US1653069A - Buffer mechanism for diaphragm face plates - Google Patents

Description

A. E. SMALL BUFFER MECHANISM FOR DIAPHRAGM FACE PLATES Dec.'20, 1927.

Filed June 22. 1926 ELL 7.2

2 I I5 r1140? I Jiuzenfor: igrifiurfl'. 5122311 lliilm Patented Dec. 226, 1927.

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ARTHUR a sit/mini or CHICAGO; attracts, 'assreivon so union METAL rnonucrs company, or cmcneo r mnors, A coarona'rron oF-nnLAwARn I urner. Maonauxsur FOR DIAPHRAGM FAGEPLATES. Y

F Application filedil'u'ne 22,1926. SerialNo' 117,84 8 I Upper buffer mechanisms are used to keep -the' diaphragm face plates ot adjacent pas-.

sefnger'train cars in; contact. under all. service; conditions." Thefaceplate must be per- *mitted =t "move longitudinally, laterally and/orobliquelyrelative to its normal pos 1'-' 'ti'on onjthe car. It must be permitted to move'=laterally'of itself (i. ,e. longitudlnally '0f:the-c'ar-)" to accommodate the draft gear such aj device which is'simpl'e and economic j to manufacture {andjapply and 'Whl-Clfcan be movements and must move longitudinally of itself :so that when one car swingsi more th'an its adjacent car thefriction between-the face plates will not tear eitherrof them" from their attachments. Furthermore. the face plate "must-move obliquely when the cars are moving on ai curved track The face platemay of course, make all of these movementsiconsecutively br siinu ltane'ouslyi Vi y invention- I relates to devices which "yieldingly permitthe face plate to make,

such movements and'which havei a tendency "to return the face plate to its normalp0sitionv and which d 4 return it to such normal "position when permitted to; do so. i

{An :o bject of the lnvent-lonis to provide installed; inspected,k repaired or: 1 replaced *without' enteringthe car or removing any part thereof, not eve'n the diaphragm offlts face plate; Furthermore, "the device is noiseless becausejall the parts are under pres fisure contactment.

r r Fig. 1 shows a: typical ap'plication of my device to a railway cari 5 Figs: 2,3, 4 and-'fi'arediagrams'showing the device invarious service conditions. 1 i Fig. 6 isa' detailof the'resilient member. "Figs 7 is: a detail of the car end attachfl-FigkSis a-detail ofthe face plate attach- -ment." 1

Fig. 9 is a detail of, a modified formot the face plate attachment r V 1. I i Figs/10, 11 12 "and' l 3 areinodified .forms The usual parts of a railwayupassenger Ttrain car are shown, such'asithe end' wall 1, diaphragm 2, and di'aphragm face plate, 3.

My device comprises two resilient members' t; preferably duplicates, each otwhich ""has 'one end (40) rigidly secured to the car end element 1 (or face plate element) and its opposite end '42, pivot-ally secured tothe elusive, under serv ce conditions.-

-si0n forcing the opposite endsoffthe spring 4: shows I V V :mov'ed "longitudinally ;(or=sidewise of 'thef of'the'other spring 5 y shows the face; wherein the springs as the distance between!) and'lO and'll' and vents the pivotal ends-o1 the springs end wall thanthe outer ends (or'b'eyonddead center.) If such a relationof parts shou "middle portion higherthan the'place ofthe attachment-of the springs to the end wall.

brackets5 which are positionedequi-distant from the center ofthe car'and'the-innerend of each'springis rigidly secured to the face plate by'a device 6 which positioned at the middle ot'the face plates.

. a Fig: l'sho'ws a typical applicationfof'my' device to ara'ilwaycar, while Figs. 2-5, i'nare diagrams showingits action '2-shows'the associated iparts innorm'al position; while Fig. 3 shows them under'maxim'um colnprestoward each other or foreshortening it. Fig.

the device when the-faceplate :has

ear); wherein theopp'osite-ends'of one spring 7 are forced toward each other andth'e ends plate 'movedf obliquely have been foreshortened 12; respectively'is less than when in normal position; as-s'hown inFig.2. Astop'60'preconnectionsbf theQinner g from goingnearer to the an; apexed' diaphragm "face plate with its 8are pulled apart. Fig.

as I ldTeXist the; device would not return to normal po'sition. Z

. j The device may beapplied to a car having The rsilientmember must becapable of yieldingly-foreshortening its length and," also be capable of yieldingly increasing its length and then returning toits normal -length'un'-' der either condition by=its-own inherent I power; Figs. 4, 10, 11,12' and13 show vari- 'ous types of resilient members which have thiscapacity, Fig. t shows 'a're'ctangular bar'slightly bowed while Figs. 10 and 12am- -also rectangularbars bent'to form' an Ogee or reverse curve. Figs-13; shows asem'i-elliptic spring witlr the auxiliary leaveson the {inside of the curvature so as togresist the further deflection.- Fig. 11 shows a member having "a' coil or coils) to resist further 'de- The resilient: members; are preferably bowed'or given an initial deflection to assure that under further 7 stress they will' 5 deflect in the desired direction. This is desirable, no matter what kind of spring 1s used. Furthermore, the bow makes an easier acting ment, is disclosed and specifically claimed in spring by giving it an initial eccentricity. The'spring must not be restricted in its action by contact with any part of the car, such as the face plate at 1501 16 (or the car if the. springs are bowed the other Way.) In the construction illustrated the effective ends of the springs adjacent the face plate arespaced apart from the face plate sufliciently to permit the spring to deflect under the maximum; service conditions without in-- terference with the face plate. The' two bowed springs are interposedbetween the car end element 1 and the diaphragm face plate" element 3, and broadly expressed, the effective end of the spring adjacent the element toward which the spring is bowed must be spaced apart from that element to assure clearance for theproper action of the bowed spring. The effective end (20) is that portion of the spring where the deflectionstarts and is not necessarily its extremity.

The pivoted attachment, with the abutapplicationfor patent, Serial No. 117,847, June 22, v1926. Briefly, however, the

I bracket 5 has oppositely disposed perforated walls 22-23 and the resilient member- 4 is formed with an eye 25 at the pivoted end 1 and a bolt 24passes through the perforations Qland the eyes sufficiently larger permit the member The .size of the eye being than the size of the bolt to to engage the abutment when under stress. Fig. 9 shows a bracket having elongated. perforations 21 which couldbe used to assure'the end of the spring engaging the abutment, and, furthermore,- to

permit the spring'8to move a certain distance before-stressed, or an elongated eye could be used on'the spring for the same purpose.

There are certain advantages obtained by rigidly. attaching one end of such a resilient member to its adjacent car part, one of which is to; put a lateral stress (in addition to the longitudinal stress) upon the resilient member, thereby increasing the forces in the spring tending to returnit to its normal position. Thisis especially true when the face plate is in .an oblique position.

In the form illustrated the resilient member t'is attached to the face plate 3 by a de-.

vice 6 having oppositely disposed perforated walls and also a vertical abutment 52 and a retaining wall 53 (shown as semi-circular.)

The resilient member, 4 is formed at this end with a lateral auxiliary extension 54, which in assembled position, owing to an initial compression of the spring, bears against the abutment 52'. The bolt 24' passes through the perforationsholdingthe spring between it and the retaining-wall 53. When the face plate moves toward the car the angle 55 between the main portionof the. spring and its lateral extension 5 lis decreased, thus causing a force which tends to deflect the spring in addition toits foresho'rtening. It is preferable to providea'curved connection 56 between themain portion and the lateral portion of the spring to reduce breakages at this point. This springis made so that upon assembly it is necessary to slightly decrease the angular relation between the main and auxiliary part of the spring. When the face plate moves toward theside of the car (see Fig. 4) the angular relation 55 of these parts is decreased on I creased on the right spring 8. When theface plate assumes anoblique-position (see the left spring 7 and in-' i i Fig. 5) this angular relationis increasedon the right spring 57 and decreasedon the left spring 58' (or vice versa.) Any changing of this angular relation tends toreturn: the

sarytoslightly shorten their length (by. de

fleeting them) in order to install them which causes the parts to be inpressure contact. This prevents rattling andnoise which is desirable in sle'eping'carsand when the par- .ticular device is on the 'rear end of the last car, or when'the car is coupled to a car not equippedwith a face plate.

'Ic'laim':

1. In a railway car; the combination of an I end wall element, a diaphragm; face plate element, and two resilient members, each of said members havingone of its ends rigidly secured to one of said elements and its opposite end pivotally secured to the o'therof said element-s. I ,;5 2. In a railway car; the combination 'of an end wall, a diaphragm face plate, and two resilient members, each of said members having its inner end rigidlysecured to the'said face plate and its outer end pivotally secured to the said end'wall. 1 T

3. In a railway car; the combination of an end wall element, a diaphragm faceplate element, and two bowed spring members, each of said membersxhavingone of its ends rigidly secured to one of-said elements,'and its opposite end pivotally secured to the I other of said elements.

4. Inan upper buffer IIIQChEL-IHSID. for rail way passenger train cars, a connection between a resilient member and a part of the car, said connection comprising a bracket an end Wall, a diaphragm face plate, two itsadjacent bracket. spaced apart brackets secured to the end having an abutment, a resilient member hav- Wall, a bracket secured to the middle of the ing a lateral extension engaging said abutface plate, and two resilient members, each ment, and removable means to retain, the end of each member attached to one of said 10 parts in said positi0n. brackets, one end ofeach member having a' 5. In a railway car; the combination of lateral extension engaging an abutment on- ARTHUR E; SMALL;

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