US2636447A - Streamline vestibule connection - Google Patents

Description

Aprill 28, 1953 H. KUMP STREAMLINE vEsTIBuLE CONNECTION 3 Sheets-Sheet l Filed Jan. 29, 1948 f# fwn-* f INVENTOR En[Henry ffl/:mp M j f l ATTORNEY A H. KUMP STREAMLINE vEsTIBULE CONNECTION 3 Sheets-Sheet 2 Filed Jan. 29, 1948 nl m my@ wmf -e A Hm H. KUMP STREAMLINE YESTBULE CONNECTION April 28, 1953 I5 Sheets-Sheet 3 Filed Jan. 29, 1948 INVENTOR Henry Kum/v ATTORNEY Patented Apr. 28, 1953 UNITED `sTl'l'r-Es PATE NT oFFlcE STREAMLINE VESTIBULE CONNECTION T l. t I I l Henry Kump, Berwick, Pa., assignor to American Car and Foundry Company, New York, N. Y., a

corporation of New Jersey Application January 29, 1948, Serial No. 5,153

9 claims. (01.105-10) This invention relates to rail vehicles in general and in particular to passenger vehicles wherein the vestibule connection between cars is streamlined.

For a considerable time various streamline con- .i

nections between cars have been proposed. Most ofthese proposed constructions utilized a rigid frame and flexible diaphragm either connected to or pulled back tov/ard the car. With such constructions a gap appeared on curves, which gap extended across the car from the outside to the inside of the curve. In recent years constructions have been proposed and used wherein the outer frame was provided with two wings attached tol the central portion or inner passage member. With such a construction in order that the cars could negotiate curves and since the outer diaphragm was operated in conjunction with the inner faceplate, it was necessary to provide a considerable sag or looseness in the upper portion of the outer diaphragm. Since the space adjacent the coupler was open, air currents could operate on this loose diaphragm and cause it to flap, thereby being noisy and resulting in excessive wear and rather rapid destruction of the ,outer-diaphragm. It is an object, therefore, of the present invention to provide a construction in which a sectional outer faceplate is utilized and so carried by the vehicle that the outer diaphragm is maintained taut at substantially all times and over-its entire area.

A further object of the invention is the provi' can be made of constant width from end to end.v

A still further object of the invention is the provision ofa streamline closure having the outer faceplate assembly made in three parts pivotally and slidably connected together.

A yet further object of the invention is the provision of a streamline or vestibule connection in which the outer faceplate vis made in several parts, some of which are carried by cantilever arms pivoted to the outer faceplate and to the vehicle, and other parts are free of any direct or controlling connection with the vehicle.

These and other objects of the invention will be apparent to persons skilled in the art from a study of the following description and accompanying drawings, in which Fig. 1 is an end view of the improved vestibul .connection assembly; 1 Fig. 2 is a horizontal sectional view through substantiallyone-half, theassembly;

Fig. 3 is a sectional view taken substantially on line 3 3 of Fig. 1 but with parts broken away to `condense the figure;

vanchored to the vehicle structure at the Fig. 4 is a sectional view similar to Fig. 2 but taken at a point above the upper buler spring;

Fig. 5 is an enlarged end view of the upper por'- tion of the assembly with parts broken away to better disclose the construction;

Fig. 6 is an enlarged detail view of the outer faceplate pivot and slide connection;

Fig. '7 is an enlarged detail view of the cantilever pivot and semi-ellipticspring mounting, and

Figs. 8 and 9 are sectional and end views respectively of a modified hinge connection between the parts shown in Fig. 6.

Referring now to the drawings in detail, it will be seen that the improved streamline vestibule connection has been shown as applied to a car having side walls 2', roof 4 and floor 6 joined by an end wall 8. This end wall is pierced to provide a doorway reenforced at its edges by collision posts I0. These collision posts are firmly top and at the bottom are securely anchored to heavy end casting I2. This` end or' platform casting has provision' to receive side buffer stems I4 and if desired a central'or pivoting buffer stem (not shown). Buffer -stems` I4 are urged outwardly by v28, the inner edge of which is similarly attached by Z-member 30 to the collision posts I0. Above the passageway an upper buffer spring 32 is mounted on the vehicle and urges the inner faceplate assembly outwardly away from the car.

The lower buffer springs I6 and upper buier spring 32 are customarily chosen so as to place approximately 2000 pounds pressure on the inner faceplate when the cars are coupled, to thereby maintain a tight weatherproof connection at all times.

In order to give a' streamline appearance to the vehicles and prevent snow, dirt, etc., from swirling into the space between cars, the' outer diaphragm or streamline closure 34` is provided.

Thismember .extends eeiingeusly. aeriS-f-Ihe.

vcantilever arms 50 outwardly away `-ever, due to the constant roof between the lower edges of the car sides and, due to the construction later to be described, can be made of constant width from end to end, thus reducing its cost. This outer closure meinber 34, as shown in Figs. 2, 3 and 4, is provided with enlarged end portions 35 gripped by metal members 38 fastened to the car end wall and retaining 'the closure member substantially in alignment with the car sides 2 and roofV 4. This manner of attaching the diaphragm is purely representative since manner such as shown in Figs. 11jandY 14 of Patent 2,090,492. The outer edge of diaphragm it may be attached in some' 4 movement of the inner faceplate assembly will not effect the parallelism of the outer faceplate assembly with the car end wall, although it will slightly modify the pressure applied by springs 58. Inward or outward movement of the inner faceplate from the uncoupled position of Figs. 2, 3 and 4 will cause the arms 42 and central portion 44 to separate slightly, but this movement is permitted by slot 48 as shown in Fig; 6. During curving of the cars, arm 42 will again have to move with respect to central portion 44, but

again such movement is accommodated by slot 48.

or streamline closure 34 is; connected in a simil l lar suitable manner to an'outer multipart-faceplate assembly. This outer multipart faceplate assembly is made up of a pair of. side pieces 4i) of substantially inverted J-shape with the in ,A turned legs 42 connected by means of a central part 44. The side parts 40 and central part 44 `together Vform a multipart pivotally connected outer faceplate of inverted Usection. Since the parts 40 must move inwardly, aswill later be deiscribed, the pivots 46 are provided with elongated siots48 to accommodate such inward move- "ment between the side portions 42 and central por-tion 44 of 'the outer face plate (Fig. 6).

In order to carry the weight of the outer multpart faceplate, ycantilever arms 50 are pivoted as at 52 to the inner faceplate and at 54 to the outer faceplate sides 4H inwardly -of the closure 34. The cantilever arms are preferably of channel cross-section and have mounted therein a slide structure t6 to which is attached the outer end of a 'semi-elliptic spring 58, the inner end of which is firmly anchored preferably in the hinge casting E0 attached to the inner faceplate assembly, all as most clearly shown in Figs. 2 and "7. 4As best shown in Fig. 1., four cantilever arms are used, namely, two on 'eitherside of the inner faceplate assembly and this wili usually be suflicien't except where excessively heavy ma- 'terial may require an added cantilever Varm on either side. The cantilever arms have been vslf'xov'vn as attached to the inner faceplate since 'suchj an arrangement gives a slightly reduced cost lof construction, however, Ait -is obvious that due to the pivotal connections 52 and 54, the buter faceplate assembly is 'movable independently ofthe inner faceplate assembly. Accordo mgly, at a slightly increased cost of construction modified hinge castings Bt can be attached to either the collision posts 1U or to the end wall 8, which would necessarily 'have to be stiiened for this purpose. 'Such a construction would likewise call for lengthening of the cantilever arms T10, but would in no way alter the operation of Athe construction.

.Since the springs 58' are designed to urge the from the end wall, they cause an outward pressure to be applied at the pivot structure 54, but since this pivot is located inwardly of the diaphragm 34 a .rotative tendency will be imparted to the sides All. This rotative tendency will cause the in.

.turned vportions 4'2 Lto be urged outwardly. Howwidth and direct attachment .of diaphragm '34 to the car sides and roof and to the outer faceplate assembly, the

face, portions of 40 and inturned arms 42 will be held substantially parallel 'to the end wall at all times. 'Since the central portion '44 is pivotally "and slidably Yconnected to arms 42' it likewise Awillbe"urged outwardly away from the `ear end wall-and be held parallel thereto. Any or out The relative motion between the side parts 4G Yand central part'44can be accommodated by f means of a rubberblock 1B vulcanized or other- Vwise attached to a Z-shaped plate l2 attached lto arm 42 and also vulcanized or otherwise secured to a plate i4 fastened to central part 44, all as clearly shown in Figs. 8 and 9. With such a construction the relative sliding movement between` arms 42' and central part 44 willbeaccom'r'nodated by the rubber acting in shear. Also, theslight' pivotal motion` between the. parts will be accommodated by the yielding of the rubber in' bothtensi'on and compression.

rthe as shown in Figs. 2, 3 and lfare in the uncoupled position of the car, that is, the inner faceplate assembly is located longitudinally outwardly of the plane ofthe outerfaceplate. When the cars arev coupled, however, the inner faceplate assembly will have its face substantially inthe plane of the' outer iacepiate assembly. Extension of the draft gear will, of course, cause the inner faceplate to move toward the position shown in Figs. 2, '3 'and 4, but such movement willA not effect in vany way the tautness of the outer dia- :phragm Y Inward movement on 'buff will, of

ditions. Relative rotation of the vehicles going around a curve will cause the inner faceplate assembly to rotate about such center C bringing the parts to the line and-dashA position of Fig.2.

-Tiiefdiaphragm 3401i theI inside of the curve will accordingly be wrinkled since the adjacentouter faceplate will be in contactand forced out of parallelisrnwith the car fend wall, but willremain substantially*parallelen/ith the face-of the inner faceplate assembly. Theedge of the inner faceplate opposlte that' 'shown in Fig. 2 will be swung outwardly of its full line position, but since lthe connection between the mnerfaceplate and outer faceplate iscnly thro-ughthe pivoted cantilever arms, the outer faceplate on the outside of the curvev will remain.' in the positionsuch as shown ley-full' line inFig. 4, thatI is', lit willrernain parallel to` the end v'wail' of theA car. The central member 44 will extend from its pivotal connection withone 'arm til 'to its pivotal connection withi'theother arm, that is, it willv lie in a plane such as shown byline and dash 8c of Fig. '2. In other wordsj this memberwill' be moved lout of :parallelism with the end wall but will be` at a 'lesserangle thereto than ythe outer faceplate 'located at the "inner ^side of 'the curve. It will thus be seen that irrespectivewof the in or font 1er curving `Inovera-ents of the cars :relative to each other, at least one of the outer faceplatemembers It will likewisebelseen; that since. .the central member 44 is wholly independent of any connection with the inner faceplate, the'- powerful springs I6 and 32 can not effect the diaphragm 34 and thisl diaphragm can be stretched taut with the tension therein controlled by the springs 58 wholly independent of the pressure of springs I6 and 32. As stated previously, the pivot castings 60 can be attached to either the car end wall or collision posts, thus completely physically separating the inner and outer faceplates `and permitting a reduction in the length of slot 48 of the pivotal connection between the side and central portions of the outer faceplate. The operation of the construction with casting 6G attached to the vehicle directly Will be the same as that previously described in connection with the form shown.

Although the invention has been shown and described with particular reference to the gures, it will be apparent to persons skilled in the art that modications other than those shown and described may be made and all such modifications are contemplated as will fall within the scope of the following claims defining my invention.

What is claimed is:

1. A vehicle having sides and a roof joined by an end wall, a diaphragm having the inner edge secured to the vehicle and forming substantially a continuation of the sides and roof beyond the end wall, a multi-part faceplate assembly secured to the outer edge of the diaphragm, cantilever arms supporting said assembly and being pivotally connected to said faceplate assembly adjacent their outer ends and to a portion of the vehicle adjacent their inner ends, and resilient means urging said cantilever arms and multipart assembly outwardly away from said end wall, said multi-part faceplate assembly comprising side pieces and a central piece pivoted to the upper portions of said side pieces and supported solely thereby.

Z. A vehicle having sides and a roof joined by an end wall, a diaphragm having the inner edge secured to the vehicle and forming substantially a continuation of the sides and roof beyond the end Wall, a multi-part faceplate assembly secured to the outer edge of the diaphragm and compris- .ing a pair of side pieces, a central piece flexibly connecting the side pieces adjacent their upper ends and supported thereby, cantilever arms pivotally connected adjacent their inner ends to said vehicle structure and at their outer ends to said side pieces inwardly of the diaphragm, and resilient means urging said cantilever arms outwardly away from said end wall whereby said diaphragm will be maintained taut and substantially in alignment with the roof and sides of the vehicle.

3. A vehicle having sides and a roof joined by an end wall, a diaphragm having the inner edge secured to the vehicle and forming substantially a continuation of the sides and roof beyond the end wall, a multi-part faceplate assembly secured to the outer edge of the diaphragm and including a pair of independent side pieces, cantilever arms pivotally connected at one end to a portion of the vehicle and at the other end to said side pieces inwardly of the diaphragm, resilient means urging said cantilever arms and side pieces outwardly away from said end wall, said multi-part assembly also including a central piece exibly connecting the upper ends of said side pieces and urged outwardly thereby.

4. A vehicle having sides and a roof joined by an end wall, a diaphragm having the inner edge secured to the vehicle and forming substantially a continuationof the sides and roof. beyond the end wal1a multi-part faceplate assembly secured v:assembly also including a central piece pivotally and slidably-.connected to the upper end portions of said side pieces and urgedoutwardly thereby.

5. A vehicle having sides and a roof joinedby an end wall, a diaphragm having the inner edge connected to the vehicle and forming substantially a continuation of the sides and roof beyond the end wall, an outer faceplate assembly secured t0 the outer edge of the diaphragm and comprising a pair of side pieces and a central piece pivotally connecting the upper end portions of said side pieces, an inner faceplate assembly free of direct connection to said central piece, cantilever arms pivotally connected to said inner faceplate and to said side pieces, and semi-elliptic springs anchored on said inner faceplate assembly and bearing on said cantilever arms to urge the same outwardly from the vehicle end wall.

6. A vehicle having sides and a curved roof joined by an end wall, a diaphragm having the inner edge connected to the vehicle and forming substantially a continuation of the sides and roof beyond the end wall, an outer faceplate assembly secured to the outer edge of the diaphragm and comprising a pair of side pieces and a central piece conforming to the roof curvature and pivotally connecting the upper ends of said side pieces, an inner faceplate assembly, cantilever arms pivotally connected to said inner faceplate and to said side pieces and forming the sole connection between said outer and inner faceplate assemblies.

7. A vehicle having sides and a roof joined by an end wall, a diaphragm having the inner edge connected to the vehicle and forming substantially a continuation of the sides and roof beyond the end wall, an outer faceplate assembly secured t0 the outer edge of the diaphragm and comprising a pair of side pieces and a central piece pivotally connecting the upper end portions of said side pieces, an inner faceplate assembly, and cantilever arms providing the sole connection between said outer and inner faceplate assemblies, said cantilever arms being pivotally connected to said assemblies whereby said inner faceplate assembly may move longitudinally of the vehicle independently of said outer faceplate assembly.

8. A vehicle having sides and a roof joined by an end Wall, a diaphragm having the inner edge connected to the vehicle and forming substantially a continuation of the sides and roof beyond the end wall, an outer faceplate assembly secured to the outer edge of the diaphragm and comprising a pair of side pieces and a central piece connected to the upper end portions of said side pieces by rubber shear units whereby said pieces may pivot and slide relative to each other by the tension compression and shearing action of the rubber, and cantilever arms pivotally connected at one end to said vehicle structure and at the other end to said side pieces inwardly of the diaphragm.

9. A vehicle having sides and a roof joined by an end wall, a diaphragm having the inner edge connected to the vehicle and forming substantially a continuation of the'sides and roof beyond the end wall, an outer faceplate assembly secured

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