US754676A - Tandem fricton spring draft-rigging for railway-cars. - Google Patents

Description

PATBNTED MAR. 15, 1904.

P. N. MOORE. l TANDEM FRICTIQN SPRING DRAFT RIGGING IOR RAILWAY CARS.

APPLICATION FILED-NOV. 5, 1903.

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PATENTED MAR. 15,1904. l

, P. N. MOORE.

TANDEM FRIGTION SPRING DRAFT RIGIGING IOR RAILWAY CARS.

APPLICATION FILED NOV. 5, 1903.

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UNITED STATES Patented March 15, 1904.

PATENT OFFICE.

PETERN. MOORE, MILWAUKEE, WISCONSIN, ASSIGNOR TO JOHN J. HENNESSEY, OF MILWAUKEE, WISCONSIN, AND WILLIAM H. MINER,

OF CHICAGO, ILLINOIS.

TANDEM FRICTION SPRING DRAFT-HIGGINS FOR RAILWAY-CARS. l

SPECIFICATION forming part of Letters Patent No. 754,676, .ilated. March 15, 1904. Application led November 1903. Serial No. 179,900. (No model.)

To all 'wh/0m it 711/14/ concern:

Be it known that I, PETER N.- MOORE, a citizen of the United States, residing in Milwaukee, in the county of Milwaukee and State of Wisconsin, have invented a new and useful Improvement in Tandem Friction Spring Draft- Rigging for Railway-Cars, of which the following is a specification.

My invention relates to tandem friction spring draft-rigging for railway-cars.

The object of my invention is to provide a tandem friction spring draftrigging of a strong, simple, and durable construction composed of few parts of simple form and capable of l being cheaply manufactured and of being easily and conveniently applied to and 'removed from the car', in which the spring and frictional devices are all directly behind the draw-bar and in the line of draft and which mayv be relied upon to operate with certainty, uniformity, and efficiency in properly cushioning both light and heavy strains, blows, or shocks, both in pulling and bufng; in which the spring and all the frictional devices and operating parts are self-contained in a sliding friction shell or case, and none of which are iixedly secured or attached to the stationary frame or stop-castings of the car, and in which the customary followers may be employed for primarily operating both the spring and the frictional devices, and in which the cushion of the springitself-is directly utilized for primarily cushioning all strains or blows, light or heavy and pulling or bufling.

My invention consists in the means I em ploy to practically accomplish this object or result-that is to say, it consists" in connection with a pair of side plates or stop-castings secured to the draft-timbers or center sills of a car, a draw-bar and draw-bar yoke, strap, or extension, a single longitudinally-arranged spring, and a single pair of followers, of a tandem frictional resistance mechanism comprising a sliding friction shell or case having an interior friction-surface at each end thereof and two tandem-arranged cooperating friction-blocks or sets of friction-blocks inside said case or shell and having each an eX- terior friction-surface in sliding frictional engagement with the interior friction-surface of the case or shell and a plurality of wedges or inclined faces for causing the sliding frictionblocks t'o frictionally grip or forcibly press against the friction shell or case. The sliding friction-blocks at` each end of the sliding friction-shell are preferably siX in number and each triangular in cross-section. Each sliding friction-block is preferably provided with an inclined or wedging face at each end thereof. There are preferably four operatingwedges employed, each having an inclined or wedge face for each of the sliding frictionblocks which it engages and operates.

My invention further consists in the novel construction of parts, and devices and in the novel combinations of parts and devices here-"- in shown or described.

In the accompanying drawings, forming a part of this specification, Figure 1 is a central vertical section of a tandem friction spring draft-rigging or` draft-gear embodying my invention. Fig. 2 is a horizontal section. Fig. 3 is a cross-section on line 3 3 of Fig. 2. Fig. 4 is a cross-section on linelff of Fig. 5. Fig. 5 is a detail perspective View "of one of the sliding lfriction-blocks..

In the drawings, A represents the draftsills of a car, andY A the front or cross sill, these parts being represented of an ordinaryV steel-frame construction.

C is the coupler, B the draw-ban, and B the draw-bar extension, the same being represented as in the form of a strap or yoke secured tothe draw-bar by bolts b.

D D are the side plates or stop-castings, the same having front and rear stops Z for the followers E E to abut against, and upper and lower guides d and Z2 for the followers -to reciprocate in or between, the upper guide rectly behind the draw-bar and in the line of draft, there being also, preferably, a small spring zf nesting within it.

G is the sliding friction-shell or case, having interior friction-faces g g at each end thereof, the same being preferably hexagonal in cross-section and having six interior friction-faces g at each end thereof. The sliding friction-shell G is provided with feet or projections g' on each side to rest and slide upon the lower guide (Z2 of the side plates or stopcastings D.

H H' are cooperating tandem-arranged sliding friction-blocks, having each an exterior friction-face /t in sliding frictional engagement with one ofthe interior friction-faces g of the sliding friction case or shell G. The friction-blocks of each tandem set H H are preferably six in number, one for each of the hexagonal friction-faces g of the sliding friction-shell G. Each of the sliding frictionblocks H H' is preferably provided with an operating wedging or inclined face K at each end thereof. The sliding friction-blocks H H' are caused to frictionally grip or be forcibly pressed against the corresponding frictionfaces of the sliding friction-shell G by operating-wedges K K2 and K3 Ki, each having a plurality of wedging or inclined faces f, one for each of the sliding friction-blocks H or H. The wedging faces or inclines if; on the wedges K2 and K4 are preferably steeper or at a greater angle than those on the wedges K K3 to cause the release, return, or expanding movement of the spring to be more free and certain. This increased angle of the operating-faces of the wedges K2 K also causes a somewhat greater frictional grip or pressure to be exerted at the outer ends of the sliding friction-blocks H H than at their inner ends, and this tends to prevent the sliding frictionblocks H H from wearing or producing any shoulder or unevenness on the friction-shell G at or near the inner ends of the friction-blocks H H from the back-and-forth movement or play thereof when the train is in motion. rlhe interior friction-surfaces g of the sliding friction-shell G are preferably formed on a slight taper in respect to the straight portion g3 of the interior of the shell G, the taper terminating near the inner end of the sliding friction-blocks, and this also causes the interior friction-surfaces of the shell G to continually wear smooth and to prevent the formation of shoulders at or near the inner ends of the sliding friction-blocks H or H'.

One end of the longitudinal spring Fbears against the front follower E through the interposed operating-wedges K2 and K and sliding friction-blocks H, and the other end of the spring F bears against the rear follower E through the interposed operatingwedges IC and K3 and tandem sliding frictionblocks H'.

The tandem friction-blocks H H' are held from central transverse outward or radial movement by the surrounding friction shell or case G, and the frictional resistance and wear is exerted by and confined to the parallel sliding frictional surfaces g and /L of the friction-shell and tandem friction-blocks, respectively, and as these frictional surfaces are inside the inclosing case or shell G the same are protected from'grit, dirt, and sand and from variation and uncertainty of action incident to the presence or absence of such interfering grit, and as in my invention all the friction devices and inclines, wedges, or parts for operating or exerting pressure upon the frictional devices are self contained and mounted in the sliding friction shell or case and are not secured or attached to the stationary frame of the car or stop-castings, the friction devices and their operating wedges or parts always automatically maintain them- 'selves in proper cooperative relation or adjustment with each other, and there is no possibility of these parts being either improperly mounted on or secured to the car-frame or getting out of proper operative relation or adjustment by any giving or yielding of any portion of the framework of the car under severe strains or blows, as is the case where one or more of the friction devices are stationarily secured to the car-frame or stop-castings.

The operation is as follows: Under pulling strains the front follower is held stationary by the front stops (Z on the stop-castings D, and the sliding friction-blocks H are also held from longitudinal movement with the drawbar through thelinterposed operating-wedge K, whichabuts against thefront follower, while the rear follower moves with the drawbar and carries with it the rear tandem friction-blocks H' through the interposed operating-wedge K3, and thus causing the tandemarranged friction-blocks H and H' to frictionally slide in respect to the sliding frictionshell G, and thus adding frictional resistance at both ends of the shell G to the resistance of the spring, the frictional resistance increasing as the tension of the spring increases by its compression as the friction-shell G surrounding and inclosing the friction-blocks H H confines the same from lateral or radial movement, while the front blocks H are held from longitudinal movement by the front follower. As the tension or pressure of the spring is of course the same at both its ends, the frictional resistance is thus doubled by employing two sets of friction-blocks H H', one at each end of the shell G. In builing the operation is the same, the rear follower and friction-block H being then held stationary, while the front follower and frictionblocks H move with the draw-bar. As the interior friction-surface g of the sliding friction-shell G is slightly tapering, as the friction-blocks H H slide inward in respect to IOO the shell the operating-wedges K K3 will f compensatingly move outward in respect to 4 the friction-blocks H H', such outward movei tion with side plates or stop-castings, of a drawbar, a longitudinally-arranged spring and followers, of a sliding friction-shell having interior friction-surfaces at each end-thereof, a plurality of sliding friction-blocks inside said shell at each end thereof and confined thereby from lateral or transverse movement, said friction-blocks having each a wedging or inclined acie at each end thereof, substantially as speci- 2. In a friction draft-rigging, the combination with side plates or stop-castings, of a drawbar, a longitudinally-arranged spring and followers, a sliding friction-shell having interior friction-surfaces at each end thereof, a plurality of sliding friction -blocks inside said Shell at each end thereof and confined thereby from lateral or transverse movement, and having each wedging or inclined faces at each end thereof, and two pairs of operating-wedges, one wedge being at each end of each set of sliing friction-blocks, substantially as specie 3. In a friction draft-rigging, the combination with side plates or stop-castings, of a drawbar, a longitudinally-arranged spring and followers a hexagonal sliding friction-shell having interior friction-faces at each end thereof, two tandem sets of sliding friction-blocks, triangular in cross-section, inside said shell and conned thereby from lateral or transverse movement, and operating-wedges, substantially as specified.

4. `In a friction draft-rigging, the combination with side plates or stop-castings, of a drawbar, a longitudinally-arranged spring and followers, a hexagonal sliding friction-shell having interior friction faces, sliding frictionblocks, each triangular in cross-section', inside said shell and conned thereby from lateral or transverse movement, and having each a wedging or inclined face, and an operatingwedge, substantially as specified.

5. In a friction draft-rigging, the combination with side plates or stop-castings, of a drawbar, a longitudinally-arranged spring and followers, a hexagonal sliding friction-shell having interior friction-faces, sliding frictionblocks each triangular in cross-section inside said lshell and confined thereby from lateral or transverse movement and having each a wedging or inclined face at each end thereof and operating-wedges, one at each end of said sliging friction-blocks, substantially as speci- PETER N. MooEE.

Witnesses:

H. M. MUNDAY, EDMUND Anooox.

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