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Publication numberUS2386895 A
Publication typeGrant
Publication dateOct 16, 1945
Filing dateMay 13, 1943
Priority dateMay 13, 1943
Publication numberUS 2386895 A, US 2386895A, US-A-2386895, US2386895 A, US2386895A
InventorsHaseltine Stacy B
Original AssigneeMiner Inc W H
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Combined spring and friction shock absorber
US 2386895 A
Abstract  available in
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Claims  available in
Description  (OCR text may contain errors)

, A0d. 16, l945 s. B. HASELTINE COMBINED SPRING AND FRICTION SHOCK ABSORBER Filed May 13, 1943 Patented Oct. 16, 1945 COMBINED SPRING AND riale'rioNv snoek AlfisomsimA Stacy B.. Haseltine, La Grange,

W. H. Miner, of Delaware Ill., assignor to w Inc., Chicago, Ill., a corporation Application May v13, 1943, Serial No. 486,804

A v 6 claims. (ci. 267-9) This invention relates to improvements in combined spring and friction shock absorbers, especially adapted for use in connection with railway car trucks.

One object of the invention is to provide a combined spring and friction shock absorber' for railway car trucks including a cluster of springs together with a simple and efficient vfriction means for dampening or snubbing the action of the springs to minimize the vibrations imparted to the car body, thereby protecting the ca'r and its lading against damage which would otherwise occur.

A more specific object of the invention is to provide in combination with the usual four spring cluster of a truck spring arrangement of railway cars, friction means for snubbing the action of the springs, comprising relatively slidable friction elements composed of two pairs of such elements held in, frictional contact with eachother by the expansive action of the truck spring members, the members of each pairbeing movable with the respective spring follower of the truck spring cluster, and the group of elements comprising the two pairs being accommodated inthe space existing between the unitsof the spring cluster.

'",Other objects of the invention will more clearly V appear'irom thel description and claims hereinafter following.

In the drawing forming a part of this specification, Figure 1 is a top plan view of-a portion of arailway cartruck illustrating my improvements in connectiontherewith. Figure 2 is vaside. elevational view of Figure l, looking upwardly in said figure. YFigure 3 is va horizontal sectional view, corresponding substantially to the line 3-3 of Figure 2. Figure 4 is a vertical sectional View, corresponding substantially to the line 4-'4 of vFigure 3. Figure 5 is a top plan view of thebottom spring follower ofV thedevice shownrin Figure' 4. Figure 6 is a transverse, vertical, sectional view, corresponding substantially tothe line 6-45 of Figure 5. Figure 7 is a top plan view of one of the friction elements shown iniFigure lIglooking downwardly in said last named figure. Figure -8 is a side elevational view of the friction element inV Figure 7. Figure 9 is an elevational View of Figure 8, looking from rightV to left in said'gure. Figure 10 is a broken view, similar to Figure 3, on an enlarged scale, showing the spring and friction unit, illustrating another embodiment of the invention. Figure 11 is a vertical; sectional view, corresponding substantially'to the lgine I I--II of Figure 10.

saiddrawinghl indicates one of the side frame members of a railway car truck. The side frame I0, as shown,` is in the form of a casting and has top and bottom members II and I2 connected by spaced vertical sections I3-I3 forming guides for the truck bolster. As will be understood by those skilled in this art, the truck includes two side frame members III-I0, a truck bolster I4, a spring plank I5, and the usual truck springs. The opposite ends of the spring plank are supported on the bottom members I2-I2 of the truck side frames I U-IU, and the opposite ends of the bolster I llv are guidedl between the sections I3-I3 ofthe truck side frames. As shown most clearly in Figure 2, the sections IS-IS are inwardly offset near the upper ends to provide'guides I6-I6, which cooperate with guide seats I'I-i'l at the sides of the bolster I4. The springs at each side of the truck rest on the spring plank I5 and support the corresponding end of the bolster I4, thus yieldingly supporting the latter, which in turn supports the car body by means of the usual bodybolster.

My improved combined spring and friction shock absorber is interposed between the truck bolster and spring plank of the car truck and forms a unit replacing the usual truck spring cluster.

Referring first to the embodiment of the invention illustrated in Figures 1 to 9 inclusive, my combined spring and friction shock absorber comprises broadly topand bottom spring plates A and B, four spring units C-C--C-C, and two pairs of friction elements D-D and D-D.

The top Vand bottom spring plates A and Bare of similar design, except as hereinafterpointed out. Each spring plate is of substantially rectangular outline, having rounded corners, as shown most clearly in Figures 1 and 5. As shown in Figures Y5 and l6, the spring plate B is provided with a'r pair of openings |8-I8 therethrough which are at diagonally opposite sides of the center of the plate. Between the openings I8-I8 `the central portion of the plate is upwardly raised or offset to provide a strap portion I9. The Aopenings I8I8 form seats to accommodate the base portions of the friction elements D-.D of one of the pairs, as hereinafter more fully described. The Ispring'plate A is provided with openings and a strap similar to the openings I8-I8 and strap I8 of the plate B,but the plate A is in a position rotated through an angle of to the plate B, so that the openings thereof are located on a vdiagonal line with respect to theplate B which is at right angles to the diagonal line of the openings of the latten In other words, the openings of the plate A alternate with the openings of the plate B. Each of the plates A and B is further provided with the usual inwardly projecting spring centering bosses 2li-20. These bosses are four in number and are spaced symmetrically about the central vertical axis of the mechanism.

The spring units C-C-C--Cr preferably Y cor.-

respond inv size and. capacity to the-units of:` the usual truck spring cluster of a railway car truck,

and in actual practice the standard spring units4 i i of a four spring cluster are employed.A Each.

spring unit C comprises a relatively heavy outer coil and a lighter inner coil, the coils being interposed between the spring plates A. andf- B. with; the inner coil of the unit centered: by. the cor-r responding bosses -20 of the top and bottom plates A and B.

The four friction elements D D-D--D are of like design,'each being in the form of a, castingV -tends from the side off the friction element opposite tothe friction surfaces 23"-23 thereof. The

anglefbetween thev friction surfaces 23.-23 and the bottom face of the foot member '122- is slightly in excessofa right anglaasclearly shown in-Figur'es. 4,l 8, and 9, whereby said foot member is slightly inclined to the horizontal' when the parts are assembled, thus providing' for rocking lever action of the, foot member on` its support. The postor plate member 2l iscutaway atthe outer side.. as indicated at,24,. to clear the corresponding spring C of thespring` units, as clearly shown iniFigures. 3 and?, the cutaway portion being transversely curved to correspond with. the curvatureA of the outer coil of the corresponding spring 'unit C. At4 the base end ofthe post opposite, to

the foot member 22` is a.r laterally projecting, retaining lug 25v adapted to engage in back of. the strap I9 of the corresponding follower plate, or B.k l

The `friction elements. ofthe twofpairs D-"-D and D-D are alternated'and reverseiy arranged end for end with, theY friction surfaces 2.3-23 and 2&-23 of onepair engaged.' face'to facewith the friction surfaces` 2 3-23 and 2.3.--23- of the other pair. In other. words, the friction elements of one pair have the base flanges or foot members at'the bottom of the mechanism and the other p` fr hasthe same at thetop of the mechanism. The baseV members 1,2.-22.. of, the one pair of frietion elements D-Dar'e seated respectivelyin the openings I 8-48.. of the bottom platey B, with the lugs 25-25 of saidelements engaged; underneath the strap i8 of said plate, and the baseV members 21-22 of the other pair of frictionelernents D-D areseated, respectively in theopenings {8f-I8. of theY top plate A with4 the IugsZE-Z of said elements engaged behind thev strap i ilV of said plate. The shape of ther base flanges` orfooi-members is such. as to fit the openings Iii-llleand [8-.[8- of the plates A and B, but sufficient clearance is provided between each base foot nfremberV andthe side and end walls of the seat 'tov allow the foot to have relatively free rocking movement withinthe seat. The springs Cr-Cr-C-C overlap the base or foot members 22-22, two transversely opposite springs overlapping the base members 22--22 at the bottom end of one pair of elements D-D and the remaining two transversely opposite springs overlapping the base members 22 at the top ends of the other pair of elements D-D. As will be evident the base members of the friction elements D--D-D-D are thus subjected to the pressure of the springs and the tendency is to rock the frictionelements toward each other to press the frictionsurfacesthereof intotight frictional engagement.

The top and bottom spring plates A and B bear respectively on the underneath surface of the truck bolster i4 and the top of the spring plank l5. The base members 22-22 and 22-22 of the four, friction elements D-D and D--D engage throughtheopenings of the spring plates A and B and bear respectively on the bolster and spring plank. The friction elements D are thus held in tight frictional engagement with each other by the. springs C-C due to the leverage action of the base members 22-22 and 22-22 which have rocking engagement at their outer ends with the cooperating faces of the truck bolster and spring plank.

The post or plate member 2| of each friction elementjD is Vof lesser heightthan the distance between` the spring plates A and B at the time that the springs C-C-C-C are in the expanded positionv shown in. Figure 4., The top ends of the lowerwfriction elements D-D and the bottom ends ofthe upper friction elements D-D are thus normally spaced from, the inner sides of, the top and bottom spring plates A and B, respectively. Theclearance thus provided is sufficient to permitV of the required. compression of the springs Cj-Cj-Q-C in service. Engagement of the ends of the friction membersD-D and D-D with the straps lef-i9 of the respective plates serves to limtcompression of the mechanism and prevents the springs from being unduly compressed.

' TheY operation 'of my improved mechanism shown in FiguresA 1 to 9 inclusive is as follows: Upon relative approach of the spring plank and truck bolster, the coils of the group or cluster of springsr CL-C-C-C are compressed between the plates A and B. At. the same time, the friction elements DV-D and'D-D are forced to slide relatively lengthwise on each other, being actuated lrespectively by the spring Vplank and bolster. A friction snubbing action is thus produced` during compression of the springs. Y During re'coilof the springs, the friction elements are returned, to the normal position shown in Figures 2 and 4, the base members 7.2-4.2 and 2 2--22jof the friction elements being moved outwardly vaway from each other with the spring plates by the recoil of the springs. The recoiling action of the springs vis dampened or snubbed byV the friction. elements D-D and D-D which are held in tight frietional` engagement through thejspring' pressure acting on the rocking arm or base portions of the friction elements. As- Will beevidenufas the springs are being compressed thejfrictional. resistance produced by the relative movement of the elements D-D and D-D is augmented due to theV increased pressure of the springs. on the arms or base portions 22--22 and 22--Z2;. As the springs recoil, the frictional resistance is progressively reduced due to thef reduction of the spring pressure on the rocking friction: elements.

Referring next; to the embodiment of the invention. illustrated in Figures. 10and Il, the improved combined spring and. friction shock absorber ,is similar to the. design described in oonaeases vnection Vwith Figures 1 to 9 inclusive with vthe exception that the friction elements thereof are of different designland the spring plates are accordingly modified to 4properly cooperate with these friction elements. The friction elements, which are indicated `bv: E-E and E--E` in Figures and 1l, have vertically disposed, platelike post portions 21,-2! in sliding frictional engagement with each other, each post being of substantially the same tranverse cross section as the post of the friction element D hereinbefore described and having flat friction surfaces 23-23 Vin sliding' frictional engagement with the corresponding friction surfaces of thecooperating elements E-E. Each, friction element has a laterally projecting base flange or foot .portion 26 at one end thereof. The foot members or flanges 26--26 and 26--2b` ofthe pairs of friction elements E-E-E-E are adapted to engage the bolster and spring plank of the truck of the car, respe'ctively, and have their outer end sections inclined, respectively, away from the bolster and spring plank, as indicated in Figure 11, to provide for rocking action of the friction elements in a manner similar to the elements D D- D-D, hereinbefore described.

The top and bottom spring follower plates employed with the friction elements E-E and E-E are similar to the plates A and B, except as hereinafter pointed out. The bottom spring follower plate which corresponds to the plate B, hereinbefore described, is indicated by E in Figures 10 and 11. 'Ihe plate F has two openings on a diagonal line of the plate, at opposite sides of the center, as indicated at 21-21, and each boss of the plate, which is indicated by 28, is out out at the inner side, as indicated at 29, the cut out portion forming a continuation of the corresponding opening 21. As shown in Figure l1, the foot members of the two bottom friction elements E--E are seated in the corresponding openings 21`21 with the outer end of the foot member of each element E extending through the cut out of the boss 28 in underlying relation to the boss, thereby anchoring the friction member to -the plate. On the inner sides the bases of the elements E-E are notched, as indicated at Sil- 30, to clear the connecting portion between the openings 21-21 of the spring follower plate F. The top spring follower plate of the combined friction and spring shock absorbing means shown in Figures 10 and 11 is identical with the bottom .plate F, and in the assembled device is in a position rotated through an angle of 90 to the plate F so thatl the openings thereof are in proper position to receive the foot members of the top friction elements E-E.

I have herein shown and described what I now consider the preferred manner of carrying out my invention, but the same is merely illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto.

I claim:

1. In a shock absorber interposed between top and bottom, relatively mov-able members to yieldingly resist relative approach thereof, the oombination with opposed spring plates bearing on said members respectively; of a pair of top friction elements; a pair of bottom friction elements, said top and bottom friction elements being alternated and in lengthwise sliding engagement with each other, each member of one pair engaging both members of the other pair, each element having a rocker base portion integral therewith,

said base' portions extendingthrough. theu'plates I respective1y ,and having rocking engagement with said members; and springs interposed Abetween and engaging said spring plates and overlapping said baseportions of the friction elements torock the latter into tight frictional engagement with each other.

2. in a shock absorberinterposed betweentop and bottom, relatively movable members to yieldingly' resist relative approach thereof, the, combinationwith to-p and bottom pairs'rof friction elements, arranged in annular series, said top elements being alternated withV said bottom ele.- ments, said top and bottom velements having longitudinal relative movement withjrespeot to each other and being in fric-tional contact, said top ele--y ments havinglaterally projecting flanges atthe upper ends integral therewith and. in rocking en. gagement with said top member, said bottom ele,-r` ments having laterally projecting foot flangesatl the lower ends integral therewith and in rocking engagement with said bottommember; of two sets vof springs interposed between saidmembers for opposing `relative approachfjthereon.one of said sets of springs bearing on the anges of said top elements, and the other set of springs bearing on the flanges of said bottom elements for pressing said elements into ytight frictional engagement.

3. In a shock absorber interposed between two relatively movable members to yieldingly resist relative approach thereof, the combination with opposed spring plates bearing on said members respectively, each spring plate having openings f ytherethrough and a retaining shoulder at one end of each opening; of `two pairs of opposed, interengaging, relatively lengthwise slidable friction elements, the members of each pair having frictional engagement with both members of the other pair, said elements having laterally projecting base flanges rigid therewith, the base flange of one pair of said elements extending into the openings of one of said plates and having anchored engagement with the retaining shoulders thereof, the base ange of another of said elements extending into the openings of the other of said plates and having anchored engagement with the retaining shoulders thereof, said base flanges of said elements having pivotal engagement with said members respectively; and springs interposed between said members and bearing on said flanges of said elements for rocking the latter into tight frictional engagement.

4. In a shock absorber interposed between two relatively movable members to yieldingly resist relative approach thereof, the combination with a spring plate abutting each member, each plate having a projecting central retaining strap portion and a pair of openings therethrough, said openings being at opposite sides of and adjacent said strap portion; of a pair of friction elements having b'ase flanges at one set of ends thereof seated in the openings of one of said plates; a second pair of friction elements alternated with said elements of the first named pair, and having lengthwise sliding frictional contact with said rst named pair, said elements of the second pair having base flanges at one set of ends thereof seated in the openings of the other of said plates, each of said elements having a retainingl lug thereon engaging the strap portion of the corresponding spring plate to anchor said element to the plate; and springs bearingat opposite ends on said spring plates and bearing on the base flanges of said elements.

5. In a shock absorberinterposed'between `two relatively movablel members to yieldingly resist relative approach thereof, the combination with a spring' plate abutting each member, each plate having 'a pair of openings therethrough at oppositel sides of the center of said plate and a raised retaining shoulder at the outer end' of each opening.; of apair of friction elements having base flanges at one set of ends thereof seated in the openings of one of saidplates and engaging in back ofthe shoulders of said plate to anchor said elements to the plate; a second pair of friction elements having lengthwise sliding frictional engagement with said iirst' named pair, said second pair of elements having base flanges at one set of ends thereof seated in the openings of the other of said plates and engaging in back of the shoulders of 'said plate to anchor said` elements to said plate; Aand springs bearing at opposite ends on said spring plates,said springs also bearing on the base flanges of said elements.

`6. In a shock absorber interposed between top and bottom, relatively movable members to yieldingly resist relative approach thereof, the combination with top and bottom spring plates respectively abutting said-top and bottom members, each'plate Vhai/ing 4four raised Ispring centering bosses '.therei'iny said bosses being symmetrically disposed about the center oi said plate, each plate havingja'pairfoi openings therethrough at opposite. 'sides of the center of said plate, said openings beingf' adjacent 'the inner sides of two diagonally located bosses of Asaid plate; of a top pair offfriction 'elements rhaving base flanges at the upper' ends thereof' seated in the openings of the topplate andthe fange of each element having. its .tip extending underneath the adjacent boss to 'anchor 'said element to said plate; a bottom pair of friction elements having base flanges at their bottom ends kseated in the openings of the bottom platefand the flange of each element having its tip extending underneathl the adjacent boss to anchor s aid'elementV to said' plate, said top and bottomjelen'ients 'having lengthwise frictional engageinent with each other; and springs'bearing at -their top and bottom ends on said top and bottom spring'platesand on the flanges of the top and bottom friction elements.

e'rA'CY 'B. HASEL'HNE.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2472035 *Aug 19, 1946May 31, 1949Keith WilliamsCombined spring and friction shock absorber
US2481574 *Sep 11, 1946Sep 13, 1949Miner Inc W HCombined spring and friction shock absorbing mechanism
US2573165 *Feb 16, 1948Oct 30, 1951Buckeye Steel Castings CoDamping means for railway trucks
US2642008 *Feb 13, 1948Jun 16, 1953Buckeye Steel Castings CoRailway truck shock absorber mounting
US4186914 *Jun 16, 1978Feb 5, 1980Amsted Industries IncorporatedDual rate spring device for railroad car trucks
US5524551 *Aug 23, 1994Jun 11, 1996Amsted Industries IncorporatedSpring-pack assembly for a railway truck bolster assembly
Classifications
U.S. Classification267/211, 105/197.5, 213/35, 267/4
International ClassificationB61F5/12, B61F5/02, F16F3/00, F16F13/00, F16F3/04
Cooperative ClassificationB61F5/122, F16F3/04, F16F13/00
European ClassificationF16F13/00, B61F5/12B, F16F3/04