US1257766A - Train slack-adjuster. - Google Patents

Description

N. B. TEMPLE.-

TRAIN SLACK ADJUSTER.

APPLICATION FILED JUNE 8,1917.

Patented Feb. 28, 1-918.

2 SHEETS-SHEET I.

BEB. TEA/113m TRAIN SLACK ADJUSTER.

APPLICATION FILED JUNE'E, 1917.

Patented Feb. 26, 1918. I

2 SHEETS-SHEET 2.

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wart-raw is. TEMPLE, or nociimenaiuqnon're: canons-re, secret on or QNE-HALF 1'0 Joan L. HAWLEY, or noonmenmu, non'rn CAROLINA.

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Application flledffune 8, 1917. Serial No. 173,593.

To all 'tU/MH/l/ it may concern; 1

Be it known that I. NAirI-ihN B. TEMPLE, a citizen of the United States residing; at

Buckingham, in the county of Richmond and State of North Carolina, have invented a new and useful Train Slack-Adjuster, of

Y which the following is a specification.

' The object of this invention is a train slack adj uster wherein butler bars are coiipera- 9.? v

and the ob ects of the invention are, first,

ti-ve ly associated withair cushioned pistons,

to rovide means for retaining the cars of a train unitormly spaced apart, second, to

f. providerneans :toi' automatically adjusting the'spacing element when rounding curves,

to provide a slackadjuster which will perunit easy coupling and uncoupling of a train, sixth, to provide aslack adjuster that is 7 under control of the engineer at all times,

seventh, to provide a simple and eilicient train slack ad uster.

With the foregoing and other objects in view jwhich will appear as the description proceeds, the invention. resides in the conibination and arrangement of parts and in' the details of construction. hereinafter do scribed and claimed, it being understood thatchanges in the precise embodiment of the invention herein disclosed can be made within the scope of what is claimed, without departing from the spirit of the invention.

A practical embodiment of the invention is shown in the accompanying drawings,

wherein Figure l is a side elevation of an adjuster constructed in accordance with the present invention, the car platform to which the device is shown attached being in section and portions broken away;

Fig. 2 is a plan view of the same, the flooring removed, the car sills being in section and portions of the device broken away;

Fig. 3 a diagrammatic view of the s3 tern;

Fig. 4 is a plan view illustrating the position assumed by the device in rounding a curve.

Referring to the drawings by-numerals of reference The device is herein shown attached to the platform, indicated generally at 1 and 2-, of

two similar ears. The platforms contain the usual end sills 3, from which extend the longitudinal supports t carrying the draw bars 5, provided with the usual coupling heads 6.

Secured beneath the flooring or the plat-- form 1 and supported by brackets 7,01 otherwise, are similar cylinders 8 8, which are arranged horizontally one on each side of the draw her 5- and parallel thereto. In

each cylinder 8 reciprocates a piston 9, se-' cared to a piston rod 10. Each piston rod 10 projects through an aperture in the cylinder head in which it has a sliding fit, and through an aperture formed transversely of the sill Apoiled spring 11 surrounds each piston rod 10 and is confined between the piston 9 and the head 12 of the cylinder 8." --The outer end of each piston rod'lO is pivotally connected to a lug 13 which extends laterally from a point adjacent the end of a butler bar i l. These lugs 13"n ay be rigidly secured to the bufier bar, or, to insure proper play in rounding; curves, they may be as here indicated each formed with a base block 15 having beveled edges to take into a dovetail groove 16 formed in each end of the butter bars l4, or any other form of connection suitable for-this purpose may he used. Each buiier bar 14: has secured thereto loy'rivets or otherwise a rearwardly extending plate 17, which overlies the end sill.

The inner head 18 of each cylinder is formed with an aperture communicating with the bore of a nipple 19 which extends from the head 18, or other suitable connecting means. Each nipple 19 has suitable connection with a short pipe 20 each of which is connected with a branch pipe 21 extending transversely of the car from a T joint 22 in the main line 23, which line extends longitudinally of each car; The line 23 is con nected between cars by the usual air pipe coupling indicated at 24. This main line 18 also provided with the usual stop cocks 25 for turning; on or out the air when a car is coupled or uncoupled.

Referring especially to Fig". 3, it will be seen that the system is connected to the usual air supply tank 26 carried on the locomotive, by piping 27, which leads from the tank to the cab where it is connected to the enginecrs three way valve 28.

In practice the device operates as follows: The systein as heretofore indicated, is com- Spcoiiication of Letters liatent. I Patented il icit). ilt,

' each other.

posed of old and well known parts already in use, these parts being arranged and combined to produce a very desirable result. The parts being in place, as described, as the carsare coupled to the train the air pipes are connected in the usual Way, the stop cocks turned on and the system is ready foruse.

When the engineer has started his locomotive and the whole train is in motion, he turns the three Way valve 28 to admit air to the slack adjuster system. Air will then enter the various cylinders 8 through head 18 and will force the pistons 9 forward. This will causepiston rods 10 to move forward and carry thebuffer bars into contact with The cars will then be held by the force of the compressed airin spaced relation so that one car may not run up on another.

In rounding curves, as indicated in Fig. 4c, the buffer bars Will still remain in contact throughout their length vand air will flow from the cylinders on the inside of the curve to those on the outside.

When air is turned out from the system the springs 11 will force the pistons rearwardly thus allowing the cars to be easily coupled and uncoupled. It will also be noted that, when thetrain is to be brought to a stop, after headway is sufliciently decreased the engineer may turn out the air and thus allow the train to gradually and easily slacken as it comes to a stop and be in position to allow the train to start vithout throwing the whole load of the train on the locomotive at its first stroke. W'hen a train is to be backed this system is also of great advantage for, in this instance the engineer stops his train without turning out the air thus keeping the cars spaced apart. When he starts to back the air is turned out allowing one .car at a time to be taken up in the backing movementand, when all cars are in motion, the air is again turned on.

.Having thus described the invention, What is claimed as new and sought by Lcttcrs-Pat cut, is:

' 1. A train slack adjuster, comprising cylinders, pistons in the cylinders, piston rods extending from the pistons, buffer bars pivoted to the piston rods, fluid pressure means for forcing the pistons to project the piston rods, and resilient means in each cylinder for retracting the pistons and separating the buffer bars upon release of the fluid pressure.

2. A train slack-adjuster, co'mprising cylinders, pistons in the cylinders, piston rods:

extending from the pistons, butter bars, blocks sliding on the buffer bars, means for pivotally connecting .the piston rods to the sliding blocks, means for admitting fluid pressure to the cylinders to move the pistons and extend the piston rods, and a spring in each cylinder forretracting the pistons to separate the butter bars upon release of the fluid pressure.

In testimony that' I claim the foregoing as my own, I have hereto affixed my signature in the presence of two witnesses.

- NATHAN B. TEMPLE.

Vitnesses:

B. B. ELLERBE, C. R. Poona.

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