US1606525A

US1606525A - Diaphragm buffer mechanism

Info

Publication number: US1606525A
Application number: US99326A
Authority: US
Inventors: Garth G Gilpin
Original assignee: Union Metal Products Co
Current assignee: Union Metal Products Co
Priority date: 1926-04-02
Filing date: 1926-04-02
Publication date: 1926-11-09
Anticipated expiration: 1943-11-09

Description

Ez-ven oi'ney G. G. GILPIN l DIAPHRAGM BUFFER MECHANISM Flled Aprll 2, 1926 Nov. 9 1926.

Patented Nov. 9, 1926.

UNITED sares ATENT oFFlcE.

GAR'II-I G. GILPIN, OF RIVERSIDE, ILLINOIS, ASSIGNOR TO UNION METAL PRODUCTS COMPANY, OF`CHICAGO, ILLINOIS, A CORPORATION OF DELAWARE.

DIAPHRAGIJI BUFFER MECHANISM.

Application filed April 2', 1926.

Upper buffer springs are used to keep the diaphragm tace plates of adjacent passenger' train cars in contact with each other on either a straight or curved track. Semielliptical or bowed springs are used for this purpose because they can also be arranged to keep the tace plate in the center of the car and also maintain the tace plate in its proper angular position. These semi-elliptical springs are attached to the diaphragm tace plate at their middle portion and have their extremities attached to the car in such a way as to obtain the above mentioned desired results.

A semi-elliptical spring can be positioned and attached on the outside ot the ear so that it is noiseless; easy to inspect; accessible Jfor repairs and has a low maintenance cost.

It is common practice to attach the middle ot a semi-elliptical spring to a diaphragm face plate and attach its extremities to the end wall ot the car by'means which permit the ends of the spring to move and also provide an engagement between one extermity oi thev spring and the means that becomes effective when the 'tace plate is forced into an oblique position with respect to the car, in rounding curves, or when it is caused to chate by the uneven running' of the car, which engagement distorts the spring, thereby tending to return the face plate to normal position. A sliding arrangement or a shackle construction may be used for this purpose.

My invention relates to cars equipped with diaphragm face plates and has for its object the particular and peculiar manner ot positioning a pair of quarter elliptic springs between the face plate and the car, each of which springs has one end rigidly secured to one ofthe aforesaid elements and means tor attaching the opposite ends of the springs to the other of the aforesaid elements, which means permit the ends of the spring to move a predetermined amount to accomplish the desired results mentioned heretofore.

vSome railway messenger train cars recently constructed are provided with an apexed diaphragm which acts as a water shed and also prevents the accumulation of cinders, etc. buch4 apexed diaphragms require an apexed diaphragm face plate and as the spring must be attached to the tace plate outside ot the diaphragm the middle Serial No. 99,326.

portion of the spring is considerably higher from the rail than when applied to a tace plate ot the old construction. It is not customary nor practical in such cars to raise the end carline or ramp of the end wall of the car.. When a straight semi-elliptical spring is used with an apexed- :tace plate its extremities do not bear upon the end carline, thus necessitating building up an eX- pensive and cumbersome bracket which must be very strong to accommodate the spring.

It would be very difficult to form a semielliptic spring with its ends out of alignment with the middle portion, as would be required to meet the conditions as illustrated in Figs. l and 5. In order to properly function the leaves of an elliptic spring must be in contact over their entire area which condition is difficult to obtain when a compound leaf spring is arched in two planes normal to each other.

My invention is especially adaptable to cars equipped with apeX diaphragms and apexed face plates and has for its further object the particular positioning of' a pair of quartereelliptic springs between the face plate and the car. longitudinal aXes at an angle to each other. The ends of the springs adjacent the middle oi the car are located above the diaphragm while their o-pposite ends are located over the end carline which necessitates the ends of the spring adjacent the tace plate being positioned above the ends of the spring adjacent the end wall of the car.

In the drawings:

Figs. l, 2 and 3 show the device applied to a car with an ordinary diaphragm face plate and with the springs rigidly secured to the car.

Figs. 4 and 5 show the device applied to a car with an apexed diaphragm tace plate and with the springs rigidly secured to the face plate.

The diaphragm 2 is positioned between the face plate 3 and the end wall 4 of the car and the quarter elliptic springs 5 are interposed therebetween.

In Figs. 1 to 3, inclusive, the quarter elliptic springs are rigidly secured to the end wall of the car and movably secured to the diaphragm face plate, while in Figs. 4; and 5 the quarter elliptic springs are rigidly secured to the face plate and movably secured to the end wall or" the car. Either construc- The springs have their the face plate are above the ends of theV springs adjacent the end wall of the car so that the latter ends may be mounted upon the end carline 8.

When the movable ends of the springs are adjacent the face plate a wearing plate 9 is used. l

lWhile I speciiically describe one application of the device, it is understood that there may be other forms and modifications the 1eo't' and I intend to file other applications for patents covering such other constructions.

I claim l. In combination with the end wall and diaphragm face plate of a railway car; a pair of quarter elliptic springs, each spring having' one end secured to one of the aforesaid elements, and means for attac-hing the opposite ends of the springs to the other aforesaid element, which means permit the ends of the springs to move.

2. In combination with the end wall and diaphragm face plate of a railway car; a pair of quarter elliptic springs, each spring having` one end secured to the end Wall ot' the car, and means for attaching the opposite ends of the springs to the face plate, which means permit the ends of the springs to move. Y

3. In combination with the end wall and diaphragm face plate of a railwajT car; a

pair of quarter elliptic springs, each spring having one end secured to one of the aforesaid elements, and means for attaching the opposite ends O the springs to the other aforesaid element, which means permit the ends of the springs to move a predetermined amount.

4. In combination with the end Wall and diaphragm face plate of a railway car, a pair of quarter elliptic springs, each spring having one end secured to the end wall ot' the car, and means for attaching the opposite ends of the springs to the face plate, which means permit the ends of the springs to move a predetermined amount.

In combination with the end wall and diaphragm face plate of a railway car; a pair o quarter elliptic springs, each spring having one end secured to one of the aoren said elements, and means for attaching the opposite ends of the springs to the other aforesaid element, which means permit the ends the springs to move, the ends of the springs adjacent the face plate being above the ends of the springs adjacent the end Wall of the car.

6. In combination with the end wall and diaphragm tace plate of a railway car; a pair of quarter elliptic springs, each spring hai/'ing one end secured to the end wall of the car, and means for attaching the opposite ends ot' the springs to the face plate, which means permit the ends ot' the springs to move, the ends of the springs adjacent the tace plate being above the ends of the springs adj acent the end wall of the car.

GAR-TH G. GILPIN.