the spring means comprise compression coil springs encircling portions of the stem members rearwardly of the housing.

14. In a buffer system for railway vehicles having a vestibule diaphragm support, guide means for limiting the movement of the support to a direction lengthwise of an associated vehicle, and a buffer mechanism; said mechanism comprising: a housing, a follower member; an alignment member; and a buffer face plate occurring in the order named, along a longitudinal axis of the mechanism; cushioning means positioned between the housing and the follower member for opposing movement of the follower member toward the housing; means for supporting the follower member in engagement with the cushioning means and in reciprocal relation with relation to the housing; a generally tapering portion on one of said members of which the angle between its converging face surface is approximately bisected by said longitudinal axis at the relaxed condition of the mechanism, said tapering portion facing lengthwise of said axis and, in said relaxed condition, in opposed centered relation with a complementary re-entrant portion of the other member; said members being relatively movable in a direction lateral with respect to said axis through sliding of one of said portions of the other to dispose the members relative to each other in a direction lengthwise of the axis; resilient means for urging the members into compact centered relationship; a second resilient means for connecting said face plate with the alignment member in relatively tiltable relationship with respect to another axis extending transversely to said longitudinal axis; said second resilient means being arranged for urging the face plate into a predetermined alignment with respect to the alignment member; the diaphragm support being normally supported centrally over the mechanism for movement in a direction parallel to said longitudinal axis; and means for connecting the diaphragm support to the buffer face plate in relatively transversely movable relation with each other comprising: interengaging guide surfaces on the support and the face plate which overlap widthwise in a direction parallel to said longitudinal axis, overlap lengthwise in a direction transverse to both of said axes, and overlap in a direction parallel to said other axis.

15. The buffer system of claim 14, wherein: said guide surfaces are provided by a tongue-and-groove joint extending transversely to said longitudinal axis comprising a tongue of L-shaped cross-section and a groove of generally complementary cross-section.

16. A buffer system for railway vehicles having a vestibule diaphragm support, guide means for limiting movement of the diaphragm support to a direction lengthwise of an associated vehicle, and buffer mechanism; said mechanism comprising; a housing; a follower member; an alignment member; and a buffer face plate occurring in the order named along a longitudinal axis of the mechanism; cushioning means positioned between the housing and the follower member for opposing movement of the follower member toward the housing; means for supporting the follower member in engagement with the cushioning means and in reciprocable and pivotable relation with the casing; a generally wedge-like portion on one of said members comprising surfaces forming an angle approximately bisected by said axis and meeting in a central ridge, said portion facing generally lengthwise of said axis and being disposed normally in opposed relation with a complementary re-entrant portion of the other member; said members being relatively movable in opposite directions laterally with respect to said axis through sliding of one of said portions over the other to separate the members in a direction lengthwise of the axis; resilient means for urging the members toward each other; and a second resilient means for connecting said face plate with the alignment member in relatively tiltable relationship with respect to an axis extending transversely to said longitudinal axis, said second resilient means being arranged for urging the face plate into an alignment generally parallel with that of the alignment member; said support being normally disposed centrally over said longitudinal axis in spaced relation with a longitudinal plane perpendicular to said ridge; and means for connecting said support and the face plate in transversely movable relation with each other comprising: interengaging guide surfaces on the support and the face plate which extend in their lengthwise directions perpendicularly to the length of said ridge and transversely to said longitudinal axis, said guide surfaces extending in their widewise directions normally to said plane at one point and longitudinally thereto at another point to interlock the face plate and the diaphragm support against relative movements in directions either parallel to said axis or parallel to the length of said ridge while allowing relative lateral movements.

17. The buffer mechanism of claim 16 wherein: the group of components comprising the housing, the follower member, the alignment member, and the buffer face plate each have an upper wall and a lower wall generally parallel to said plane; the upper and lower walls of one of each pair of adjacent components fitting in telescopic relation between the upper and lower walls of the other, said components being thereby connected in series telescoping relationship.

18. The buffer mechanism of claim 16 wherein: said guide means for the vestibule-diaphragm support comprises reciprocable means pivotably connected with said support, and guide surfaces in fixed relation with the housing and engaged sliding relation with said reciprocable means; said guide surfaces being arranged and aligned in the longitudinal direction of the mechanism to guide the reciprocable means in a direction parallel to said 1ongitudinal axis.

19. The buffer mechanism of claim 16 wherein: said guide means comprises an elongate member pivotally connected to said support, and the housing has guide surfaces defining an ambit for the elongate member relative to the housing parallel to said longitudinal axis, and the guide surfaces are spaced for receiving and aligning the elongate member with its length parallel to said axis.

20. The buffer system of claim 16 wherein the group of components comprising the housing, the follower member, the alignment member, and the buffer face plate each have an upper wall and a lower wall generally parallel to said plane adapting said components to be connected in series telescoping relationship; and means is provided for guiding said support in a direction parallel to said longitudinal axis comprising a pair of elongated chambers in said housing spaced transversely of said axis having opposite guide surfaces parallel to said axis and being open toward said face plate; and a pair of elongated members, each having parallel sides adapting it to fit between the guide surfaces of one of said chambers in freely-sliding contact therewith; said elongate members being parallel and reciprocably housed in said chambers and pivotally secured to the diaphragm support along separate axes perpendicular to said plane.

References Qited in the file of this patent UNITED STATES PATENTS 1,881,312 Glascodine Oct. 4, 1932 1,938,743 Duryea Dec. 12, 1933 2,652,159 Metzger Sept. 15, 1953