US1356002A - Friction shock-absorbing mechanism - Google Patents

Description

'J. F. OCONNOR.

FRICTION: SHOCK ABSORB'ING MECHANISM".

APPLICATION FILED MAR.1, 1919.

Patented 0 n19,1920.

2 SHEETS-SHEET I.

BY fi/ ATTOR \III H 1 ll J. F. OCONNOR.

FRICTION SHOCK ABSORBING MECHANISM.

APPLICATION FILED MAR. I, I919.

Patented Oct. 19, 1920.

2 SHEETSSHEET 2.

INVEINTOR. JMnFflQ/zrwr BY J WA TTORNE WITNESSES:

and which is of such form that .substantially on the line 2-2 of plates EE.

UNITED\STATES- PATENT OFFICE.

JOHN F. ooomaon. or cmqeeo,

nmnoisgjpamnon' 'ro WILLIAM H. mmm, or

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' Application "useful Improvement in Friction Shock-Absorbing Mechanisms, of which the following is a full, clear, concise, and exact description. reference being had to the accompany-- ing drawings, forming apart of this specifition.

This invention relates to improvements in friction shock absorbing mechanisms.

The object of the invention is to provide a friction shock absorbing mechanism especiallyadapted for railway draft. ri 'gings it may be manufactured at comparatively small expense and wherein all the parts are compactly arranged and adapted to be entirely confined between the sills.

In the drawings forming a part'of this specification, Figure 1 is a part elevational view, part longitudinal vertical section of a portion of a railway draft rigging showing my improvements in connection therewith. Fig. 2 is a horizontal, sectional view taken Fig. 1. Fig, 3 is a vertical. transverse, sectional view taken substantially on the line 3-3 of Fig. 1. Fig. 4 is a detail perspective of one of the laterally movable friction elements. And Fig. 5 is a detail perspective of one of the end central friction elements.

In said drawing, 10-10 denote channelshaped or center draft sills of a railway car, to the inner faces of which are secured the usual front and rear stops 11-11,- the spacing between said stops being 183;", as illustrated in the drawing. A draw bar 12 is employed. to which is riveted a yoke strap 13 of well known form, all of the parts being supported by a suitable saddle-plate 14. Front and rear followers 15 and 16 are used in a well known manner, as most clearly shown in Fig. *2.- J e The improved shock abserbing mechanism, as showml comprises end wedges A-A, central or intermediate friction elements B-B, laterally'movable or side friction elements C-C, spring D, and pressure The wedges AA are preferabl four in number,

Specification of Letters Zlatent.

these plates "slightly two at each end, and eac Z of saidwedges is of substantially equilateral tri- Patentcd Oct. 19, 1920.

filed Irma 1, 1919. Serial No. 279,940.

. angular formation in cross section. Each of said wedges AA is adapted to slide transversely relatively to the corresponding follower against which it bears, and it' is of course, evident that said wedges will move longitudinally or parallel to the line of draft in accordance with the particular follower being actuated.

Each side or lateral friction element G extends longitudinally between two of the friction wedges A-A and, as shown, each element C is provided on its inner face at each end thereof with a vertically extending wedge surface 17 cooperable with the correspondmg adjacent outer surface of a wedge A. In addition, each of said elements C is formed with a plurality, preferably three. integral inwardly and laterally extended loops 18--18, the same being vertically separated as clearly shown in Figs. 3 and 4 so that the two of said elements C may be assembled with the loops 18 of the one slidablv passing between the loops of the other. as shown most clearly in Fig. 3. When thus assembled, it is evident that a substantially rectangular pocket is formed within which is adapted to be received the two-coil spring D, the spring D being inserted after the two elements C are properly assembled.

Each of the elements B is formed on its outer end with a pair of vertically extended wedge faces 19-l9 adapted to cooperate with the opposed wedge faces of the two adjacent wedge blocks A-A, as'clearly shown in Fig. 2. The inner face of each element B is flat or plain, as indicated at 20, and may bear slightly against the loops 18 of the two assembled friction elements C-(-. In order, however, to eliminate or at least ,minimize pressure against the loops 18 in a direction parallel to the center line ofdraft, I employ the two pressure receiving plates E-'E shown in Figs. 1 and 3. Jach of E has a dimension parallel to the axis of the gear which equals or may exceed the distance between the front and rear edges" of.,the transversely extending loops 18." ,One plate E is disposed at the bottom ofthe assembled loops 18 and the other t the top, as shown in Fig. 1, so that longitudinal pressure from one block B to the other is transmitted through said lates E without compressing the loops 18. n this connection it will, of course, be und rstood that the combined vertical height of the assembled loops 18 is less than the verrearwardly. As this rearward movement takes place the friction elements C-C Wlll belaterally separated or in a line perpendicular to the center line of draft. As the elements C-C are thus laterally separated,

it is evident that the loops 18 of one will slide with respect to the loops 18 of the other, so that the cross portions l181 18 of the loops will compress the spring D simultaneously from both ends of the latter. In other words, the spring I) will be compressed twice as fast as each friction element C is moved outwardly, thus obtaining a rapid spring resistance to check the movement of the friction elements. While the front set of wedges A are moved rearwardly as heretofore described, it is also evident that the same will be moved laterally due to their sliding movement on the corresponding block B. As will be understoodby those skilled in the art, the action which takes place at the front or outer end of the mechanism will be duplicated at the rear end, all the elements B, C and D and the two front wedges AA moving rearwardly bodily. In this connection, as heretofore explained, pressure from the front friction element B will be transmitted to the rear friction elements 13 through the plates E-E.

With the arrangement shown, I am enabled to place all of the parts between the sills and in a relatively short space par allel to the line of draft. At the same time, I obtain large frictional areas; it is unnecessary to extend the springs to the outsides of the sills or below the latter, and all parts are such that they may be readily manufactured as ordinary castings. I

Although I have herein shown and described what I now consider the preferred manner of carrying out the invention, 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 friction shock absorbing mechanism, the combination with end wedges relatively movable toward and from each other; of two like side friction elements extending between said wedges and adapted -extended integral spring pockets, the spring pockets of one of said elements fitting between those of the other of said elements, spring means disposed within said spring pockets when the elements are assembled, and means for separating said elements to thereby compress the spring means within said pockets. j

3. In a friction draft rigging, the combination with draft sills having stop-acting .means, of follower-acting means, a pair of wedges associated with each of said follower-acting means, outer friction elements coiiperable with said wedges and adapted to be separated upon relative approach of said wedges, intermediate friction elements coiiperable with said wedges at each end, means for transferring pressure from one to the other of said intermediate. friction elements, and spring means for resisting separation of said outer friction elements. said spring means being confined between the sills and between said wedges.

4. In a friction shock absorbingmechanism, the combination with end wedges; of longitudinally extending friction elements disposed between said end wedges, said longitudinally extending friction elements having integrally formed slidable interfitting spring pockets opened in a direction transverse to the planes of the spring pockets; spring means disposed within said spring pockets and adapted to be inserted trans- 1'15 vcrsely thereof after the spring pockets are assembled, said end wedges being relatively movable toward and from each other and said friction elements moving perpendicular to the line of relative movement between the end wedges.

In witness that I claim the foregoing I have hereunto subscribed my name this 14 day of Feb, 1919.

JOHN F. OCONNOR.

lVitness CARRIE GAILING.

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