US906923A - Pneumatic cushion. - Google Patents

Description

V. H. PODSTATA.

PNEUMATIG cUsHIoN.

APPLICATION FILED MAY 28, 1908,

Patented Dec. 15, 1308 2 SHEETS--SHEET 1 V. H. PODSTATA.

PNEUMATIG CUSHION.

APPLIGATION FILED MAY 28,1906,

VAGLAV H. PODSTATA, Ol*1 DUNNING, lLlilNOlS. l

Specification of Letters Patent.

PNEUMATIC CUSHION.

Patented Dee. 15.19998.

Application filed lday 2B, 1906. Serial No. 319.199.

l To all wimmit may concern:

B e it known that I, VACLAV H. Pons'mra, a citizen of the United States, residing at Dunrting, inl the count of Cook and State ot 15 Illinois, have/invente certain new and Vuscful Im rovements in Pneumatic Cushions, of'whic i the following is specification.

Y This invention is intended primarily for use with automobiles, although the device may be ap lied to carriages orl other vehicles in which it is desirable to make use of a cushion between the running gear and the yframe for the purpose of minimizing the efyects of jolts or jars on therunning gear.

* The invention nioreparticularly relates to the means ein loyed for minimizinrr the effeet of .the re ounil which ordinarily takes place as an after effect of jolis or jars where no provision is made to prevent it. The re- Vl0 bound is more especially noticeable in the use of sensitive vsprings or cushions-aum un- 'flessnwans be provided to prevent' or minimize the rebound, the vehicle willcontin'ue to 4'rock or bound for a considerable period after' the initial shock or jar has been given to the vehicle.

The present invention is intended to pro Vide means for preventing or limiting the i rebound "and holding the vehicle poised in v upstate of equilibrium, which, while prevent ingjany excessive jars or shocks from being transmitted to the body of the vehicle. at

the same time increases the steadiness of the vehicle body and thereby promotes the com- 3 5 fortand welfare of the occupants.

' The invention consists in the'fentures ofconstruction and combination of inafter described and claimed.

In the drawings 4Figure lis a vehicle body 40 having secured thereto the cushioning device of the Apresent invention; Fig. 2 is a longitudinal sectional view of the preferred form of cushion; 3 a cross sectional view of the same' Fig. 4 is a sectional view of the ve- 46 hicle. body showing a somewhat modified parts here form of construction; and Fi s. 5 and 6 similar views showing theicuslnoning mechanism in diii'erent positions of use.

The cushioning device of Figs. 1, 2 and 3 50 comprises a lexible bag or receptacle 1 which, as shown, 4is ofuelon ated shape and inclosed within a rectanguqar casing 2 of substantially equal diameter in cross section to the pneumatic bag so as to provide a shield or reinforcement therefor; and

within the casing and in contact with the of the secondary plunger-1s to prevent the rebound'oi` reaction which ordinariiytakes place' after a` 'heavy Shockorjiil', "unless positive means are vprovided to fpr'elrelit it. The plungers are in thefforrn'o a pair of hars having' rounded 'acting faces ii'hich bear against the pneumatic bag orrecep.

lacl'e, and the primary pl'ungcrls p'oiided with a depending steiny G ujliiclis adapted to reciprocate or telescopewithina shankA which, as shown in Fig. '1, is connectedivi'th the axle of the vehicle. The Shank Tis" provided atits upper end with a tiange Siifhich bears against the inner face of astrap 9 which com letely encircles the casin 2 and through w lich the shank? is inserted. The strap comprises side bars 10 which abut closely against the sidewalls ofthe shell or casing, a lower cross wall 11, which c oacts with the shank flange 8, and an upper-'cross wall 12 provided with a dcpression'l3 in its center, which depression passes through and acts within an opening 1l in the top of the shell or casing, and tothe depressed port-ion 13, 'which is of U-shape, is secured the upper or seconder' Vplungerj'"which bears against the top of he pneumatic bag or receptacle. The strap 9 and coperating parts are inclosed within a housin'o 1 5 which surrounds the casing and is riviflly Secured thereto, and the housing at its ower sidcis provided with a sleeve or neck 16 'for'the passage therethrough of the shank Z ofthe primary plunger. As shown, the casing is attached to a suitable part vof the frame ot side rail of the vehicle frame, and a pin 19 serves to secure the parts together.

In use jolts or jars imparted to the wheels of the vehicle will serve to upwardly project the shank 7 and with it the stem 6 carrymg the lower or primary plunger. The conv i t tact of the lunger with the'pneumatic bag or receptac e serves to prevent the initial shock or4 jar from bein imparted to the vehicle body; but immediately after the initial shock` or jar the tendency will be for the. running gear and vehicle frame to spring apart roinone another, and this tendency will be counteracted by the secondary plunger. After the primary plunger has been initially actuated the shank 7 which is connected with the running gear `vill tend to spring back beyond its normal position by the rebound of the vehicle and the retraction of the shank draws down the strap 9 and with it the'upper or secondary plunger 3 which actinvr against the upper side ot the neuniatic ag prevents an excessive re ound and serves to very quickly bring the vehicle to a state of rest.

The deviceoic Figs. 4, 5 and 6 dillers somewhat as to its details of construction, but

' after explained. In Fig 4 ary pistons, but instea embodies a. principle similar to that hitherto described. It employs rini'ary and second ofc rating in direct opposition to one anotlir, employs a connecting link or lever as will be hereins. 4, 5 and 6 primary and secondary pistons 0 and 21 respectively `are employed, the former being directly con nccted to the running geai` by means of a stein 29., which, as shown, is ivoted at its u per end-.23, andthe secon ary piston is l' ewise provided with a s'tem 24 pivoted at its-upper end 25. The stems are both connected by means of a lever 26 pivoted near its center 2T to a depending post 28' on the frame of the vehicle. The primary piston 20 abuts against a primary pneumatic-bag 29, and `the secondary piston abuts against a secondary pneumatic bag 30, which may be either separate, as shown, or two portions of the saine pneumatic bag. The two bags, as shown, are mounted within recesses 31 and 32 formed in the siderails 33 of the vehicle frame for the urpose of receiving the pneumatic bags, and each of the recesses terminates in a neck or throat 34 which pro vides a guide for Athe reciprocation of the piston or plunger. As shown, the ba or receptacle 1s expansible to a degree iv ich permits .it to bear against the plunger at all times, Whether during compression or expansion, which contact servesto hold the parts in a state of equilibrium, which is wholly desirable in the construction of automobiles or other vehicles intended for rough travel. The action of the cushioning mechanism of Figs. 4, 5 and 6 is similar in many Ways to that hitherto described. As the riinnii 0f gear is brought into contact with iiiequa ities in the road, tlieinitial shock or jar will tend to actuate the primary piston and compress the primary pneumatic receptacle simultaneously retractiug the secondary piston and allowing the secondary pneumatic receptacle to expand. The rebound causes a reversal of this action and compresses the secondary pneumatic receptacle, allowing the primary pneumatic receptacle simultaneously to expand. It will thus be apparent that both the bound and rebound oir'- the vehicle body will-involve a pneumatic cushioning Whiclipvhile holding the vehicle delicately poised and in a state of e uilibrium, at the saine time serves to sp ily bring the vehicle body to a state of 'rest in such manner as to promote the comfort and welfare ofy the occupants.

Itwill be noted that in both cases the cushioning action is the same, involving as it does the movement of primary and secondary pistons acting in opposition to one another for the purpose intended.

In the claim iu which the pneumatic bag is referred to as an element it Will be under stood that the bag may be iiitetgrally formed y as shown iu Figs. 2 and 3 or sections asshown iu Figs. 4, 5 and 6, 'the'l term bag referring to the container for the, air as a Whole Whether the same be formed integrally oi' in sections. i'

ll hat I regard as new and desire tosecure -its end with a recess, a stem on t e primary piston slidably mounted within the recess, a strap encircling the pneumatic receptacle, through the lower portion .of which the shankis entered, thetrap bein connected with the secondary piston, an a utment-on ormed intwog the end of the shank for retracting the strap on the rebound of the shank, substantially as described.

VACLAV H. PODSTATA. Witnesses:

SAMUEL W. BANKING, Ciias. F. COOKE,

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