US554007A - Sions - Google Patents

Description

3 Sheets-Sheet 1".

(No Model.)

H.- H. SESSIONS. OAR PLATFORM BUFFER.

Patented Feb'. 4,. 1896.

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3 sheets sheet 3.

(No Model.)

H. H. SESSIONS.

' GAR PLATFORM BUFFER. No. 554,007. Patented Feb. 4, 1896.

NITED STATES 'ATENT FFICE.

HENRY IIOIVARD SESSIONS, OF CHICAGO, ILLINOIS, ASSIGN OR TO THE PULLMANS PALACE OAR COMPANY, OF SAME PLACE.

CAR-PLATFORM BUFFER SPECIFICATION forming part of Letters Patent No. 554,007, dated February 4, 1896.

Application filed July 6, 1891. Serial No. 398,470. (No model.)

To aZZ whom it may concern:

Be it known that I, HENRY HOWARD SES- sIONs, of Chicago, Illinois, have in vented certain new and useful Improvements in Car- Platform Buffers, of which the following is a specification.

My invention relates to car-platform buffers, and has for its object to properly support the buffer-head while permitting it to oscillate freely and vary its position angularly with reference to a vertical plane passing longitudinally through the center of the bar.

In my Patent No. 373,098, dated February 15, 1887, I have shown and described means for connecting the buffer-head with the buffer-rod so as to permit such oscillation, said means comprising an equalizing-bar pivotally mounted upon or connected with the bufferspring, and two buffer-rods loosely attached at their inner ends to the respective ends of this equalizing bar, projected forward through suitable guideways in the end platform timber and pivotally connected to the buffer-head on opposite sides of its middle. This construction is efficient when the coupled cars are each provided therewith, but some cars are made with platforms having a central buffer-bar which projects forward and when the cars are coupled transmits the shocks or strains to the middle of the opposing bufferhead. My previous construction, therefore, is not so well adapted for use in trains in which the latter-described construction is employed, because the shock of coupling where the central buffer-stem isemployed is often sufficient to fracture the buffer-head, the latter being unsupported at itsmiddle.

The object of my present invention, therefore, is to support the buffenhead at its middle while at the same time provision is made for allowing the buffer-head to change its position angularly with reference to a plane passing through the center of the car parallel to its sides.

My invention therefore consists in the combination, with a central buffer-spring carryin g an equalizing-bar and two parallel bufferrods pivotally connected at their front ends to the buffer-head, of a central support projected forward by and in line with the spring and preferably with a slight clearance between its outer end and the rear face of the buffer-head, but adapted when the car is coupled with another having a central bufferbar to back up or support the buffer-head at its middle.

I am aware that'it has been proposed to employ a central buffer-bar pivotally connected at 'its front end to a buffer-head in combination with side buffer-bars also pivotally connected at their front ends to the buffer-head and at their rear ends to an equalizing-bar. This construction I avoid, because the connection of the three rods or bars at separated points with the buffer-head greatly restricts the capacity of the buffer-head to oscillate or change its angular position with reference to the axis of movement of the buffer-head and bars.

In the accompanying drawings, Figure 1 is a plan view of the end of one car and a sectional plan view of the end of an adjoining car coupled thereto, the buffer connection bein g shown in dotted lines. Fig. 2 is a similar View of a central portion of the platforms, broken away to show the buffer connection; and Fig. 3 is a side elevation, partly broken away.

In the drawings, 5 represents the platform and 6 the end timber thereof.

7 is a buffer-spring which is positioned centrally of the car and carries thereon the equalizing-bar S, in the ends of which are mounted the buffer rods 9, which project forward through guides 10 in the end platform timber and are pivotally connected at their forward ends to the buffer-head 11, the pivots being marked 12",.

13 representmuppmitin g bar which is seated against spring '7. Thissupporting-bar13 is constructed in two parts, the rear member being yoke-shaped and the forward member has a stem projected through a longitudinal aperture in the yoke and having a key 14. Bar 13 projects forward in line with the spring 7 its forward end being preferably rounded, as seen in Figs. 1 and 2, and in its normal position falling short of the buffer-head, so as to permit a slight clearance, as shown in the drawings.

15, Fig. 2, represents a central buffer-bar such as is employed in one style of platform now in common use. This figure shows a car provided with my improved construction coupled to one of said common construction having the central buffer-bar, and this bufferbar, as is seen, impinges upon the middle of the buifer-head, and the latter, if unsupported,n1ight be broken by the shock of coupling. But with the central support therefor flexure of the buffer-bar only would be permitted, whereupon it could come in contact with said support and be reinforced or backed up there by. The round end of this central supporting-bar permits the buifer-head to change its angular position With reference to the spring J freely and unobstructedly, which would not i be the case if the central support were pivotl ally connected to the butfenhead.

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