US1905492A - Shock absorbing mechanism - Google Patents

Description

April 25, 1933. J. F. OCONNOR SHOCK ABSORBING MECHANISM Filed Oct. 10, 1928 2 Sheets-Sheet l rammed Apr. 25, 1933 Umrso STATES A N QFFICE JOHN F. OGONNOR, OIE CHICAGO, ILLINOIS, ASSIGNOR TOW. H. 'MINER, INC OF CHICAGO, ILLINOIS, A CORPORATION OF DELAWARE SHOCK ABSORBING MECHANISM Application filed OctoberlO, 1928. Serial No. 311,425.

This invention relates to improvements in shock absorbing mechanisms.

In the operation of railway cars, and more particularly passenger cars, it is highly desirable that the shock absorbing devices associated with the couplers be such as to provide an easy cushioning action for starting and stopping, While at the same time having ample capacity to absorb any unusual or severe shocks. In passenger car operation, it has also been found that a smooth, easy cushioning action should not only be obtained during the starting of the train of cars, but that there should be also an insured easy acting resilient cushioning between the couplers and the car bodies while the train is in transit, the latter provision being neces sary to prevent transmission from the locomotive of the pulsating or surging action ;which is nec essarily imparted to the locomotive by reason of the steam cylinder action on the driving wheels. The resilient cushioning capacity referred to, should also be such that it is greater than the normal draw-bar pull of the locomotive, so as to prevent the shock absorbing device being pulled solid while the train is in motion. The reserve resilient cushioning capacity referred to, is also of great importance when the train is brought to a stop, in that it serves to prop erly set or spot the cars of the train when brought to rest, thus leaving the train in suitable condition for the locomotive to thereafter start the train in motion without ithe necessity .of backing up and providing slack, as is common practice where the gears or shock absorbing devices are not designed to provide the necessary resilient capacity above referred to.

One object of my invention, therefore, is to provide a shock absorbing. mechanism, particularly adapted for passenger equipment, which will have a large resilient easy cushioning action to take care of all normal shocks incident to starting and stopping, and

which will be of sufiicient capacity to exceed the normal draw-bar pull of the locomotive to thereby eliminate surging and provide for proper setting of the cars when the latter are brought to rest, and at the same time provide a reserve, very high capacity and independently operating shock absorbing. unit which only comes into play in the event of an unusual or excessive shock.

More specifically, an object of my invention is to provide a shock absorbing mechanism of nested plate type, wherein there are two independently operating systems, one of which is always available for anyv shocks encountered and the. other acts as a reserve to be brought into play only upon occurrence of excessively high shocks.

Other objects of the invention will more clearly appear from the description and claims hereinafter following.

In the. drawings forming apart of this specification, Figure l is a horizontal sectional view of my improved shock absorbing mechanism, shown applied to the usual draft sills of a car underframe. Figure 2 is a vertical, longitudinal section, corresponding to the line 22 of Figure 1. Figure 3 is a front end elevation of the shock absorbing mechanism proper. Figures 4 and 5 are vertical, transverse, sectional views, corresponding to the lines44 and 55, respectively, of Figure 1, Figure 5 being partly broken away to accommodate it on the sheet. And Figure 6 is, a detailed perspective view of one of the friction shoes employed in the mechanism.

In said drawings, 101O denote the usual channel draft sills of a car underframe, to the inner faces of which are attached front stop lugs 11 and rear stop lugs 12. A portion of a hooded cast yoke is indicated at 13, the same surrounding the shock absorbing device and also a front follower 14 of well known construction. The yoke and associated parts are supported in operative position by a detachable saddle plate 15 bolted to the lower flanges'of the draft sills in the usual manner. I

I The improved shock absorbing mechanism proper, as shown,comprises, broadly, a combined friction shell and spring cage casting A; a wedge B; friction shoes C-C; front spring follower. D; secondary spring E; rear secondary spring follower F; a pressure transmitting yoke G; a primary front spring of the shoe, thereby as indicated at 1818, for the reception of ribs 19-19 provided on the outer'faces-of substantially U-shaped heavy liners 20-20.

Each of the liners has a slightly longitudinally and inwardly inclinedfriction surface 21 and upper and lower inwardly extended arms 22-22, the function of the latter appearing hereinafter.

Two friction shoes C are employed, each of which is provided on its outer side with a friction surface 23 cooperable with thecorresponding adjacent friction surface 21; an

' inner, flat, transversely extending face 24,

engageable with the follower D; inwardly and rearwardly inclined wedge face 25 and an outwardly extending flange 26, the latter being of lesser width than the main portion roviding notches as indicated at 2727.; section is of' reduced width or vertical height, thus providing upper and lower notches 28-28 for the purpose hereinafter described.

The wedge B, preferably a cored casting, has an outer pressure transmitting flat face 29, normally spaced from the follower 14; and opposed rearwardly and inwardly inclined wedge faces 30-30, cooperable respec-- tively with the wedge faces 25 of the shoes. At each end, at the front thereof, the wedge B is provided with upwardly and downwardly extending lugs 31--31 which engage behind the. arms 2222 of the liners, as best shown in Figure 3, to thereby limit the out ward movement of the wedge B and thus maintain the over-all length of the shockabsorbing mechanism. 7

The follower D, best shown in Figure 1, has a front flat bearing face-32 engaging the inner flat faces 2 10f the shoes, and a rear convex face 33 Which engages the front plate of the nest of plates E.

The spring E preferably consists of a plurality of rectangular plates nested as shown in the drawings, the outer ends of the innermost plate thereof bearing on a concave face 34 provided on the front side of the follower F. The latter preferably also has'end wings or flanges 3535 embracing the ends of the spring E. v

On its rear side, the follower F has a flat bearing face 36 which always abuts the interior stop members M. Two of the latter imilarly, the wedge are employed and each is in the form of a U-shaped yoke having a vertical front section 37 and upper and lower rearwardly extending spaced arm 3838, the inner ends of the latter bearing against the rear wall 17 of the member A. The upper and lower walls 16 of the member A are preferably recessed, as best indicated in Figure 5 at 39, to accommodate said arms 38. With this arrangement, it is evident that the follower F is'held against rearward movement relative tothe member A and hence that the friction spring unit consisting of the wedge B, shoes G, follower D and spring E, will operate as a unit wholly independent of the primary spring resistancehereinafter described. r v

The primarg1 spring resistance includes the follower spring comprised of the series of units J-J. The follower His similar to the follower D, although preferably somewhat thicker, the same having-an outer flat face 40 and an inner convex face 41, the latter engaging the adjacent nest of plates J. The front face ofthe rear wall 17 of the member A is also convex, as indicatedat 42, the same bearing on the adjacent plate of the rearmost nested unit J. The spacers K are each of approximately I-cross sectioinhaving a central ,web with opposite concave faces 4343 and end flanges or wings rest extending over the ends of the corresponding sets of spring'plates. The central spacer L- has convex surfaces 45 45 on each side thereof. As will be evident from inspection of Figure 1, the flanges or wings on the ends 'of the follower F and spacers will effectively serve to prevent the ends of the spring plates from gouging the side walls of the member A.

To minimize wear on the inner surfaces of the upper and lower walls of the member A, the latter are preferably provided with horizontal liner plates 46%6, shown best in Figures 2,; 4 and 5.

F or operating the primary spring unit, the yoke G is provided, the same being of U-formation having a rear, vertically extending section 47 and upper andlower heavy thick arms 48 -48, the latter being of such length as to always engagethe inner face of the front follower 14." As will be clear from Figures 3, e and 6, the arms 48 of the pressure transmitting member G straddle the wedge-B and are accommodated within the notches 2828- of the shoes and also between the lugs 3131 of the wedge. In this manner, the member G is adapted for free longitudinal movement with reference to the front or secondary wedge fric tion unit, so that the primary or rear spring unit is operable independently of the-former. By providing the notches 27 in the wedge shoes, the latter are capable of working outspacers K and L, and

wardly of the shell a slight amount to compensate for wear, as will be evident.

The operation of the mechanism is as follows, assuming a buff or inward stroke of the coupler. As the follower 14 is moved inwardly, it moves the pressure transmitting yoke G rearwardly simultaneously and equally therewith, thus in turn forcing the front spring follower H of the primary system in the same direction. This in turn induces a flexing of all of the plat-es of the primary spring system, each set or unit obviously being flexed between a pair of convex and concave surfaces and thus producing the desired resiliency.

If the inward movement of the coupler continues sufiiciently, the follower 14 will then pick up the wedge B and, for the balance of the compression stroke, will force the wedge 13, thus bringing into play as an entirely independent unit the friction spring system comprised of the wedge B, shoes C, follower D and spring IE, it being evident that the follower F is held stationary by the means hereinbefore described. The capacity of the friction spring or secondary system will be made relatively high and approximately three to four times that of the primary spring system, but, as will be obvious, the capacities of the two systems are added in the event a maximum compression stroke takes place.

In actual practice, the plates comprising the springs will preferably be somewhat initially flexed and so placed within the mechanism that the flexure is taken out and plates made straight when the gear is assembled, thus providing an initial compression and allowing for take-up for any ordinary amount of wear. Preferably, also, the primary spring action will have a stroke of about 1 inches before the secondary system is brought into play, the total stroke being approximately 2 inches. Further, the capacity of the primary spring system will be made such as to provide about 60,000 pounds at the end of the 1 inch stroke, this capacity being sufficient to overbalance the tractive efiort or draw-bar pull of modern passenger locomotives when running under speed, and also sufficient to separate or spot the cars of the train when brought to rest. The total capacity of the gear under a complete compression will preferably be made about 250,000 pounds.

While I have hereinbefore referred to the sets of nested plates E and J as springs, it will be understood that friction will be developed between the several plates of each nest when they are flexed, and in the claims hereinafter following it is to be understood that the use of the term spring is in the broadest sense and contemplates springs which do or do not develop friction and whether or not of the plate or coil or other lustrative and I contemplateall changes and.

modifications which come within the scope of; the claims appended hereto.

Iclaim: V

ll-In a shock absorbing mechanism, the combination with a container having a friction shell at one end; of stop means within said container and locatedintermediate said shell end and the opposite end thereof; a wedge friction shoe system cooperablewith said shell; spring means interposed between said stop means and system; a second spring means located between said stop means and said opposite ends of the casing; and means adapted for actuation at 'the friction shell end, for compressing said second spring means while said friction shoe system remains idle.

2. In a shock absorbing mechanism, the combination with a container having a friction shell at one end; of stop means within said container and located intermediate said shellend and the opposite end thereof; a wedge friction shoe system cooperable with said shell; spring means. interposed between said stop means and system; a second spring means located between said stop means and said opposite endof the casing; and means adapted for actuation atthe friction shell end, for compressing said second spring means independently of said friction shoe system, said last named means comprising a. yoke straddling said wedge friction shoe system and projecting outwardly therebeyond. H

8. In a shock absorbing mechanism, the combination with a combined friction shell and spring casing having the friction shell at one end and a wall at the opposite end; of friction shoes cooperable with said shell; a wedge cooperable with said shoes; stop means within said casing and immovable longitudinally thereof; a spring resistance between said stop means and said shoes; a

second primary spring resistance between means within said casing and immovable,

longitudinally thereof; a spring resistance between said stop'means and-said shoes; a second primary springresistance between said stop means and wall of said casing; a follower at the front end of said primary spring resistance and pressure transmitting means extending. from said follower outwardly of and beyond the wedge adapted to actuate said primary spring resistance inad- Vance' of and independently of the friction system, each of said spring resistances in-' cluding a plurality of nested flexible plates extending transversely of the'casing.

5. In a shock absorbing-mechanism, the combination with a combined friction shell and spring casing having friction surface liners at one end and a wall at the other end; of a pressure transmitting wedge and friction shoes cooperable with said shell; displaceable stop-acting means disposed within the casing; a spring resistance interposedbetween said mea'ns'and the wedge shoe system; another spring-system located between said stop acting means and rear wall; and a yoke embracing said friction {system and first named spring resistance and extending outwardly therebeyond and adaped to actuate said second named spring resistance. 7

6.111 a shock absorbing mechanism, the

combination with a follower;of a combined friction shell and spring cage open at one end and having the friction shell portion at said open end, said follower and combined shell and spring cage being relatively movable toward and away from each other; a primary cushioning means; a secondary cushioning means including friction elements cooperating with the friction shell portion;

a pressure-transmitting device extending through said friction shell portion and interposed between said follower andprimary cushioning means and-continuously engaged by said follower for compressing the primary cushioning means during a compression stroke of said mechanism, said device being freely movable with respect to the friction elements and opposed only by said primary cushioning means throughout the compression stroke of the mechanism; and means normally spaced from the follower and adapted to be actuated thereby after a predetermined compression of the primary cushioning means for actuating said friction elements to compress the secondary cushioning means. i

In witness that I claim thefore'going I have hereunto subscribed my name this 8th day of October, 1928. I

JOHN roooNNoR;

Images