US3070043A

US3070043A - Snubber device

Info

Publication number: US3070043A
Application number: US63327A
Authority: US
Inventors: Harry L Decker
Original assignee: Pennsylvania Railroad Co
Current assignee: Pennsylvania Railroad Co
Priority date: 1960-10-18
Filing date: 1960-10-18
Publication date: 1962-12-25
Anticipated expiration: 1979-12-25

Description

Dec.. 25, 1962 H. DECKER 15176. E EE I3 13 g .141/ f g 10A E13/I 'mq 55j L Mill I 22:22:22

4 Sheets-Sheet 2 JN V EN TOR.

Dec. 25, 1962 H. L. DECKER SINUBBER DEVICE 4 Sheets-Sheet 3 Filed 0G15. 18, 1960 ZZ Il Dec. 25, 1962 H. L.. DECKER 3,070,043

SNUBBER DEVICE Filed 001;. 1S, 1960 4 Sheets-Sheet 4;

INVENTOR.

B @Jfl Arrow/VE V6.

3,070,043 Patented Dec. 2 5, 1962 3,070,043 SNUBBER DEVIQE Harry L. Decker, Malvern, Pa., assignorto'The Pennsyl- Vania Railroad Company, Philadelphia, Pa., a corporatien of Pennsylvania Filed (let. 18, 1969, Ser. No. 63,327 4 Claims. 4(Cl. '10S-.369)

rl'his invention relates to a snubber device for restraining or snubbing lading i.e., `articles and goods being transported, against sliding over the cariioor ontheir pallets or skids due to the severe impacts that are experienced in the ordinary handling of vfreightcarsand the like. The device is particularly suited for, and will be illustrated as used for, snubbing heavy steel coils on 1pallets being transported on freight cars, but may of course also be used for .snubbing other forms `of lading.

The snubber device of the `present invention, -in a preferred form, consists of a steel support housing securely fastened to the underframe -of the freight car and .extending upwardly, the top of the support housing being substantially level with the top of the tioor of `the car. The housing contains `a lading-strap friction-clampingdevice consisting of `steel interiitted `upper and lower arcuate members each lined with a frictionfabric, such `as a section of brake lining. The lading strap is-passed between the brake `linings yof the ,interitted ,upper and lower arcuate members and is clamped thereby. A strip of compressible resilient material, such as neoprene, is :placed under the lower arcuate member, i.e. between .thelower arcuate `member and ,its fixed support. The strip of neoprene, or other compressible resilient material is pro.- `:vided with holes of `substantial size to allow for the displacement of the material when compressed. The lading strap is clamped by the intertitted arcuate members by drawing down on two ,bolts which .are threaded `into the support housing. Whent-he `bolts are ,being drawn down, the downward ztravel of `the .upper arcuate `member is `limited by Contact with steel offset ledges in .the housing. When the bolts are drawn :down lto this limit, the compressible resilient material is under `substantial Icompression. For example, in a .typical ease, a .l/t neoprene pad is compressed to 1/s". The amount .of clamping is determined by the reaction of the `compressed neoprene under the lower arcuate member. The purpose of -the brake lining `is to increase the coefficient :of friction between the arcuate members and the lading strap, .thereby 4to provide increased snubber action .against the tendency of the pallet to skid -or slide on the car floor.

My invention will be clear from a `consideration of the following detailed description of a preferred embodi- -ment selected for illust-ration lin the `drawing in which:

FIG. 1 ris a -pl-an View of `a railroad freight car showing three steel coils `clamped -into position on `the iioor of the car, the dot-and-dash `representation indicating how four coils instead of three would be positioned;

FlG. 2 is a sectional rView along the line and in the direction ofthe arrows II-II in FIG. l;

FIG. 3 is a sectional view along the line and in the direction of the arrows Ill-JH in FIG. l;

FIG. 4 is a sectional view along the line and in the direction of the arrows lV.-IV in FIG. 1;

FIG. 5 is a plan view `of the snubber device along the line and `in the direction of the arrows V-'V in FIG. .4;

FIG. 6 is a `sectional view of the snubberdevice along the line and in the direction of the arrows VI-VI vin FIG. 4;

FIG. 7 is an exploded perspective view showing ,the elements of the snubbermechanism and housing;

FIG. 8 is a view similar to FIG. 7"but showing the topsinstead of the bottoms of the snubber elements;

FIG. 9 is a perspective view illustrating the iirst step of inserting therubber compression element in the housmg;

FIG. `l() is a view similar to FIG.9 but illustrating the second and third steps in which the lower arcuate elementis inserted on top of the-rubber compression element and the snubbing strap is `placed on top of the .lower arcuate element;

FIG. `11 is a perspective view on a smaller scale showing the fourth step of placing the upper arcuate element on top of the strap and bolting it down; .and

FIG. l2 is a View similar to FIG. l1 s'howingthe tifth step of placing the pallet carrying the steel coil over the Center of the housing and drawing thesnubbenstraps up into a position where they areready to be clipped together.

`In describing the preferred embodiment of the linvention illustrated in the drawing, specific terminology has been resorted to for the sake of clarity. However, it is not the intention to be 'limited to the specific 'terms so selected, and it is tobe understood that each speciticterm includes all technical equivalents which operate in a similar manner to accomplish a similar; purpose.

Referring first to FIG. "ll, this ligure shows a `heavy steel coil v10 secure-d to a pallet 12 by a pair .of 'binding straps 13, I4. Pallet 12 rests on the ,iioor 16 of a Afreight .ca r which, in accordance with my present invention,has a rectangular hole placed therein for receiving a steel support housing 24 supported v*bythe .underframe of the car. Into support housing 24, `the snubber rmechanism 20 is placed, the upper surface of mechanism 20 being substantially flush `with the car tioor 16. Passing through the snubber mechanism 20 isa `snubbertstrap 22 adapted to be placed around the steel coilltl or Iother-ladingto be secured.

In `FIG. 12, the pallet 12 holding steel coil 10 hasbeen pushed across iioor 16 `so that it is Anow centered over the snubber mechanism 20. Snubberstrap 22 is shown 'about tobe fastened around the pallet-mounted steel coil 10 in such position as to overlap the binding strap 14.

fFlG. L1 is a plan-view showing three -steel coils 19A, 10B and 10C mounted on pallets 12A, 12B and 12C `and bound by binding straps 13and 14 I(the latter Vnotbeing visible). Each of the pallet-mounted steel coils'is secured to the car `iioor 16 at a different position by one of the

snubber straps

22A, 22B, 22C `which pass through snubber mechanisms 20A, 20B, 20C and embrace the pallets and coils, overlying the binding straps 14.

The car iioor 16 is also .shown to be equipped ,with two additional snubber mechanisms 20D and 20E :in the locations shown in FIG. V1. These two snubber mechanisrns are not used .vt/ lien `a single coil, such as 1.06 is v fastened .to floor :16 in .the .Center position `shown in solid lines in FIG. `1 but are used when two :steel coils are fastened to the car door in the positionsshown in .FIG-1 by the dot-and-dash lines. In that case, the center snubber mechanism 20C, located under the axial center of coil C, is not used.

FIG. 2 is a sectional view along the line II-II of FIG. l in the direction of the arrows and shows the palletmounted coils 10A and 10B fastened by

snubber straps

22A and 22B to the snubber mechanism 20A and 26B located in the steel support housings 24A and 24B sunk into holes in the floor 16 of the freight car and fastened to and supported by

members

25, 26 of the underframe of the car.

FIG. 3 is a similar view taken along the line III-III of FIG. l looking in the direction of the arrows and shows the single coil 10C on pallet 12C secured by snubber strap 22C to the snubber mechanism 20C located in steel housing 24C sunk into a hole at the center of the car iloor 16 and supported by the center sill 27 of the car underframe. Since the center sill 27 is spaced below the car oor 16 by a greater distance than are the

members

25, 26 the support housing 24C is deeper than the support housings 24A, 24B.

FIG. 4 is a sectional view taken along the lines IV-IV of FIG. l looking in the direction of the arrows and shows in somewhat greater detail the snubber mechanism 20A mounted in support housing 24A sunk in floor 16 and secured to the underframe 25 of the car.

Referring now to FIGS. 7, 8, 9 and 10, the snubber mechanism 20 is shown to comprise an upper rigid member 28, preferably steel, having an arcuate convex undersurface, and a lower rigid arcuate member 29, also preferably steel, having a concave upper surface shaped to mate with the convex under-surface of the upper mem ber. The lower member is supported by an arcuate concave steel support plate 34 in housing 24. Positioned between the convex under-surface of the lower arcuate member 29 and the steel support plate 34 is a reaction pad 30 of resilient compressible material, preferably neoprene. Pad 30 has holes therein of substantial size for accommodating the displaced rubber or other material during compression of the pad. The convex under-surface of upper member 28 and the concave upper-surface of lower member 29 have friction fabric secured thereto, such as the brake linings 2.8L and 29L.

The otherwise flat upper-surface of upper member 28 is provided with recesses for receiving the heads of bolts 31 adapted to be placed through upper member 28 and into threaded holes 32 in the steel offset

ledges

33, 35 which are welded or otherwise fastened to the sides of the steel support housing 24, as seen in FIGS. 7-10 and as seen in cross section in FIG. 6. Between the offset

ledges

33, 35 and secured thereto, as by welding, is the concave arcuate steel support plate 34, previously referred to. This support plate is seen in FIGS. 7 and 8 and is seen in cross section in FIGS. 4 and 6.

FIGS. 9, -10 and 11 illustrate the manner of assembling the snubber mechanism. The reaction pad 30 is rst placed on the arcuate concave steel plate 34, as seen in FIG. 9. Next, the arcuate lower member 29 is placed on the reaction pad 30 with the brake lining 29L uppermost. The center portion of snubber strap 22 is then placed across the brake lining as seen in FIG. 10, with the end portions extending outwardly in both directions. The upper member 28 is then placed on the strap 22 and bolted down as seen in FIG. 11. The pallet-mounted steel coil 10 is then placed over the mechanism 2i) and the snubber strap 22 is drawn tightly around the pallet and coil in a position overlapping one of the binding straps, as seen in FIG. 12. In subsequent assemblies bolts 31 may be loosened a few turns and snubber strap 22 threaded between arcuate lower member 29 and upper member 25 without disassembly of parts.

The downward travel of the upper member 28 during bolting down is limited by contact with the upper surfaces of offset

ledges

33, 35. These ledges function as stop members to limit the degree of compression of the ref silient pad 30, the amount of clamping being determined by the reaction of the pid 30. The purpose of predetermining the degree of clamping acion is to prevent overclamping which could result in breaking the lading strap. In a typical case, pad 30 is 1A" thick when uncompressed, but when upper member 28 is boled down to its limit position, pad 30 is compressed to s and its reaction to this compres ion determines the total effective clamping provided by the mechanism. In FIG. 6, the upper member 28 is shown bolted down to its lrwermost position as limited by the upper surfaces of offset

ledges

33, 35. When in this position, the neoprene pad 30 is compressed to about one-half its noimal thicknes, and the holes therein are partially closed by the displaced material. This is not fully brought out in FIG. 6 which is not to scale.

The device described above has been in actual service and has been found to provide very satisfactory snubbing against the tendency of the heavily laden pallets to slide on the car oor when the car is bumped as in normal freight car handling.

While the preferred embodiment of this invention has been described in some detail, it will be obvious to one skilled in the art that various modifications may be made without departing from the invention as hereinafter claimed.

Having thus described my invention, I claim:

1. A snub`er mechanism for slidably fastening lading in freight cars, said snubber mechanism comp;ising; a housing inserted in the Hoor of said freight car and supported by the underframe of said car, saidhousing having a concave center strip and a pair of offset ledges, one on each side of said center strip; a pad of compressible resilient material on the concave surface of said center strip; a curved lower member of rigid material on said pad of resi'ient material; a friction fabric secured to the curved upper surface of said lower member; an upper member of rigid material having a convex center strip on its under surface and a pair cf side shoulders, said convex center strip being adapted to mate substantially with the concave upper surface of said lower member, said shoulders being adapted to mate with the offset ledges of sad housing; a friction fabric secured to the under surface of said convex center strip of said upper member; a snubber strap between the friction fabrics of l said upper and lower members lengthwise in the direction of said center strip of said housing and extending in opposite directions therefrom for embracing the lading to be fastened; and means for drawing down said upper member until said shoulders engage said ledges, thereby to compress said compressible resilient pad to a preselected degree, thereby to clamp said snubber strap between said friction fabrics.

2. A snubber mechanism for slidably fastening lading to the'iloor of a freight car, said snubber mechanism comprising; a steel housing inserted in the floor of said freight car and supported by the underframe of said car, said housing having a curved concave center strip and offset ledges on either side thereof; a pad of compressible resilient material on the concave surface of said center strip; a lower steel member of arcuate shape on said pad of resi'ient material; a friction fabric secured to the concave upper surface of said Vlower steel member; an upper steel member having a convex center strip on its under surface and a pair of shoulders, said convex center strip being adapted to mate substantially with the concave upper surface of said lower steel member, said shoulders being adapted to mate with the offset ledges of said housing; a friction fabric secured to the under-surface of said convex center strip of said upoer steel member; a snubber strap between the friction fabrics of said upper and lower steel members running lengthwise in the direction of said center strip of said housing and extending in opposite directions therefrom for embracing the lading to be fastened; and means for drawing down said upper :rampas member until said shoulders engage said oset ledges, thereby to compress said compressible resilient pad to a preselected degree, thereby to clamp said snubber strap between said friction fabrics to a preselected extent.

3. Apparatus as claimed in claim 2 characterizedin that said compressible resilient material is provided with holes of substantial size for receiving the material thereof dispaced during compression.

4. Apparatus as claimed in claim 3 further characterized in that said means for drawing down said upper member comprises bolt means through said upper member and fastened into said housing.

References Cited in the hie of this patent UNITED STATES PATENTS Grove Aug. 31, 1909 Kemp Sept. 19, 1916 Ingres May 28, 1946 Moon Jan. 4, 1949 `Cushman Sept. 13, 1960 Nichol Mar. 21, 1961 Swingle Oct. 17, 1961