CA1228506A - Railroad car diaphragm - Google Patents
Railroad car diaphragmInfo
- Publication number
- CA1228506A CA1228506A CA000462806A CA462806A CA1228506A CA 1228506 A CA1228506 A CA 1228506A CA 000462806 A CA000462806 A CA 000462806A CA 462806 A CA462806 A CA 462806A CA 1228506 A CA1228506 A CA 1228506A
- Authority
- CA
- Canada
- Prior art keywords
- diaphragm
- mounting plate
- face
- car
- sections
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
- B61D17/22—Communication passages between coaches; Adaptation of coach ends therefor flexible, e.g. bellows
Landscapes
- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Mechanical Engineering (AREA)
- Tents Or Canopies (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Display Devices Of Pinball Game Machines (AREA)
- Liquid Crystal (AREA)
- Braking Systems And Boosters (AREA)
- Diaphragms And Bellows (AREA)
Abstract
ABSTRACT
A railroad diaphragm comprising a mounting plate couple able to the end face of a railroad car, a face plate and wear plate for contact to an adjacent diaphragm, and sheet material located therebetween. Sponge like material within the space between the mounting plate and sheet material at the upper section thereof, provides resilience to the diaphragm.
A railroad diaphragm comprising a mounting plate couple able to the end face of a railroad car, a face plate and wear plate for contact to an adjacent diaphragm, and sheet material located therebetween. Sponge like material within the space between the mounting plate and sheet material at the upper section thereof, provides resilience to the diaphragm.
Description
so;
RAILROAD CAR DIAPHRAGM
BACKGROUND OF THE INVENTOR
This invention relates to flexible diaphragms for enclosing the space between adjoining ends of two railroad cars so as to provide a passageway between the cars being mated.
In the past, the need has been identified to encompass the space between adjacent railroad cars to permit the convenient movement of passengers there between. Prior art approaches to fulfill such need are described in U. S. patent No.
3,399,632 to Dean and in U. S. Patent No. 3,410/226 to Croup. According to such prior art disclosures, diaphragms are attached to the ends of adjacent cars and then the diaphragms are mated to each other to protect the space between adjacent railroad cars from the weather and noise while permitting the convenient movement of passengers there through. Such prior art approaches have traditionally entailed the usage of large, expensive structures with walls of solid resilient material coated with a sealing elastomers and contoured to permit expansion, contraction and torsional movement of the diaphragms with respect to each other and with respect to the cars during movement of the train. Such prior approaches were neither adequately efficient nor economical for their intended purpose.
Such prior art approaches to the problem were characterized by high initial cost of construction as well a high costs for refurbishment. The turn-around time for refurbishment was consistently too lengthy with the cost and labor to replace such a diaphragm being excessive Further, the prior art S~16 constructions require replacement of the entire die-from in the event of significant damage to any part thereof.
The railroad car diaphragm, constructed according to the present invention, overcomes the aforementioned deficiencies in the prior art.
In accordance with the invention there is provided a diaphragm for a railroad car comprising a mounting plate couple able to the end face of a rail-road car. A face plate exterior of the mounting plate is couple able to a diaphragm of an adjacent railroad car. A sheet means coupling the mounting plate and the face plate. A resilient sponge like means is located between the mounting and face plates to provide resilience to the diaphragm.
In particular the diaphragm is a flexible diaphragm which is U-shaped in configuration with two side portions and a bridging portion, the sides being connected to the mounting plate and the bridging portion secured to the face plate.
In a particular embodiment the invention .
' ,~' - pa -is characterized by a thin rubber sheet, in an arch-like configuration. The sheet is arranged to couple an interior mounting plate, mountable to a train car, and an exterior face plate, which mates with a diaphragm on an adjacent car. A wear plate is located on the exterior surface of each face plate. A removable section of resilient material is provided across the top of the arch of the diaphragm within the confines of the sheet material and mounting plate to assist in the resilient characteristics of the diaphragm during operation.
The wear plate of each diaphragm is mated with the wear plate of the next adjacent diaphragm to complete the passageway between cars. Step plates are also provided over which pedestrians may walk when passing through thy diaphragm from car to car The diaphragm is designed for attachment Jo the vertical end wall of a railroad car at its mounting plate and encloses a doorway into the car. It extends axially toward the corresponding mating doorway of the next adjoining car. In its axial extent the body is designed to mate axially with the corresponding diaphragm on the adjoining car with some compression and pressure on the diaphragm when the cars are normally coupled.
These mating diaphragms thus cooperate tug provide a passageway between adjoining cars above the normal car coupling.
~2~35~
The construction of the diaphragm is such that its body portion at the sill of the doorway provides a step plate or walkway between adjoining cars without the necessity for the use of-other independent plates or structures.
The diaphragm further includes resilient shear mount type spring cushions to provide support for the diaphragm as well as resistance to vertical and horizontal displacement of the diaphragm resulting from either persons walking on the floor of the diaphragm or from the adjacent railway cars moving uphill, downhill or sideways.
The materials and constructions employed further act as an excellent sound absorber and thermal insulator to thereby reduce the possibility of undesirable noise and external weather conditions inconveniencing passengers in the diaphragm or at the ends of adjoined Rowley cars.
The axial compression characteristics of these diaphra~rns assure that the mating wear plates remain in contact under most conditions including the periods when the train is rounding sharp curves, thereby preventing weather leaks and air noises at the mating faces of the diaphragms.
I The vertical rubber supports in the diaphragm provide a high resistance to vertical deflection without imparting the axial flexibility of the diaphragms. These vertical supports also provide flexibility to the diaphragm walls when the train is rounding a curve.
Moreover these diaphragms provide a smooth cosmetic appearance, which is applicable to both the interior of the diaphragm passageway and the exterior of the diaphragm. The exterior appearance features of the diaphragm provide computability with the streamlined design of the exterior of modern trains.
Perhaps, most importantly, the specific designs and constructions of the present invention provide for modularity of the various components to minimize construction, mounting, repair and refurbishing activities in terms of time, cost, labor and parts. The initial cost of construction-and mounting is reduced and the customer can now, due to the modularity of the diaphragm, repair worn or damaged parts without replacing the entire assembly.
Consequently, it is an object of the present invention to provide a modular diaphragm for adjacent railroad cars which are more efficient and more economical than prior art structures.
DESCRIPTION OF THE DRAWINGS
The following description and drawings illustrate a preferred embodiment of this present invention.
In the drawings:
Figure 1 is a side elevation Al view ox adjacent railroad cars coupled together, each car employing a diaphragm constructed in accordarlce I with the principles of the present invention Figure 2 is a partial perspective view of a railroad car having a diaphragm attached to one vertical end of the car with the railroad car shown in phantom lines Figure 3 is a front elevation Al view of the diaphragm assembly with sections removed to show internal constructions thereof.
Figure 4 is a side elevation Al view of the diaphragm as shown in Figure 3 taken along line 4-4 of Figure 3 but with areas removed to show certain internal constructions Figure 5 is a sectional view of the lower portion of the face plate taken along line 5-5 of Figure 3, again with parts removed to show certain internal constructions.
Figure 6 is a sectional Yew through the top of the diaphragm taken along line 6-6~~o~~Figur~
3.
Figure 7 is a detailed view of a bolt assembly taken along line 7-7 of Figure 6.
Figure 81 which appears on the same sheet 2.c Figure 4, us an exploded perspective view ox the lower portion of the vertical sheet material showing the coupling with the lower horizontal sheet material piece.
Shown in Figure 2 are a pair of railroad cars 10 and 12 mounted and mated together by the conventional coupling means 14. The car are mounted for movement on wheels along a track, again in the conventional fashion.
With further reverence to Figures 1, 2 and 3, each railway car terminates with a passageway 18. for the movement of pedestrians there through. The passageway is surrounded by an attached reinforced aperture end wall 20. To this end wall is mounted the diaphragm 24 through a mounting plate 26. The mounting plate is located at the outboard end of each railway car which constitutes the inboard end of each diaphragm, 30 Each mounting plate and end wall of the car have mating bolt holes to permit the attachment of the mounting plate of the diaphragm to the end wall of each car through suitable bolts 28. The end wall and mounting plate ore made of appropriate wear resistant rigid metal materials.
The mounting plate is made up of sections having an upper arched portion 36 and vertical side portions 38 and 40 which are welded as a unit.
- Next exterior from the mounting plate are the rubber diaphragm sections of sheet material.
The rubber diaphragm sheets 42 are flexible and consist of a neoprene compound about 1/4 inch in thickness. The construction is reinforced--in-the -center with a high tensile nylon fabric. The neoprene compound has good flame resistant characteristics and meets the Roar Specification S
80000 Group III sheeting material for inter car closures.
The major portion of the body of the diaphragm is made up of this flexible sheet material. These flexible portions couple the interior mounting plate with the exterior face plate A polyurethane sponge segment is inserted across the top of the arch like diaphragm in a manner to be later described. The body it particularly designed to accommodate a high degree of axial compression. The interior and exterior of the body of the diaphragm is capable of substantial for example, over 50 percent overall axial deformation without substantial distortion of the interior, exterior wall surfaces. The upper corners of the sheet are formed with grooves 34 to facilitate the bending action.
Extending parallel with, and tug the same extent as, the mounting plate is an aluminum flange 44 for securing the sheets to the mounting plate.
The flange is riveted to the mounting plate.
Aperture retainer strips 46, 48J 50, So and 126 accept bolts I for attachment to the flange with the sheets there between Although only three retaining strips are shown in Figure 2 and three in Figure 5, a total of ten are utilized. Two interior and two exterior along the vertical extents of the sheet material and one interior and one exterior of the top horizontal extent and four on the lower horizontal sections.
The face plate 56 is located next outboard from the sheets. The face plate is made in two sections, an upper arch-shaped channel 58 and a lower channel 60, secured together by bolts 86 for ease of construction and replacement of damaged sections.
Located below the joining area of the channel segments of the face plate are lower straight diaphragm sheet segments 32 in a horizontal disposition which couple with the lower ends of the vertical segments 42 of the arch-shaped diaphragm of sheet material.
Figure 8 shows the co~lplin~ of the lower horizontal straight channeled sheets 32 in their Unshaped configuration which is coupled through bolts to the contoured lower segments I of upper sheet material through appropriate bolt holes 6?.
The upper portion of Figure 8 is the lower portion of the vertical segment of the sheet material and constitutes a vertical U-shaped channel with a horizontal surface 76 for mating with the upper portion of the lowermost horizontal seginent of sheet material. A injury I
horizontally extends inwardly for attachment through jolts to the central portion ox the U-shaped lower sheet member. This E'iguFe thus illustrates one corner of thy attachment ox the lower sheet material to an upper sheet material. A
similar arrangement is on the opposite lower corner of the sheet Muriel sections and is seen in Figure 3.
35`~6 Wear plate 74 covers the outboard surface of the face plate and is constructed of segments 64, 66, 68 and 70 which together match the surface shape of the face plate to which it is bonded and bolted. Bolt holes 72 are provided for coupling the wear plates to the face plate. The mating diaphragms, with the wear plates there between, are held in a highly compressed condition when coupled thereby reducing the possibility of external noises between abutting ends of the mating diaphragms.
The wear plate is constructed of a suitable smooth plastic material for contact and sliding with the wear plate of the next adjacent diaphragm for completing the passageway between cars.
Resilience it provided to each diaphragm through the use of resilience sponge material within the diaphragm across the top segment -- thereof. This sponge section 82 is removable during repair and refurbishing and is constructed preferably ox a polyurethane sponge grade UU-44 fire retardant type material. The sponge is not sprayed and it is not bonded to the rubber or metal constructions. The sponge section is completely covered and enclosed by the mounting plate and the neoprene rubber diaphragm sheet construction, Its purpose is to provide resilience to the upper diaphragm corners.
Also located within each diaphragm is a step plate 84. Each step plate is constructed of a rigid material such as stainless steel and is welded to the lower face plate. The outboard ends of the step plate are tapered so as not to interfere with the car construction as the diaphragm moves with respect to the train during operation.
so Shown in Figure 5 is the attachment between the end plate of the car and the lower horizontal outboard portion of the face plate. The end plate of the car is provided with outwardly extending steel, truncated support assemblies 90 and 92 located adjacent to an inwardly extending stainless steel, truncated support assembly 94 secured as through welding to the lower horizontal--segment of the diaphragm face plate. These assemblies are coupled one to another through shear mounts 96 and 98 of highly vulcanized rubber to effectively provide the horizontal support for the face plate and hence the entire diaphragm with respect to the car. The buffer plates are secured by bolts 100 at each respective end to the truncated support assemblies as shown for a secure coupling of the railway car to the diaphragm. The resilient shear mounts thus support the majority of the weight of the diaphragm when mounted on a jar and provide additional security for passengers in motion between cars as they move through the diaphragm over the step plates.
Attachment plates 104, 106, 108, 110, 112, 114, 116, 118 and 120 are utilized inside the sheet material far support as shown in Figure 3. These plates are bonded inside the rubber sheet and then bolted to the face plate and wear plate with the sheet material there between to provide support to the sheet material when in operative position. The upper corner plates 104 and 106 also span the sections of the wear plate. Lower plates 116 and 118 provide the support for the lower horizontal segments 32 of the sheet material.
While the present invention has been described above with regard to a particular preferred embodiment thereon, it will be readily ~2~6 -lo-apparent from this disclosure that variations from this preferred constructions may be made which will be within the spirit and scope of the appended claims.
RAILROAD CAR DIAPHRAGM
BACKGROUND OF THE INVENTOR
This invention relates to flexible diaphragms for enclosing the space between adjoining ends of two railroad cars so as to provide a passageway between the cars being mated.
In the past, the need has been identified to encompass the space between adjacent railroad cars to permit the convenient movement of passengers there between. Prior art approaches to fulfill such need are described in U. S. patent No.
3,399,632 to Dean and in U. S. Patent No. 3,410/226 to Croup. According to such prior art disclosures, diaphragms are attached to the ends of adjacent cars and then the diaphragms are mated to each other to protect the space between adjacent railroad cars from the weather and noise while permitting the convenient movement of passengers there through. Such prior art approaches have traditionally entailed the usage of large, expensive structures with walls of solid resilient material coated with a sealing elastomers and contoured to permit expansion, contraction and torsional movement of the diaphragms with respect to each other and with respect to the cars during movement of the train. Such prior approaches were neither adequately efficient nor economical for their intended purpose.
Such prior art approaches to the problem were characterized by high initial cost of construction as well a high costs for refurbishment. The turn-around time for refurbishment was consistently too lengthy with the cost and labor to replace such a diaphragm being excessive Further, the prior art S~16 constructions require replacement of the entire die-from in the event of significant damage to any part thereof.
The railroad car diaphragm, constructed according to the present invention, overcomes the aforementioned deficiencies in the prior art.
In accordance with the invention there is provided a diaphragm for a railroad car comprising a mounting plate couple able to the end face of a rail-road car. A face plate exterior of the mounting plate is couple able to a diaphragm of an adjacent railroad car. A sheet means coupling the mounting plate and the face plate. A resilient sponge like means is located between the mounting and face plates to provide resilience to the diaphragm.
In particular the diaphragm is a flexible diaphragm which is U-shaped in configuration with two side portions and a bridging portion, the sides being connected to the mounting plate and the bridging portion secured to the face plate.
In a particular embodiment the invention .
' ,~' - pa -is characterized by a thin rubber sheet, in an arch-like configuration. The sheet is arranged to couple an interior mounting plate, mountable to a train car, and an exterior face plate, which mates with a diaphragm on an adjacent car. A wear plate is located on the exterior surface of each face plate. A removable section of resilient material is provided across the top of the arch of the diaphragm within the confines of the sheet material and mounting plate to assist in the resilient characteristics of the diaphragm during operation.
The wear plate of each diaphragm is mated with the wear plate of the next adjacent diaphragm to complete the passageway between cars. Step plates are also provided over which pedestrians may walk when passing through thy diaphragm from car to car The diaphragm is designed for attachment Jo the vertical end wall of a railroad car at its mounting plate and encloses a doorway into the car. It extends axially toward the corresponding mating doorway of the next adjoining car. In its axial extent the body is designed to mate axially with the corresponding diaphragm on the adjoining car with some compression and pressure on the diaphragm when the cars are normally coupled.
These mating diaphragms thus cooperate tug provide a passageway between adjoining cars above the normal car coupling.
~2~35~
The construction of the diaphragm is such that its body portion at the sill of the doorway provides a step plate or walkway between adjoining cars without the necessity for the use of-other independent plates or structures.
The diaphragm further includes resilient shear mount type spring cushions to provide support for the diaphragm as well as resistance to vertical and horizontal displacement of the diaphragm resulting from either persons walking on the floor of the diaphragm or from the adjacent railway cars moving uphill, downhill or sideways.
The materials and constructions employed further act as an excellent sound absorber and thermal insulator to thereby reduce the possibility of undesirable noise and external weather conditions inconveniencing passengers in the diaphragm or at the ends of adjoined Rowley cars.
The axial compression characteristics of these diaphra~rns assure that the mating wear plates remain in contact under most conditions including the periods when the train is rounding sharp curves, thereby preventing weather leaks and air noises at the mating faces of the diaphragms.
I The vertical rubber supports in the diaphragm provide a high resistance to vertical deflection without imparting the axial flexibility of the diaphragms. These vertical supports also provide flexibility to the diaphragm walls when the train is rounding a curve.
Moreover these diaphragms provide a smooth cosmetic appearance, which is applicable to both the interior of the diaphragm passageway and the exterior of the diaphragm. The exterior appearance features of the diaphragm provide computability with the streamlined design of the exterior of modern trains.
Perhaps, most importantly, the specific designs and constructions of the present invention provide for modularity of the various components to minimize construction, mounting, repair and refurbishing activities in terms of time, cost, labor and parts. The initial cost of construction-and mounting is reduced and the customer can now, due to the modularity of the diaphragm, repair worn or damaged parts without replacing the entire assembly.
Consequently, it is an object of the present invention to provide a modular diaphragm for adjacent railroad cars which are more efficient and more economical than prior art structures.
DESCRIPTION OF THE DRAWINGS
The following description and drawings illustrate a preferred embodiment of this present invention.
In the drawings:
Figure 1 is a side elevation Al view ox adjacent railroad cars coupled together, each car employing a diaphragm constructed in accordarlce I with the principles of the present invention Figure 2 is a partial perspective view of a railroad car having a diaphragm attached to one vertical end of the car with the railroad car shown in phantom lines Figure 3 is a front elevation Al view of the diaphragm assembly with sections removed to show internal constructions thereof.
Figure 4 is a side elevation Al view of the diaphragm as shown in Figure 3 taken along line 4-4 of Figure 3 but with areas removed to show certain internal constructions Figure 5 is a sectional view of the lower portion of the face plate taken along line 5-5 of Figure 3, again with parts removed to show certain internal constructions.
Figure 6 is a sectional Yew through the top of the diaphragm taken along line 6-6~~o~~Figur~
3.
Figure 7 is a detailed view of a bolt assembly taken along line 7-7 of Figure 6.
Figure 81 which appears on the same sheet 2.c Figure 4, us an exploded perspective view ox the lower portion of the vertical sheet material showing the coupling with the lower horizontal sheet material piece.
Shown in Figure 2 are a pair of railroad cars 10 and 12 mounted and mated together by the conventional coupling means 14. The car are mounted for movement on wheels along a track, again in the conventional fashion.
With further reverence to Figures 1, 2 and 3, each railway car terminates with a passageway 18. for the movement of pedestrians there through. The passageway is surrounded by an attached reinforced aperture end wall 20. To this end wall is mounted the diaphragm 24 through a mounting plate 26. The mounting plate is located at the outboard end of each railway car which constitutes the inboard end of each diaphragm, 30 Each mounting plate and end wall of the car have mating bolt holes to permit the attachment of the mounting plate of the diaphragm to the end wall of each car through suitable bolts 28. The end wall and mounting plate ore made of appropriate wear resistant rigid metal materials.
The mounting plate is made up of sections having an upper arched portion 36 and vertical side portions 38 and 40 which are welded as a unit.
- Next exterior from the mounting plate are the rubber diaphragm sections of sheet material.
The rubber diaphragm sheets 42 are flexible and consist of a neoprene compound about 1/4 inch in thickness. The construction is reinforced--in-the -center with a high tensile nylon fabric. The neoprene compound has good flame resistant characteristics and meets the Roar Specification S
80000 Group III sheeting material for inter car closures.
The major portion of the body of the diaphragm is made up of this flexible sheet material. These flexible portions couple the interior mounting plate with the exterior face plate A polyurethane sponge segment is inserted across the top of the arch like diaphragm in a manner to be later described. The body it particularly designed to accommodate a high degree of axial compression. The interior and exterior of the body of the diaphragm is capable of substantial for example, over 50 percent overall axial deformation without substantial distortion of the interior, exterior wall surfaces. The upper corners of the sheet are formed with grooves 34 to facilitate the bending action.
Extending parallel with, and tug the same extent as, the mounting plate is an aluminum flange 44 for securing the sheets to the mounting plate.
The flange is riveted to the mounting plate.
Aperture retainer strips 46, 48J 50, So and 126 accept bolts I for attachment to the flange with the sheets there between Although only three retaining strips are shown in Figure 2 and three in Figure 5, a total of ten are utilized. Two interior and two exterior along the vertical extents of the sheet material and one interior and one exterior of the top horizontal extent and four on the lower horizontal sections.
The face plate 56 is located next outboard from the sheets. The face plate is made in two sections, an upper arch-shaped channel 58 and a lower channel 60, secured together by bolts 86 for ease of construction and replacement of damaged sections.
Located below the joining area of the channel segments of the face plate are lower straight diaphragm sheet segments 32 in a horizontal disposition which couple with the lower ends of the vertical segments 42 of the arch-shaped diaphragm of sheet material.
Figure 8 shows the co~lplin~ of the lower horizontal straight channeled sheets 32 in their Unshaped configuration which is coupled through bolts to the contoured lower segments I of upper sheet material through appropriate bolt holes 6?.
The upper portion of Figure 8 is the lower portion of the vertical segment of the sheet material and constitutes a vertical U-shaped channel with a horizontal surface 76 for mating with the upper portion of the lowermost horizontal seginent of sheet material. A injury I
horizontally extends inwardly for attachment through jolts to the central portion ox the U-shaped lower sheet member. This E'iguFe thus illustrates one corner of thy attachment ox the lower sheet material to an upper sheet material. A
similar arrangement is on the opposite lower corner of the sheet Muriel sections and is seen in Figure 3.
35`~6 Wear plate 74 covers the outboard surface of the face plate and is constructed of segments 64, 66, 68 and 70 which together match the surface shape of the face plate to which it is bonded and bolted. Bolt holes 72 are provided for coupling the wear plates to the face plate. The mating diaphragms, with the wear plates there between, are held in a highly compressed condition when coupled thereby reducing the possibility of external noises between abutting ends of the mating diaphragms.
The wear plate is constructed of a suitable smooth plastic material for contact and sliding with the wear plate of the next adjacent diaphragm for completing the passageway between cars.
Resilience it provided to each diaphragm through the use of resilience sponge material within the diaphragm across the top segment -- thereof. This sponge section 82 is removable during repair and refurbishing and is constructed preferably ox a polyurethane sponge grade UU-44 fire retardant type material. The sponge is not sprayed and it is not bonded to the rubber or metal constructions. The sponge section is completely covered and enclosed by the mounting plate and the neoprene rubber diaphragm sheet construction, Its purpose is to provide resilience to the upper diaphragm corners.
Also located within each diaphragm is a step plate 84. Each step plate is constructed of a rigid material such as stainless steel and is welded to the lower face plate. The outboard ends of the step plate are tapered so as not to interfere with the car construction as the diaphragm moves with respect to the train during operation.
so Shown in Figure 5 is the attachment between the end plate of the car and the lower horizontal outboard portion of the face plate. The end plate of the car is provided with outwardly extending steel, truncated support assemblies 90 and 92 located adjacent to an inwardly extending stainless steel, truncated support assembly 94 secured as through welding to the lower horizontal--segment of the diaphragm face plate. These assemblies are coupled one to another through shear mounts 96 and 98 of highly vulcanized rubber to effectively provide the horizontal support for the face plate and hence the entire diaphragm with respect to the car. The buffer plates are secured by bolts 100 at each respective end to the truncated support assemblies as shown for a secure coupling of the railway car to the diaphragm. The resilient shear mounts thus support the majority of the weight of the diaphragm when mounted on a jar and provide additional security for passengers in motion between cars as they move through the diaphragm over the step plates.
Attachment plates 104, 106, 108, 110, 112, 114, 116, 118 and 120 are utilized inside the sheet material far support as shown in Figure 3. These plates are bonded inside the rubber sheet and then bolted to the face plate and wear plate with the sheet material there between to provide support to the sheet material when in operative position. The upper corner plates 104 and 106 also span the sections of the wear plate. Lower plates 116 and 118 provide the support for the lower horizontal segments 32 of the sheet material.
While the present invention has been described above with regard to a particular preferred embodiment thereon, it will be readily ~2~6 -lo-apparent from this disclosure that variations from this preferred constructions may be made which will be within the spirit and scope of the appended claims.
Claims (5)
1. A diaphragm for a railroad car comprising, a mounting plate secured to the end face of a railroad car, a plurality of flexible diaphragm sections in continuous alignment attached to said mounting plate, each of said flexible diaphragm sections being U-shaped in configuration with two side portions and a bridging portion, flange and retainer plates connecting said side portions to said mounting plate, a face plate exterior of said mounting plate secured to said bridging portion of said flexible diaphragm, a resilient sponge means located within said flexible diaphragm between said mounting plate and said face plate along the upper portion of said diaphragm for providing resilience to said diaphragm, said face plate being constructed of separable sections for access to said diaphragm sections, shear mounts of rubber coupling the lower portion of the face plate to said railroad car, and a wear plate covering the face of the face plate for contact with the adjacent car.
2. A diaphragm for a railway car comprising:
a mounting plate secured to the end face of a railway car defining a passageway into such car, said mounting plate being made up of a plurality of sections, a plurality of flexible diaphragm sections connected to said mounting plate and extending out-wardly therefrom, each of said flexible diaphragm sections having a pair of spaced side portions and a bridging portion defining a U-shaped configuration in cross-section, said side portions of said flexible diaphragm sections being connected to said mounting plate by a series of flange and retainer strips to facilitate access to different portions of said dia-phragm, said flexible diaphragm sections having an upper arched portion, a resilient sponge segment mounted across said upper arched portion of said flexible diaphragm and in abutting contact with said mounting plate, said bridging portion of said diaphragm being connected to at least a pair of flat rigid face plates, and a plurality of wear plates secured to said face plates to provide access thereto and for con-tact with an adjacent diaphragm of an adjoining railway car.
a mounting plate secured to the end face of a railway car defining a passageway into such car, said mounting plate being made up of a plurality of sections, a plurality of flexible diaphragm sections connected to said mounting plate and extending out-wardly therefrom, each of said flexible diaphragm sections having a pair of spaced side portions and a bridging portion defining a U-shaped configuration in cross-section, said side portions of said flexible diaphragm sections being connected to said mounting plate by a series of flange and retainer strips to facilitate access to different portions of said dia-phragm, said flexible diaphragm sections having an upper arched portion, a resilient sponge segment mounted across said upper arched portion of said flexible diaphragm and in abutting contact with said mounting plate, said bridging portion of said diaphragm being connected to at least a pair of flat rigid face plates, and a plurality of wear plates secured to said face plates to provide access thereto and for con-tact with an adjacent diaphragm of an adjoining railway car.
3. diaphragm for a railway car as set forth in claim 2, wherein said face plates are of general U-shaped configuration.
4. A diaphragm for a railway car as set forth in claim 3, wherein the lowermost section of said flexible diaphragm is a horizontally disposed section which has one of its side portions and bridging portion connected to spaced extensions of vertically extending diaphragm sections.
5. A diaphragm for a railway car as set forth in claim 4, wherein said wear plate is made from a smooth plastic material for sliding contact with an adjacent wear plate on an adjoining diaphragm of an adjoining railway car.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US53339483A | 1983-09-19 | 1983-09-19 | |
| US533,394 | 1983-09-19 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1228506A true CA1228506A (en) | 1987-10-27 |
Family
ID=24125767
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000462806A Expired CA1228506A (en) | 1983-09-19 | 1984-09-10 | Railroad car diaphragm |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPS6092161A (en) |
| CA (1) | CA1228506A (en) |
| FR (1) | FR2552044B1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9550535B2 (en) | 2015-04-17 | 2017-01-24 | General Electric Company | Aerodynamic control system and method |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3514978A1 (en) * | 1985-04-25 | 1986-10-30 | Linke-Hofmann-Busch Waggon-Fahrzeug-Maschinen Gmbh, 3320 Salzgitter | Intercommunicating gangway for rail vehicles coupled to one another, and method of installation |
| JPH035498Y2 (en) * | 1985-06-19 | 1991-02-13 | ||
| DE3533959A1 (en) * | 1985-09-24 | 1987-03-26 | Huebner Gummi & Kunststoff | DEVICE FOR TRANSMITTING THE LONGITUDE FORCE BETWEEN INDIVIDUAL LINKS OF AN ARTICULATED VEHICLE |
| KR102579360B1 (en) * | 2018-12-04 | 2023-09-18 | 현대자동차주식회사 | Auxiliary brake control system of vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB650232A (en) * | 1947-10-24 | 1951-02-21 | Budd Co | Improvements in or relating to railway vehicle bodies |
| US3399632A (en) * | 1966-06-24 | 1968-09-03 | Budd Co | Railway car diaphragm and buffer structure |
-
1984
- 1984-09-10 CA CA000462806A patent/CA1228506A/en not_active Expired
- 1984-09-17 FR FR8414211A patent/FR2552044B1/en not_active Expired
- 1984-09-18 JP JP19408284A patent/JPS6092161A/en active Granted
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9550535B2 (en) | 2015-04-17 | 2017-01-24 | General Electric Company | Aerodynamic control system and method |
| US10189515B2 (en) | 2015-04-17 | 2019-01-29 | General Electric Company | Aerodynamic control system and method |
Also Published As
| Publication number | Publication date |
|---|---|
| FR2552044B1 (en) | 1989-03-10 |
| FR2552044A1 (en) | 1985-03-22 |
| JPH0436909B2 (en) | 1992-06-17 |
| JPS6092161A (en) | 1985-05-23 |
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