US417567A

US417567A - keehbiel

Info

Publication number: US417567A
Authority: US
Publication date: 1889-12-17
Anticipated expiration: 1906-12-17

Description

UNiTfEDp- STATES f PATENT r OFFICE.'

JOHN KREHBIEL, or KLAMAZOO, MICHIGAN.

. vl-:sTlBuLE r-fo'R CARS.

srncrrfrcn oN forming pm ef Lettere Patent Ne. 417,567, dated December 17, 1889.

To aZZ .whom Vt may concern,.-

Be it known that I, JOHN KREHBIEL, a citizen of the United States, residing at Kalamazoo, in the county of Kalamazoo and State of Michigan, have invented certain new and useful Improvements in Vestibules for Railway-Cars, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to new and useful improvements in vestibule-cars; and the object of the invention is to do away with the flexible construction now in use and obtain the necessary self-adjustability with' a rigid construction.

My invention consists in the peculiar construction and arrangement of parts whereby a rigidly-constructed vestibule is adj ustably supported between the adjoiningends of two cars in such a manner that it will adjust itself to the relative movement of the cars without interfering, all as'more fully hereinafter described, and shown in the accompanying drawings.

Figure l is a plan view with the vestibule shown in horizontal section between the adjoining ends of two cars. Fig. 2 is a side elevation. Fig. 3 is a vertical central section. Fig. 4 is an end elevation of one car provided with its section of vestibule. Fig. 5 is a detached perspective view of one section of the vestibule.

A A are the two halves of the vestibule, each being constructed like the other and adapted to jointly form together a covered `passage between the ends of the adjoining cars when coupled together in the usual manner. These vestibule-sections I construct in a rigid mannerypreferably of style and ornamentation in keeping with the cars and in a light but substantial manner, preferably with a light steel frame.

Each section of vestibule consists of a iioor a, sides b, provided with the usual doors c, and preferably a window d or glass panelling d and a roof e. The two ends are open, or substantially so, one, end being provided with flexible or hinged dust-guards f, (see Fig. 1,) which areadapted to close against the ends of the cars, the other end being provided with a frame h, adapted to form a good bearing all around when the two sections are Application tiled September 2, 1839- serial No' 322739' (No model) guide-pins vengaging into corresponding rel cesses in the opposite frame.

The meeting ends of the vestibule-sections have suitable guides-such as the guides K to bring them in proper apposition to each other when the cars are coupled and hold them when coupled from being accidentally displaced. I preferably provide the frames or construct them with inwardly and outwardly projecting fianges m, (which on top and at the sides are beveled to shed the water o the joint,) and the object of which is to impart rigidity to the'central portion of the vestibule when the sections are jointed, so that the two sections together will form practically one structure only.

Each section of the vestibule is connected to its respective car in the following manner: Under the. inner end of the floor in the center the vestibule-section has a pivotal sliding connection with the platform of any suitable construction which will admit of a certain play of the vestibule in the longitudinal di rection of the car, and also permit it to tip` freely in any direction. To accomplish this the vestibule-floor is raised high enough above the car-platform to admit of such free play. As aform of the many joints which may be desired, I show in the drawings a pivot-bolt o secured to the Linder side of the vestibule-floor and engaging into a Vlongitudinal socket or slot p in the car-platform, which allows the vestibule to tip to either side or end, and also permits longitudinal displacement with more or less tendency to return to a normal positionwhen free to do so. The opposite end of the vestibule I support on springs in any suitable manner free to allow the vestibule' to tip or to be displaced longitudinally. As a form of such support, I show the leafsprings o, which bear against the under side of the vestibule-licor near the sides, and the tension of which is preferably so adj usted that if the cars are uncoupled they will, under normal condition, support the weight of the vestibule on a bevel. Acontinuous floor is formed by means of a suitable floor-plate IOO it will be seen that while the vestibule is -l absolutely rigid the supports are in every way self-adjusting under the relative movement of the two adjoining cars, no matter in which direction. The lateral oscillations are easily compensated for by the yielding lateral supports and by the pivots which provide for sufficient lateral play to either side. rlhe vertical movement is compensated for bythe yielding supports and the longitudinal displacement by the longitudinal play of the pivot.'

It is well understood that with the present construction a great tensional resistance is in two like halves separately securedtogether f and forming an independent rigid structure i between two adjoining ca'rs and having selfadjusting supports' upon the respective platt forms of said cars, of coupling devices adapted fto rigidly secure the twohalves together, and Qfalse thresholds' pivotally secured to the rc-` spective ends of the floor of the vestibule, substantially as described. n

maintained between the cars, which also may sometimes lessen the oscillations of the cars, transmitting them from one car to the other through the whole train and greatly increasing the friction of the cars oir the rails in passing around curves, as the pivotal connection between` the cars is greatly interfered with by the vestibule. On my construction I avoid this dih'iculty, as I preserve' the full freedomV of the pivotal connection between the cars; V

of twol like halves, each provided with supports a b upon the-platform of the ca'r, the

and it will be further observed that the variation between the ends of my vestibule and the ends of the cars are, and necessarily must be, of less magnitude than the variation in the center of the vestibule, as in the present y construction.

That I claim as my invention is- 1. In a vestibule-car, a vestibule constructed to form a rigid independent structure between two adjoining cars and provided withl selfl adjusting and yielding supports upon the platforms of the respective cars to permit of the free relative movement of the two cars, substantially as described.

2. A car-vestibule rigidly constructed in two separable halves and pivotally supported upon and free of the platform of two adjoining cars independent of the relative movement between the cars, substantially as described.

3. In a vestibule car, a vestibule rigidly constructed in two separable like halves, each supported upon the platformof the car on a :sliding pivot, and yielding lateral supports 'under the floor of the vestibule,substantially as described.

4. In a vestibule-car, a vestibule rigidly constructed in twoy separable halves provided with coupling devices on their meeting faces zadapted to rigidly secure them together, of centra'l pivotal sliding supports and lateral I yielding supports on the supporting-platforms f of the car, substantially as described.

5. In a vestibule-car, a vestibule constructed 6. In avestibule-car, a' vestibule consisting coupling devices, the' aprons, and the false threshold, substantially as described.

In testimony whereof I afiix my signature, in presence of two witnesses, this 22d day of August, 1889.

JOHN KREIIBIEL;

Witnesses:

ED. MCBREARTY, GEO. A. GREGG.