US2234059A - Diaphragm for railroad passenger cars and method of mounting same - Google Patents

Description

March 4, 1941. Y

K. F. NYSTROM DIAPHRAGM FOR RAILROAD PASSENGER CARS AND METHOD OF MOUNTING SAME Filed Aug. 9, 1937 Siaets-Sheet 1 March 4, 19-41. K, NYsTRGM 2,234,059 DIAPHRAGM FOR RAILROAD PASSENGER CARS AND METHOD 0R" MOUNTING SAME Filed Aug. 9, 1937 3 Sheets-Sheet 2 March4, 1941. K NYSTROM 2,234,059

DIAPHRAGM FOR iRAILROAD PASSENGER CARS AND I METHOD OF MOUNTING SAME Filed Aug. 9, 1937 3 Sheets-Sheet 3 I Ill/III/IIIIIII/Il/Aii'ii Patented Mar. 4, 1941 2,234,059 DIAPHRAGM FOR RAILROAD PASSENGER CARS AND SAME" METHOD OF MOUNTING Karl F. Nystrom, Milwaukee, Wis.

Application August 9, 1937, Serial No. 158,148

14 Claims.

My invention relates to diaphragms especially intended for use on high speed railroad passenger trains; and has for its object the provision of an outer diaphragm substantially in line with the side walls of the car; in conjunctionwith the in-' ner diaphragm which connects the vestibule face plate with the vestibule.

The invention also has for its object the provision of means for suitably mounting both inner and outer diaphragms whereby proper exclusion of cinders; dust and other foreign matter not only is obtained,.but the presentation of air resistin surfaces is also eliminated.

The invention also involves means whereby a proper coaction between the inner and outer diaphragms is provided and wear and noise are eliminated; said means also preventing undesirable strains on the diaphragms; while at the same time keeping the diaphragms taut under normal conditions.

The above enumerated objects and the advantages, as well as other advantages inherent in the invention, will all be more readily comprehended from the detailed description of the accompanying drawings, wherein:

Figure 1 is a perspective view of the vestibule end of a railroad passenger car, illustrating my invention applied thereto.

. Figure 2 isa horizontal sectional view taken on the line 2--2 of Figure 1, looking downwardly.

Figure 3 is a vertical sectional view takensub stantially on the line 3-3 of Figure 1; looking in the direction of the arrows. 5 Figure 4 is a top plan of a part ofthe roof of a car vestibule and the diaphragm portion, with portions broken away to disclose mechanism therebeneath.

Figure 5 is an enlarged sectional view taken on the line 5-5 of Figure 1, looking in the direction of the arrows.

Figure 6 is a sectional view of one of the hinges and taken substantially on the line 6---& of Figure 1.

My invention contemplates the use of inner and outer diaphragms at the vestibule ends of railroad passenger cars and involves means for mounting the same whereby wear will be greatly reduced and noise will be eliminated; while at 50 the same time a proper flexible or yielding operative connection between the inner and outer diaphragms is provided adapted to compensate for curves in the track without subjecting the outer diaphragm to undue strains or tension.

An exemplification of the invention is disclosed in the accompanying drawings wherein the vestibule end of a railroad passenger car is disclosed at l5 in Figure 1 and the outer end wall of the vestibule is shown at l6, which is formed to provide the usual passage-way disposed substantially in line with the longitudinal center of the car.

This central passage-way is enclosed by the inner diaphragm ll consisting of U-shape folds of suitable fabric, one side whereof is suitably secured to the vestibule end wall l6, while the other side is secured to the vestibule face plate H! which is of inverted u-shape construction as shown in Figure 1 and terminates at the buffer member l9.

The upper end of the face plate I8 is provided with the laterally disposed lobes or extensions 20, 20 disposed toward opposite sides and each provided at the outer end with a hole for passage of the rod or tube 2i therethrough. The lower ends of the rods or tubes 21 are journalled in ears or extensions 22, 22 at opposite ends of the bufier member; while the upper ends of these tubes or rods extend through the lobes 20, 20 and are non-rotatably secured to the upper portions 23, 23 of the frame members 24, 24 in the manner later described.'

The frame members 24, 24 are normally arranged in the planes of the car sides, while the upper portions 23 thereof extend substantially into the same horizontal plane as the car roof.

- The frame members 24 involve the diagonal and horizontal brace members 25, 26, whose inner ends are suitably secured to the respective rods 2! so as to oscillate therewith.

Each rod 26 is shown provided with a pair of coil springs 21, 28; one of the ends of springs 21 being fixedly secured to the extensions 20, 20 while the other ends are operatively secured to the rods M as by means of the collars 29 which are immovably secured to the rods thus inducing the springs 2i to exert a torsional -or twisting action to the rods. The lower ends of springs 28 are secured to or held by the ears ,22 of the buffer member l9, and the upper ends of springs 28 are operatively secured to the rods 2! by the collars 29 (immovably secured to the rods), thus causing springs 28 to also exert a twisting force on the rods 2|; the torsion of the springs 2'! and r 28. tends to force the outer sides of frames 24 away from the vestibule outer wall IS.

The outer frame members 24, like the face plate It of the inner diaphragm, are normally arranged in spaced relation with the vestibule 55 wall I6, with the space between the face plate I8 and the vestibule wall l6 enclosed by the inner diaphragm II; while the space between the frame members 24, 24 and the vestibule wall it is enclosed by an outer diaphragm 30.. The

The-upper end of each rod 2| is shown provided with an off-set extension or angle bar, as at 32, which is integrally secured to the rod, while the upper end of the bar is intimately (by welding or otherwise) secured to the top portion 23 of each frame side member 24.

Arranged intermediate of each angle bar 32 and the frame portion 23 is one leaf or member 33 of a suitable hinge .and a similar or mating leaf or member 34 is intimately secured to the top section 3| of the face plate or frame, The hinge-pin receiving portions of these leaf members 33 and 34 are preferably offset rearwardly toward the vestibule wall in order to permit the side sections 24 to swing in proper arcs and thesemembers 33 and 34 are provided with .a suitablehinge pin 'as shown in Figure 6; It will be understood that both the side frames 24, 24 are similarly hinged to the top section 34 of the sectional frame and that the hinges permit the two side frames 24, 24 to have independent swinging movement toward and away from the vestibule end wall; movement toward the vestibule wall bein induced by contact between two opposing frame members 24 at the adjacent ends of two cars, namely-the frames located on the inside of a curve in the track. The frames are immediately forced outwardly or away from the vestibule end wall by the action of the springs 21, 28. The maximum outward movement of the frames 24, 24 may be controlled by any suitable flexible means, as for example by chains 35 shown in Figure 2; one end of each chain being suitably secured to the vestibule or car platform under-structure while the other end of each chain 35 is secured to the outer swinging frame member 24; the maximum outward position of the frames 24 being such that the outer diaphragms 30 normally will be taut without, however, subjecting the diaphragm to severe stretching strains.

The top face plate 3| is yieldingly supported and maintained outwardly in normal position by the action of the semi-elliptic spring 36, see Figure 4, whose intermediate portion bears against the top section 3| while the ends of the spring have slotted or shackle-like connection at 31, 31 with a suitable frame portion or bracket 38 adjacent the roof structure of-the car or vestibule end wall. In the event of forcible contact between the frame members of the opposing ends of two cars, the top section with the attached torsion producing rods 2! (which are trunnioned in the ears of the inner diaphragm face plate and of the yieldingly held buffer member) with it The inner diaphragm holding frame or face plate I 8 as heretofore constructed was rigidly connected at its bottom with the buffer sill or member I 9, with the result that the face plate l8 was subjected to considerable frictional action andwear in excess of the wear of the buffer plate and necessitated renewal of the inner face plate l3, either by welding additionalmetal thereto or by entire replacement. the face plate of the inner diaphgram is more pronounced at the lower ends thereof, namely at its junction with the buffer member, which causes the lowerends of the face plate to be come so worn as to result in breakage.

In my improved structure, the inner diaphragm frame or face plate I8 is made independent of the buffer member l9 as more clearly shown in Figure 3 and the lower ends of the frame H! are yieldingly supported in proper position and alignment with the bumper element l9 by means of the leaf springs 39, whose lower ends are disposed through slots Ill in the buffer member l9 and preferably removably secured to the buffer member by means of suitable brackets 40 which are attached to the rear orinner side of the buffer member. IS; the lower end of each leaf spring being held in place in the bracket by a bolt 4| disposed through registering apertures in the spring and the bracket; while the upper end of each leaf spring is secured to the face plate by means of a pin or bolt 42 which is secured to the inner side of each of the vertically disposed portions of the inner face plate l8, all as shown in Figure 3. The buffer member I9 is yieldingly supported at the end of the car in the usual conventional manner, namely by slidably mounted rods surrounded by coil springs (not shown) which yieldingly hold the buffer member in outward or normal position; the buffer being movable horizontally toward the car body. In the event the, buffer member by reason of forcible contact with the buffer of an adjacent car is forced inwardly toward its carbody, inward movement of the face plate l8 will.

also be caused by the leaf springs 39, while on the other hand the face plate l8 may have slight movement toward the car-body independently of the bufier due to the resiliency of the long leafsprings 39.

The top central portion of the inner face plate I 8, like the top section 3| of the outer sectional frame is yieldingly supported from the car platform upper structure or vestibule end wall by means of a semi-elliptical spring similar to that The wear on pendent of the buifer member I9, thereby eliminating the wearthat has heretofore been encountered and also obviating the constant or excessive noise encountered with structures as heretofore made. Then too, with the flexible connection between the inner and outer frames compensation is provided for the respective angles assumed by the frames during curvatures in the track to prevent the outer diaphragm becoming excessively compressed on the inner side of the curve, while at the same time this flexible or yielding relation between the outer frame and the end wall of the car vestibule will prevent the diaphragm at the outer side of .the curve from being subjected to severe stretching or pulling strains.

The leaf springs 39 at the lower ends of the inner face plate l8 are intended substantially to equal the strength of the semi-elliptic spring employed at the top of the inner face plate and exert a pressure somewhat less than the pressure on the buffer plate IS, with the result that the attendant noise during frictional contact of the face plates at the opposing ends of two cars is materially reduced because in my improved structure the face plate may have slight movement independent of that of the buffer plate.

The diaphragm 30- may be of any suitable fabric and secured in place in any suitable manner, as for example the fabric may be folded about a rod 43 and clamped, thereto by means of the clamp plates 44.

The structure illustrated and described is a practical embodiment of my invention, but modifications are possible and may be made without, however, departing from the spirit of my invention as defined in the appended claims.

What I claim is:

1. In a vestibuled passenger car provided with a diaphragm enclosing the central passageway of said vestibule; a face plate at the outer end of the diaphragm yieldingly supported by the buffer plate of the car; an outer flexible diaphragnr arranged substantially fiush with the car side walls and with the car-roof and secured to the vestibule end wall; a sectional face plate or frame secured to the outer end of said last mentioned diaphragm and disposed about the top and sides ofa diaphragm enclosing the central passageway of said vestibule; a face plate at the outer end of the diaphragm yieldingly supported at the top by the-vestibule end wall; means whereby the lower ends of said face plate are yieldingly supported by the buffer plate of the car; an outer diaphragm arranged substantially fiush with the car side walls and car-roof and secured at one end to the vestibule end wall; asectional frame secured to the outer end of the last mentioned diaphragm and disposed about the first mentioned face plate, said frame comprising a central top section and two side sections hingedly associated withthe top central section; means carried by the first mentioned face plate for pivotally supporting said sectional frame in place and for maintaining the outer diaphragm in taut condition; and means whereby the top section of said sectional frame is yieldingly supported from the vestibule end wall.

3. In a vestibuled passenger car provided with a diaphragm enclosing the central passageway of said vestibule and a face plate at the outer end of the diaphragm; an outer diaphragm arranged substantially flush with the car side walls and car roof and secured at one end to the vestibule end wall; a sectional frame secured to the outer end of the second mentioned diaphragm and disposed about the first mentioned face plate; vertically disposed means pivotally associated with the first mentioned face plate and having operative relation with the respective sections of said sectional frame; torsion means operatively associated with the first mentioned face plate and with said vertically disposed means whereby the two side sections of said sectional.

frame are yieldingly forced way from the vestibule end wall; and yielding means arranged bee tween the vestibule end wall and the central top section of said sectional frame. I

4. In a vestibuled passengar car having a buffer plate and provided with a diaphragm enclosing the central, passageway of said vestibule; a face plate at the-outer end of said diaphragm carried by the car buffer plate and yieldingly supported at the top by the vestibule end wall; vertically disposed rods rotatably supported by said buffer plate and by' said face plate; springs operatively associated with said rods for yieldingly controlling rotation of said rods; an outer diaphragm arranged substantially fiush with the car side walls and the car roof and secured at one end to the vestibule end wall; and a sectional frame secured to the outer end of said last mentioned diaphragm and disposed about the first mentioned face plate and in spaced relation therewith, said frame comprising a central top section and two side sections hingedly secured to the ends of the top section .so as to swing in horizontal planes, said central top section being'y eld ingly secured to the vestibule end wall while the two side sections are secured to said vertically disposed rods so as to oscillate therewith.

5. In a vestibuled-passenger car provided with a diaphragm enclosing the central passageway .of said vestibule and a face plate secured at the rotatably secured thereto; torsion means for controlling rotation of said rods; a sectional frame disposed about said face plate and extending substantially ifito the planes of the car sides and car roof, said sectional frame comprising a central top section and two side sections hingedly secured at the tops to the ends of the central top section, the two side sections being operatively connected with said vertically disposed rods so as to oscillate therewith; and'an outer diaphragm arranged in the planes of the car side walls'and car roof and secured to the vestibule end wall and to the respective sections of said sectional frame.

6. In a vestibuled passenger car provided with a diaphragm enclosing the central passageway of said vestibule, a face plate secured at the outer end of said diaphragm, and a yieldingly tion and two side sections hingedio secured at.

the top ,to the ends of the central section so as to permit the side sections to swing through horizontally disposed arcs, the .side sections being also operatively connected wi aid rods; means intermediate of the centre ection and the vestibule end wall for dingly, supporting and forcing said top section utwardly; and an outer frame.

7. In a vestibuled passenger car provided with a diaphragm enclosingthe central passageway 75 of. said vestibule, and a butler plate at the end of i the car; an inverted U-shape frameor face plate to which the outer end of the diaphragm is secured; and a yielding connection betweenv the lower ends of said frame or face plate and the buffer plate whereby said frame or face plate may have movement independently of the buffer plate.

8. In a vestibuled passenger car provided with a diaphragm enclosing the central-passageway of said vestibule, and a buffer plate; a frame or face plate secured at the outer end of the diaphragm and supported from the buffer plate; and a spring element secured to therear face of each side of said frame or face plate and .to the rear side of said buffer plate for yieldingly holding the lower ends of said frame or face plate substantially in vertical alignment with the buffer plate. v

9. ,In a vestibuled passenger car provided with a diaphragm enclosing the central passageway of said vestibule and with a buffer plate; an inand a leaf spring secured to the rear face of each side of said frame or face plate and removably secured at the lower end to the rear face of the buffer plate.

10. In a vestibuled passenger car provided with a diaphragm and with a buffer plate, the buffer plate on its upper surface being provided with slotways; an inverted U-shape frame or face plate secured at the outer end of the diaphragm with the top portion thereof yieldingly supported from the vestibule end wall; and a leaf spring secured to the rear face of each leg or side of said frame'or face plate and disposed through one of the slots in the buffer plate with the lower end of each leaf spring removably secured to the rear face of the buffer plate whereby the lower ends of the frame or'face plate are yieldingly supported from the buffer plate.

11. In a vestibuled passenger car provided with a diaphragm enclosing the central passageway of said vestibule, and a yieldingly held bufier plate; an inverted U-shape frame or face plate to which the outer end of said diaphragm is secured, said frame or face plate being'provlded with laterally disposed apertured extensions, while the buffer plate is provided with laterally disposed socketed extensions; vertically disposed rods, seated in the sockets of the buffer plate extensions and disposed through the apertures of the extensions to said face plate, said rods being arranged to have rotative movement; coil springs disposed about the rods with one end of each spring fixedly secured to the rods while the other ends of said springs are secured to tional frame composed of a top intermediate section and two side sections arranged, respectively, substantially in the planes of the car roof and the car side walls, said sections beinghingedly,se cured together at the top with the side sections supported by said rods so as to oscillate therewith; and an outer diaphragm secured to the sections of said frame and to the vestibule end Wall.

12. In a vestibuled passenger car provided with a diaphragm enclosing the central passageway of said vestibule, and a yieldingly held buffer plate; an inverted U-shape frarrieorface plate 2 to which the outer end of thev di'aphragmis secured; resilient means for yieldingly supporting said frame or face plate on the buffer plate; vertically disposed rods rotatablysupported by the buffer plate and by said frame or face plate; resilient means whereby said rods are givenrotative movement; a sectional frame arranged substantially in alignment with the car roof and car side walls and beyond the vestibule end wall, said frame being composed. of a top section and two side sections, the upper ends of the two side sections and the ends of the top section being hingedly secured together; and means intermediate of said rods and said side sections whereby the latter are supported in place and caused to oscillate with said rods; an outer diaphragm secured to the vestibule end wall and to said sectional frame substantially in alignment with the car .roofand car side walls; and flexible means for limiting the oscillation of said rods and side sections of said frame in one direction.

13. In a passenger car provided with a vesti bule face plate, a sectional frame disposed at the end of the car platform in spaced relation therewith and substantially in the same plane as the car sides and the car roof, said frame being composed of two side sections and a top section hingedly secured together; means whereby said frame. is pivotally supported by the vestibule face plate; a flexible diaphragm secured to the platform end wall and to said frame; and independent resilient means for said side sections and for said top section for urging the sectional frame away fromthe platform outer wall.

14. In a vestibuled passenger car provided with a buffer plate and with a diaphragm enclosing the central passageway of said vestibule; a face plate disposed above the buffer plate about said passageway and secured to the outer end of said diaphragm; means whereby the lower ends of said face plate are operatively secured to the buffer plate and yieldingly held in substantial alignment therewith; and means whereby. the top of the face plate is yieldingly secured to the vestibule end wall and forced outwardly therefrom.

KARL F. NYSTROM.

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