US754932A

US754932A - Friction draft-gear for railway-cars.

Info

Publication number: US754932A
Application number: US17989803A
Authority: US
Inventors: Peter N Moore
Original assignee: JOHN J HENNESSEY
Current assignee: JOHN J HENNESSEY
Priority date: 1903-11-05
Filing date: 1903-11-05
Publication date: 1904-03-15
Anticipated expiration: 1921-03-15

Description

PATENTED MAR.'15, 1904.

2 SHEETS-SHEET 1.

P. N. MooRR. RRICTION DRAFT GRAR PoR RAILWAY GARS.

APPLICATION FILED NOV. 5, 1903.

No MODEL.

No. 754,932. PATENTED MAR. 15, 1904. P; N. MOORE.

FRIGTION DRAFT GEAR FOR RAILWAY GARS.

APPLIGATION FILED Nov. 5. 190s.

No MODEL. l 2 SHEETS-SHEET 2.

l/l/l Y YVE 5.51115.' INVENTOR.

UNITED STATES Patented Marh i5, 1904.

PATENT OEEICE.

PETER N. MOORE, OE MILWAUKEE, WISCONSIN, ASSIGNOR To ,IOIIN J. IIENNESSEY, OE MILWAUKEE, WISCONSIN, AND WILLIAM H. MINER,

OF CHICAGO, ILLINOIS.

FRICTION DRAFT-GEAR Fon RAILWAY-omas.

SPECIFICATION forming part of Letters Patent No. 754,932, dated March r15, 1904-.. Appncaaon ned Nwe'mbera, 190s. seriaINo. 179,898. (Nomade.)

To cir/ZZ whom t may concern:

Be itknown that I, PETER N. MOORE, a citi- Zen of the United States, residing in Milwaukee, in the county of Milwaukee and State of Wisconsin, have invented a new and useful Improvement in Friction Draft-Gear for Railway-Cars, of which the following is a Specification.

My invention relates to improvements in friction draft rigging or gear for railway-cars.

My invention consists in the novel construction of parts and devices and in the novel combnations of parts and devices herein shown or described.

In the accompanying drawings, forming a part of this specification, Figure 1 is a central vertical Section of a friction 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. Q. Fig. l is a crosssection on line L 4 of Fig. 2. Fig. 5 is a detail perspective view of one of the sliding friction-blocks. Figs. 6 and 7 are detail end and side views, respectively, of one of the wedge-blocks; and Figs. 8 and 9 are detail side and end views, respectively,of the other wedge-block.

The friction draft-rigging embodying my invention comprises in cooperative combination a pair of -side plates or stop-castings Secured to the draft-timbers or center sills of a car, a draw-bar, a draw-bar extension, preferably in the form of a strap or yoke, a longitudinal spring and a pair of followers, a sliding friction shell or case having an interior friction-surface, slightly tapering and termi nating in straight portion, sliding frictionblocks inside the sliding friction shell or case and having exterior friction-surfaces in sliding frictional engagement with and corresponding to the slightly-tapering interior friction-surface of the case or shell, a light spring or band surrounding said sliding friction-blocks and fitting in a groove in their outer periphery, said friction-blocks having wedging or inclined faces at the ends thereof, and an operating wedge-block at each end of said sliding friction-blocks for causing the sliding friction blocks to frictionally grip and press against the exterior sliding' frictionshell. As the interior surface of the sliding friction-shell is in part straight and in part slightly tapering, the back-and-forth movement or play of the sliding friction-blocks will cause the interior friction-surface of the shell to continually wear in the same shape, and thus prevent the back-and-forth movement or play of the sliding friction-blocks when the train is under motion from wearing or forming a Shoulder on the interior surface of the friction-shell at or near the inner end of the sliding friction-blocks.

In the drawings, A represents the drafttimbers, A the center sills, and A2 the front or cross sill, of a car, these parts being represented of an ordinary Wood-frame construction.

O is the coupler, B the draw-bar, and B/ the draw-bar extension, the same being represented as in the form of a strap or yoke secured to the draw-bar by bolts D D are the side plates or stop-castings, the Same having front and rear stops CZ for the followers E E to abut against, and upper and lower guides CZ and 052 for the followers to reciprocate in or between, the upper guide d being preferably integral with the Side plates or stop-castings D, and the lower guide Z2 being preferably in the form of aremovable plate secured in place by bolts Z3 to permit the ready insertion and removal of the movable parts of the draft-rigging.

F is a longitudinally arranged spring direetly behind the draw-bar and in the line of draft, there being also preferably a small Spring f nesting within it. y

Gr is the sliding friction Shell or case, the same being preferably cylindrical in form and having in part a slightly-tapering interior friction-surface g and in part a straight surface g3. feet or projections g to rest and slide upon the lower guide Z2 of the slide plates or stopcastings D.

H H are cooperating sliding friction-blocks, having each an exterior slightly-tapering fric- Thefriction-shell G is provided with tion-surface t in sliding frictional engagement with the interior friction-surface g of the sliding friction case or shell G. Each of the sliding friction-blocks H is provided at each end with a wedging or inclined face K, engaging 4the corresponding inclined or wedging facesv of the wedges K K2. The sliding friction-blocks H are preferably four in number and quadrant-shaped in cross-section. rlhe sliding friction-blocks H are furnished with a circumferential groove /t to receive a light spring or band N, which serves to hold the sliding friction-blocks in assembled position or registry with each other.

@ne end of the spring F bears against the front follower E through the interposed operatingwedges K2 and K and sliding friction-blocks H and the other end of the spring bears against the rear follower E through an interposed seatblock M, which projects through the end of the sliding friction shell or case G and is provided with a shoulder mi, engaging an interior shoulder g2 on the shell or case G.

The operation is as follows: Under pulling strains the front follower is held stationary by the front stops d on the stop-castings D, and the sliding friction-blocks H are also held from longitudinal movement with the drawbar through the interposed operating-wedge K', which abuts against the front follower, while the rear follower moves with the drawbar, the pulling strain being first primarily cushioned by the direct action of the spring F until it is compressed `sufficiently for the rear follower E to abuty against the sliding friction shell or case G, when the further forward or pulling movement of the draw-bar causes the friction shell or case G to slide relatively to the friction-blocks H, which are now held from longitudinal movement by the front follower, the frictional resistance being' continuously increased as the spring is further and further comprcssed,and thus increases the frictional grip or pressure between the friction shell G and the friction blocks H, as the shell surrounding and inclosing the friction-blocks H confines the same from lateral or radial movement, while they are at the same time held from longitudinal movement by the front follower.l In buffing the operation is the same,but thereverse, the rear follower E being in bufling held stationary by the rear stops (Z and the front follower moving with the draw-bar and carrying with it the sliding friction-blocks H and frictionshell G until the rear end of the friction-shell G abuts against the rear follower, and is thus held in turn against further longitudinal movement, while the sliding friction-blocks H frictionally grip and frictionally slide against the friction-shell G. 'lhe friction-shell G being of cylindrical form is very strong to resist the radial or outward pressure of the frictionblocks H, which it holds and confines from lateral or radial movement. Owing to the interior surface of the sliding friction-shell G being part straight and in part formed on a slight taper, the wear of the sliding friction-blocks H thereon operates to keep the interior friction-surface of the shell smooth and prevents the formation of a shoulder at or near the inner end of the sliding friction-blocks H.

Each of the operating-wedges K' K2 has a plurality of wedging faces or inclines, one for each sliding friction-block H, and the wedging faces or inclines on the wedge-block K2 are preferably steeper or at a greater angle than those on the wedge-block K to cause the release or return or expanding movement of the spring to be more free and certain. This increased angle of the operating-faces of the wedge K2 also causes a somewhat greater frictional grip or pressure to be exerted at the outer ends of the sliding friction-blocks H than at their inner ends, and thus to prevent the sliding friction-blocks H from wearing' or producing a shoulder or unevenness on ,the friction-shell G at or near the inner ends of the blocks H under the ordinary back-andforth movement or play of the friction-blocks H when the train is in motion.

In my friction draft-rigging the frictionblocks H are held from lateral, 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 /t of the friction-shell and friction-block, 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 the 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 i and their operating wedges or parts always automatically maintain themselves in proper cooperative relation or adjustment with each other and there is no possibility of these parts i 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 on the car-frame or stop-castings.

Owing to the slight taper of the frictionsurfaces g t of the shell G and block H, as the blocks H move inward in respect to the shell the wedges K' K2 will move slightly outward in respect to the blocks H to compensate for the slight taper of the friction-surfaces g and 7L; but this outward movement of IIO varese the wedges K K? in respect to the blocks H will be infinitesimal, so to speak, because the incline of the Wedges is steep, substantially forty-five degrees, while that of the frictional surfaces g 7L is very slight.

I claim Y l. In a friction draft-rigging, the combination with side plates or stop-castings, of a draw-bar, a longitudinally-arranged spring and followers, of a sliding friction-shell having an interior friction-surface, sliding friction blocks inside said shell and confined thereby from lateral or transverse movement and having each awedging or inclined face at each end thereof, and a pair of operatingwedges, one at each end of said sliding friction-blocks, said friction-blocks being provided with a peripheral groove and a spring or band surrounding the same and tting in said groove', substantially as specified.

2. In a friction draft-rigging, the combination with side plates or stop-Castings, of a draw-bar, a longitudinally-arranged spring and followers, of a sliding friction-shell having a slightly-tapering interior friction-surface terminating in a straight portion, sliding friction-blocks inside said shell and confined thereby from lateral or transverse movement and having each a wedging or inclined face at each end thereof, and a pair of operatin g-wedges, one at each end of said sliding friction-blocks, whereby the friction surface of the shell is caused to continually wear smooth, substantially as specified.

8. In a friction draft-gear, the combination with stationary stop-plates or stop-castings, of a draw-bar and draw-bar extension, a longitudinally-arranged spring and followers, a sliding friction shell or case having a slightlytapering interior friction-surface terminating in a straight portion, sliding friction-blocks inside said case or shell and confined thereby from lateral or transverse movement, and having each a slightly-tapering exterior frictionsurface in sliding frictional engagement with the interior friction-surface of the case or shell, and wedges or inclines for causing said H. M. MUNDAY, EDMUND ADoooK.