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Publication numberUS2448138 A
Publication typeGrant
Publication dateAug 31, 1948
Filing dateMar 23, 1945
Priority dateMar 23, 1945
Publication numberUS 2448138 A, US 2448138A, US-A-2448138, US2448138 A, US2448138A
InventorsDath George E
Original AssigneeMiner Inc W H
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Car-end buffer
US 2448138 A
Abstract  available in
Images(2)
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Claims  available in
Description  (OCR text may contain errors)

G. E. DATH CAR-END BUFFER 4 Aug. 31, 1948;

2 Sheets-Sheet 1 Filed March 25, 1945 InVen/Or: Gegyel. 270 172 Aug. 31, 1948. G, E, BATH 2,448,138

CAR-END BUFFER 2 Sheets-Sheet 2 Filed March 25, 1945 I Z n1 'en;Z0r: GeglgelfDa lh.

Patented Aug. 31, 1948 George E. Dath, Mokena, 111., assignor to W. H.

Miner, Inc., Chicago, 111., a corporation of Delaware Application March'2l3, 1945, Serial No. 584,407

providing efiicient spring action .of the mechanism.'

A more specific object of the invention is to provide a buffer mechanism comprising a housing fixed to the end of the car; a combined buffer head and friction casing slidingly telescoped within the housing; a friction clutch slidingly telescoped within the combined'buffer head and friction casing; a spring yieldingly opposing movement of the clutch inwardly of the combined buffer head and friction casing; and means yieldingly opposing movement of the combined buffer head and friction casing inwardly of the housing to provide initial spring action including a floating thimble, an outer spring reactingbetween the thimble and combined buffer head and casing, and an innerspring reacting between the thimble and the housing, wherein the thimble also functions as a pressure transmitting column element between the friction clutch and housing to produce sliding movement of the former and the combined buffer head and fric tion casing with respect to each other to pro-- vide high frictional: resistance during the final compression of the device. z 4 Other objects of the invention will more clearly appear from the description and claims hereinafter following.

Inthe drawings forming apart of this specific'ation, Figure 1 is a longitudinal, vertical sectional-view of my improved buffer mechanism,

illustrating the same mounted in position on the end of a railway car. Figures 2 and 3 are transverse, vertical sectional views, corresponding respectively to the lines 2-2 and 3-3 of. Figure 1. Figure 4 is a view, similar to Figure 1, partly broken away, corresponding substantially to the line 4-4 of Figures 3 and 5', the pressure transmitting thimble being omitted and the springs being indicated in dotted. lines. Figure 5is a transverse, vertical sectional view, similar to Fig.

3, the friction clutch being omitted in this view.:

4 Claims. (Cl. 213-221) tially to the line 1-1 of Figure 1, the spring re- Figure dis a front elevational view of the wedge block of my improved mechanism, looking from left to right in Figure. 1. Figure 7 is a transverse,

vertical sectional view, corresponding substan sistance andthe locking key being-omitted in this View.

In said drawings, l0 indicates a portion of the end wall of a railway car, the portion illustrat'-' ed being at one side of the longitudinal center line of the car and having my improved bufi'er mechanism mounted thereon. As will be understood, the buffer mechanism is duplicated at the other side of the end of the car and the=two mechanisms cooperate'in a well-known manner witha pair of similar buffer mechanisms on the end of an adjacent car. My. improved buffer mechanism comprises broadly a housing A; a combined bufier. headandfriction casing B; three friction shoes C-C-C; a wedge block D; inner and outer springs'E- and F; a spring follower thimble G; an additional spring resistance H; and a locking key J.

The housing A is in the'form of a tubular shell closed at its rear end by a transverse vertical wall H, which is extended laterally outwardly at op-' posite sides of the shell to provide securing flanges l2-l2. The housing A, asshow n, is ofsubstantially cylindrical, transverse cross section and is provided with sixequally spaced, in;- turned stop lugs l3-I3 at the front end thereof, which is open. The rear wall of the housing A isprovided with an inwardly projecting, central spring centering boss l4. At one side thereohthe rear wall ll of the housing is provided with a transversely curved, slotlike opening l5 therethrough. The opening 15, as shown, is located close to the side wall of the housing and is in longitudinal alignment with the space providedbetween two adjacent lugs l3-l3 of the'housing, as will be clear'upon reference to Figures 4, 5, and '7. The opening or slot 15 is countersunk at one side, as shown in Figure ,4, to provide a seat I6 for the flange of the key J, as hereinafter described.

The combined bufferhead and friction casing B comprises a cylindrical casing section H, which is closed at the front end by a transverse wall l8, which extends laterally outwardly of the head on all sides thereof, thereby providing the'bui-j fer "head proper. The casing I1 is telescoped within the housing A and has lengthwise sliding movement therein. At the rear end, that is, the open end of the casing l1, thesame is provided with longitudinally extending, radially outwardly oifset sections l9-l9, providing shoulders 20-20 forming retaining lugs." The offset sections I9 and'the lugs 20 are six in numher and the 1 latter cooperate with the six in-v of the casing I! fit the interior of the cylindrical wall of the housin A and form guide members which prevent tilting or drooping of the buffer head. The ofiset sections I9 I9 are-.ofsubstantially the same width as the lugs 20. The combined buffer head and friction casing B is locked against rotation with respect to the hous ing A by the key J, which is in the form of an elongated, transversely curved plate having its rear end engaged through the opening I5 of the wall II of the housing A, its front end=engaged inthe. corresponding opening: between two ad'- J'acent lugs I3-I3 of said housing, and its in termediate' portion seated between the corresponding offset sections IQ-Hl of the casing I1 of the buffer head. Toanchor the key J, the latter is. provided with: ashort, rig-ht angular flange Z-I at its rear end engaged'in-the seat I6, as-shcwn in Figure 4'.

The sidewall of thecasin I1 is interiorly thickened, as-indicated at- 22, forwardly of the oif's'et'sections I 9I9; The thickenedportion '22 of the casing is of hexagonal; lnterior'cross-sec tion and presents three forwardly converging friction-surfaces 23-2323 oi V-shaped, transversezcross'section, the adjacent hexagonalside wallslof-the casing formingthe V-sha-ped friction surfaces.

The friction shoes C arethree innumber' and have outer; longitudinally extending friction surfaces 24'2fl' 24, each surface being of V-shaped, transverse cross section and engaging respectively with the corresponding V-shaped fiiction'surface 23 of the casing I I, On the inner side, each shoe presents a- V-shaped wedge face-'25; the wedge faces 25-25-25 of the three shoes converging inwardly or forwardly of the casing I7.

The wedge D is 'in the form of ablock of hex agonal, transverse cross section, havingthree forwardly "converging wedge faces 26--26'26 'of'V- shaped, transverse cross section; arranged sym metrically-about the centrallongitudinal axis'of the mechanism and respectively engaging the V shaped wedge faces 2'52525 of the three shoes C-C'-C. The wedge has a transverse rear abutment-face 21, which is substantially flat and cooperates with thefront end-of the spring-follower thimble G, as hereinafter pointed out. To holdthe wedgeD assembled Withthecasing I-I, three lugs 28 2828 are provided on the wedge which project laterally outwardly or radially therefrom and engage in back .of an intu-rned, annular flange 29. atv the open innerv endof. the casing. .I-'I. Theflange 29.is providedwith three circumferentially spaced .notches or openings 30-30-30 through which the lugs -282828.of the'wedgeD may pass-in assembling the wedgewith thecasing. The lugs 2'a-extend between adja'cent" friction shoes, thereby locking the wedge and the shoessagainst relative rotation with respect to each other. about the central longitudinal axis of'the casing; In this connection; itispoint: ed" cuts that: the V-shaped, interenga'ging' forrna tion of the friction surfaces of the. friction-shoes,

C--CC and the casing I! prevent relative rotation of the shoes with respect to the casing,

The spring follower thimble G is in the form of a cylindrical sleeve open at its rear end and closed at its front end by a transverse wall 3|. The spring follower thimble G forms a column element to transmit the pressure from the wedge bloclcDrto the casing A, ,as hereinafter more fully described. At the rear end, the thimbleG is provided with a laterally outwardly projecting, annular flange 32 which acts as an abutment for the outer coil spring F.

The spring F is in the form of a helical coil surrounding the thimble G and having its front and rear ends bearing respectively on the flange 29 of the casing I 1 of the bufier head B and the flange 3-2 of the thimble. The spring E is also in the form of a helical coil of smaller diameter than the spring F and is seated within the thimble G against the transverse wall 3| thereof. The rear end of the spring Ebearsonthe rear wall .H-of the housing A and is centered. by the boss- II which engages within saidspring. The parts are so -proportioned. and the springs-F and E areof such a capacity that the thimble G is normally held in the position shown inFigure 1,.that is, withthefront and rearendsthereof spaced from the inner end of the wedge D-andthe inner side of the rear wall I I of the housing A, respectively.

The spring resistance R is disposed within the friction casing I1 and comprises inner and outer, helical coils which bear at their fronttends on the transverse wall I-B-of the buffer-head. Therinner spring bears at its-rear endon thewvedgeD and the outer: spring bears at its rear endon. the shoes CC--G, which are provided with trans.- verse shoulders for this purpose;

In'assembling the mechanism, the spring re sistance H and-the shoes CCC are first-placed within thecasing I! of the buffer head Band the shoes forced inwardly to an extent to clear the inner side of the-flange 2.9 of the casin I], the shoes being forced inwardly to such an. extentthat the lugs 28 ofv the wedge willpass'ireely between the outer ends of the shoes and the inner: faoe'of. the flange 29. The wedge D is then in, serted' within the I casing I and moved inwardly to an extent-to br-ing the lugs thereof-inwardly of the :flange ZB'Of-"the casing. As will be unders stood; the lugs of the wedge arepositioned -topass' through the "openings 30-3 0-30 of the flange -25 of'the casingduring this. operation. The wedge is. then given a partial'turn to bring, the lugs thereof into position to engagethe-fiange 2I9 of. the casing; and the: pressure is removed 1 from the shoes to permit the spring. II'to. expan'drandaforce the shoes outwardly into engagement withwthe wedge D wit-h thelu-gs 2'8rof the wedge disposed between adjacent shoes. As Wi1l,be'evident,,.0utward" movement of the wedge is: limited by en gagementof the lugs thereof with the flange 229 ofthe casing. The spring E with'thethimble' G engaged thereover andv the. spring 1F surrounding the thimbleand seated on the flange 32* thereof; areiplaced -within the housing A and theh'ousing is telescoped :over't-het-inner end of the casings] 1; While ithehousingiA is being applied to the casing I "I- of; the. buffer: head, the former is turne'd' to a: position that "the lugs I 3 thereof will pass between the-lugs 20" of the offset sections" I9"I9cof' the casing." After the lugs I3 have been-broughtsm a rpositiontforwardly of'the'lugs 20, the'housing A is givenxazpartiail turn-:with respect to the casing I to bring: the. lugs =of the former in longitudinal alignment with the: loss of the latter.

The operation of my improved buffer mechanism is as follows: Upon inward movement of the buffer head B through pressure exerted thereon by any object, such as a buffer head of an adjacent car, the head B is forced inwardly of the housing A, compressing the springs F and E cumulatively through the medium of the pressure transmitting column follower thimble G. Upon compression of the springs F and E to a predetermined extent, the thimble G is engaged by the wedge block D and pressed against the rear wall H of the casing A. As the mechanism is further compressed, the casing I! of the combined buffer head and friction casing 33 will be forced inwardly with respect to the wedge, which is held stationary by the thimble G, thereby setting up a wedging action between the wedge blocl; D and the friction shoes CC-C while the latter are slid inwardly along the friction surfaces of the casing against the resistance of the Spring I-I, thus producing high frictional resistance during the remainder of the compression stroke. When the actuating force or pressure is removed from the buffer head B, the springs E, F, and H return all of the parts to the normal full release position shown in Figure 1, the springs E and F returning the buffer head and the thimble G to their normal positions and the spring resistance I-I returning the friction shoes and wedge to their full release positions, the wedge being limited in its outward movement with respect to the casing H by shouldered engagement therewith, and, in turn, limiting outward movement of the shoes. As will be evident, outward movement of the buffer head is positively limited by shouldered engagement of the lugs 20 thereof with the lugs 13 of the housing A.

I claim:

1. In a bufier for railway cars, the combination with a housing adapted to be secured to the end of a car; of a buffer head including a friction casing, said casing being slidingly telescoped within the housing; a friction clutch slidable within said friction casing, said clutch including a pressure transmitting wedge block and friction shoes; means within said casing yieldingly oppoing inward movement of the clutch; and means yieldingly opposing inward movement of the buffor head including springs reacting respectively between the buffer head and housing, and a pressure transmitting column member interposed between said springs and transmitting the pressure from one spring to the other, said column member reacting between the housing and wedge block after a predetermined compression of said springs to slide the c utch inwardly of the casing.

2. In a buffer for railway cars, the combination with a housing adapted to be secured to the end of a car; of a buffer head including a friction casing, said casing being slidingly telescoped within the housing; a friction clutch slidable within said friction casing, said clutch including a pressure transmitting wedge block and friction shoes; means within said casing yieldingly opposing inward movement of the clutch; a floating pressure transmitting follower within said housmg; a spring yieldingly resisting relative movement of the housing and follower toward each other; and a second spring yieldingly resisting relative movement of the buffer head and follower toward each other, said follower engaging the wedge and housing upon compression of the mechanism to a predetermined extent to transmit column element 6 the actuating force to move said clutch inwardly of the casing.

3. In a buffer for railway cars, the combination with a housing adapted to be secured to the end of a car; of a buffer head including a friction casing, said casing being slidingly telescoped within the housing; a friction clutch slidable within saidfriction casing, said clutch including a pressure transmitting wedge block and friction shoes; means within said casing yieldingly opposing inward movement of the clutch; a pressure transmitting, hollow column element for transmitting the actuating force from the wedge to said housing upon compression of the mechanism to a predetermined extent, said element having a follower flange at one end thereof; a spring surrounding said column element and opposing relative movement of the buffer head and toward each other, said spring surrounding said element and having its opposite ends bearing on said buffer head and the follower flange of said element; and a second spring opposing relative movement of the column element and housing toward each other, said second spring being seated in said column element at one end and bearing at its other end on the housing.

4. In a buffer for railway cars, the combination with a housing adapted to be secured to the end of a car; of a buffer head telescoped within the housing for sliding movement, said head being open at its inner end and closed by a transverse wall at its outer end, said head having interior friction surfaces at said open end; a friction clutch slidingly telescoped within the open end of said head, said clutch including a pressure transmitting wedge block and friction shoes slidingly engaged with said friction surfaces; a spring within said head bearing at its outer end on the transverse wall of said head, and at its inner end on the shoes; a pressure transmitting hollow column element normally spaced from said wedge and engageable therewith after a predetermined compression of the mechanism for transmittin the actuating force from the wedge to said housing, said element being open at its rear end and closed by a transverse wall at its front end, said element having an exterior follower flange at its open end; a second spring surrounding said element and opposing relative movement of the buffer head and column element, said second spring bearing at one end on said flange and at the other end on said buffer head; and a third spring opposing relative movement of the column element and housing toward each other, said third spring being buttressed at its opposite ends against said housing and the transverse wall of said column element.

GEORGE E. DATl-I.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 226,597 Cliff Apr. 20, 1880 267,341 Godley Nov. 14, 1882 558,209 Richards Apr. 14, 1896 604,442 Waitt May 24, 1898 655,738 Robinson Aug. 14, 1900 2,146,015 Hazeltine Feb. '7, 1939 2,340,335 Marsh Feb. 1, 1944

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US226597 *Dec 26, 1879Apr 20, 1880F OneEdwaed cliff
US267341 *Jul 31, 1882Nov 14, 1882 Car-spring
US558209 *Apr 14, 1896The gould Coupler CompanyWillard f
US604442 *Sep 21, 1897May 24, 1898 Car-buffer
US655738 *Dec 31, 1896Aug 14, 1900William RobinsonCar-spring.
US2146015 *Oct 24, 1936Feb 7, 1939Miner Inc W HBuffer for railway cars
US2340335 *Oct 28, 1942Feb 1, 1944Marsh John WBuffer
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2592662 *May 5, 1950Apr 15, 1952Miner Inc W HFriction shock absorbing mechanism for railway cars
US2592731 *Apr 28, 1950Apr 15, 1952Miner Inc W HFriction shock absorbing mechanism for railway cars
US2631841 *Apr 28, 1951Mar 17, 1953Miner Inc W HLoad supporting shock absorber
US2700477 *Feb 9, 1952Jan 25, 1955Miner Inc W HCombined rubber and friction shock absorbing mechanism for railway draft riggings
US2891684 *Jul 19, 1954Jun 23, 1959Miner Inc W HBuffer
US4262887 *Jun 1, 1979Apr 21, 1981Ringfeder GmbhFriction spring unit
Classifications
U.S. Classification213/221, 267/213
International ClassificationB61G11/14, B61G11/00
Cooperative ClassificationB61G11/14
European ClassificationB61G11/14