Improved Means for Obviating or Minimizing Injury or Loss of Life by Collisions on Railways.
Year: 1898

page_text: Date of Application, 24th Sept., 1898
Complete Specification Left,. 24th July, 1899-Accepted, 23rd Sept., 1899
TROYDDIONAL SPECIFICATION.
Improved Means for Obviating or Minimizing Injury or Loss of Life
by Collisions on Railways.
53
We, Dr. MAXIMILIAN ALMA, Railway Official, and ERNEST WEISS, Chartered
Civil Engineer, both of 9, Schützengasse, Vienna III, in the Empire of Austria,
do hereby declare the nature of this invention to be as follows:--
This invention relates to means to be used with railway vehicles in order to
prevent or minimize injury or loss of life from railway collisions; and it consists
in so constructing the buffer arrangements or devices which are to take up or
neutralize the impact of colliding carriages, trucks, or the like, that they extend
right through the under-frame of the vehicle; and it further consists in rendering
such devices highly resilient by the provision of a system of springs inserted,
or reaching, into the space between the terminal cross bars or end members of the
frame; so that should a collision occur, the several carriages shall by forcing their
respective buffer or thrust rods inwards, be still capable of running on for a con-
siderable distance; such distance being greater in proportion as the carriage is
situated nearer to the rear-end of the train. And as the carriages thus continue
to travel along for a space, their progress is checked, not suddenly, but gradually
(though, indeed, in rapid succession), owing to the progressively growing
resistance met with by the buffer-rod springs; by reason of which, and the direct,
yielding operation of the buffer-rods, liability to injury will be minimized or
avoided, since by far the greater part of the vis. viva of the impact or thrust is
thereby prevented from extending, or being transmitted, to the under-carriages.
According to this invention, the buffer-rods of the several carriages, which are
placed in a line, are, by the insertion of one or more spring devices, made to act
upon each other, either by being lengthened, so as to extend back into the
carriage, parallel to the longitudinal axis of the same; or by being fitted with
suitable intermediate mechanism; or both by an extension of their length and the
insertion of intermediate apparatus; so that a thrust received by any one of the
buffer-plates (or any equivalent terminal device as a thrust-block, or the like) is,
without the intermediate agency of the carriage-frame, communicated to the
buffer-rod protruding from the end of the next carriage.
Thus all the buffer arrangements extending along the set or train of carriages
on either side will, in the event of any concussion taking place, jointly form one
complete resilient structure, or system, and may, without subjecting the carriage
frames to any strain (excepting, of course, that which will arise from friction, as
the parts slide in their bearings, grooves, eyes or the like) be compressed to as
full, or nearly as full, an extent as the resilience of their springs will permit. These
springs are so disposed as not to bear or abut against any part of the carriage
frame, and both ends of each spring are supported by parts of the buffer-
mechanism, which are moveable and therefore capable of altering their relative
positions, the said springs keeping such buffer-devices apart. When the springs
receive a somewhat violent thrust or shock, they will be compressed for a com-

page_text: paratively great distance; to admit of this compression the said springs are
arranged either within the space between the two end members of the carriage, or
made to project or extend into such space, while the ends of the buffer-device
on each side of the carriage protrude from the carriage-ends for a proportionate
distance.
The invention may be applied to carriages constructed to take up thrusts by
means of two buffer-devices, arranged parallel one to another or to carriages
provided either with one, or with more than two, buffer systems extending
through them from end to end.
The buffer-rods in each carriage extend towards the centre of the length of the
carriage and the contiguous inner ends of the buffer rods, which are arranged
in a line, one with the other may be carried in a frame which may be free to
slide in, or be rigidly connected to the carriage frame. The contiguous inner
ends of the buffer rods may in their normal condition be at a distance apart equal
to say about one tenth of the length of the carriage and the distance which each
buffer rod may be permitted to slide inwards by the compression of the springs,
may be equal to say about one-twentieth of the length of the carriage.
The system of springs with which each buffer-rod is provided abuts at one end
against a flanged tube which may forin a coupling for the thrust-rod, while the
other end of the said system of springs may press upon a plate or disc situated
immediately in front of the sliding frame hereinbefore referred to, and between
this disc and the frame of the carriage a spring or springs are
interposed.
or may be
By means of this arrangement of springs, shocks or thrusts imparted to the
buffer-plate are first transmitted to the sliding arrangement and thence to the
springs of the next buffer rod in line therewith of the same carriage; and as this
last mentioned buffer-rod in its turn is in contact with the corresponding buffer-
rod of the adjoining carriage, the spring devices of all the carriages neutralize
the effect of severe thrusts.
33
Immediately behind the buffer-plates, the buffer-rods on the opposite sides of a
sliding con-
carriage may be connected together by a cross piece forming a
nection, which will permit either one of the parallel buffer-rods to move within
predetermined limits, independently of the other of the said buffer rods.
The draw-rod is passed through an eye in this sliding connection and is
provided with an enlargement against which, when the buffer-rods are forced
inwards, the sliding connection comes into contact causing the draw-rod to move
along with them.
When the springs of the buffer-rods expand the draw-rod will move outwards
again under the pressure exercised by the sliding connection upon the obstacle
formed by the draw-hook or any other equivalent object.
The separate draw-rods at the two ends of the carriage are connected to a frame
in which they can slide springs being provided between the rods and the frame
also between the rods and the transverse members of the carriage frame to ensure a
yielding tractive strain.
By this arrangement the strain to which one end of the draw-rod is subjected
is communicated to the entire draw-mechanism of the carriage and thence through
the carriage coupling, to the draw-rod of the next carriage, and so on, so that the
tractive effect produced from one end of the train to the other is not interfered
with by the fact that the draw-rods are divided.
JOHNSONS & WILLCOX,
47, Lincoln's Inn Fields, London, W.C., Agents.

page_text: Improved Means for Obviating or Minimizing Injury or Loss of Life
by Collisions on Railways.
I, Dr. MAXIMILIAN ALMA, Railway Official, and ERNEST WEISS, Chartered
Civil Engineer, both of 9, Schützengasse, Vienna III, in the Empire of Austria,
do hereby declare the nature of this invention and in what manner the same is to
be performed to be particularly described and ascertained in and by the following
statement: —
This invention relates to means to be used with railway vehicles in order to
prevent or minimize injury or loss of life from railway collisions and it consists
in so constructing the buffer arrangements or devices which are to take up
or neutralize the impact of colliding carriages trucks or the like that they extend
right through the under-frame of the vehicle and it further consists in rendering
such devices highly resilient, by the provision of a system of springs inserted, or
reaching, into the space between the terminal cross bars or end members of the
frame; so that should a collision occur, the several carriages shall, by forcing
their respective buffer or thrust rods inward, be still capable of running on for a
not inconsiderable distance; such distance being greater in proportion as the
carriage is situated nearer to the rear end of the train. And as the carriages.
thus continue to travel along for a space, their progress is checked, not suddenly
but gradually (though, indeed, in rapid succession) owing to the progressively
growing resistance met with by the buffer rod springs; by reason of which and.
the direct and (in consequence of the spring action) yielding operation of the
buffer rods upon each other, liability to injury will be minimized or avoided,
since, by far the greater part of the vis viva of the impact or thrust is thereby
prevented from extending, or being transmitted to the under carriages.
According to this invention the buffer-rods of the several carriages, which are
placed in a line are, by being themselves lengthened, and fitted with intermediate
arrangements, made to act upon each other through the agency of one or more
springs in such a manner that a thrust received by one of the buffer plates (or
equivalent terminal device supplying its place) is without the intermediate
agency of the carriage frame, communicated to the buffer rod protruding from
the end of the next carriage.
Thus the whole buffer arrangement on one side of the carriage will, in the
event of any concussion taking place, jointly form one complete resilient structure
or system, and may without subjecting the carriage frame to any strain (excepting,
of course, that which will arise from friction, as the parts slide in their bearings,
grooves, eyes or the like) be compressed to as full, or nearly as full, an extent as
the resilience of its springs will permit. These springs are so disposed as not
to bear or abut against any part of the carriage frame and both ends of each
spring are supported by parts of the buffer mechanism which are moveable and
therefore capable of altering their relative positions, the said springs keeping such
buffer devices apart. When the springs receive a somewhat violent thrust or
shock they will be compressed for a comparatively great distance; to admit of.
this compression the said springs are arranged either within the space within
the two end members of the carriage, or made to project or extend into such space,
while the ends of the buffer device on each side of the carriage protrude from the
carriage ends for a proportionate distance.
The invention may be applied to carriages constructed to take up thrusts by
means of two buffer devices or to carriages provided either with one or with
more than two buffer systems extending through them from end to end and the

page_text: invention is applicable not only to carriages drawn by steam power, but also to
vehicles propelled by electricity.
We will describe the invention referring to the accompanying drawings in
which one example of its practical application is illustrated; the carriage frame
under consideration being that of a two axle passenger-carriage.
Fig. 1 of the drawings, is a plan of an undercarriage provided with the improved.
safety arrangement according to this invention the parts being represented in
their normal condition .e. the buffers being free from pressure.
Fig. 2 is a view similar to Fig. 1 shewing the buffer rods subjected to the
maximum pressure.
Fig. 3 is a plan of part of the buffer-rod with its spring device and sliding
guide arrangement.
Fig. 3 is a horizontal longitudinal section of the slide-way on a level with
the axis of the buffer rod, G, H designating the centre of the carriage.
Eig. 4 is a section of the slide way on the line A B, Fig. 3.
Fig. 5 is a plan of the sliding connection.
Fig. 6 is a section on line E F Fig. 5 of the draw-and-buffer rods including
an elevation of the sliding connections, Figs. 3 to 6 being all drawn to a larger
scale.
The same letters of reference indicate corresponding parts in all the figures.
The buffer rods a¹ and a² extend nearly to the centre of the carriage where
they terminate on either side in an arrangement termed a sliding guide arrange-
ment common to both so that the ends of the buffer rods are kept at an adequate
distance apart.
The sliding guide arrangement, which may be moveable in a line parallel to the
longitudinal axis. of the carriage (or the carriage frame may, if desired be
connected with it rigidly) consists of two sliding cheeks bb lying parallel to the
said axis, and preferably connected firmly together above and below by plates c, è,
but the connection of the said sliding cheeks with each other is not absolutely
necessary.
In the drawings the sliding guide arrangement is shewn as passing through
the cross-members of the frame g' which are perforated or slotted at correspond-
ing points for the purpose, and as abutting against the plates or discs fi f.
These discs or plates are provided with central perforations which are just large
enough to enable the thrust rods, a¹ or a³ (as the case may be) to be movably
(or loosely) passed through.
The buffer rods a¹ and aª (which will be hereinafter described by the more
general term of "thrust rods") are in the present arrangement adapted to slide
only over a small surface for which purpose either the sliding checks or the
thrust rod may, for example, be enlarged at a convenient point; or the inner faces
of the sliding cheeks are so formed as to be in contact with the thrust rods to a
limited extent.
The distance which each thrust rod may be permitted to slide inwards by the
compression of the springs may be equal to say about one twentieth of the length
of the carriage.
The system of springs such as shewn at dd with which each thrust rod is
provided, abuts at one end against a flanged tube el or 3 Fig. 1 which may form
a coupling for the thrust rod; and at the other end against a plate or disc f¹ få
situated immediately in front of the sliding cheeks herein before referred to.
Between this disc f¹ or f and the bridge g¹ or g² on the frame of the carriage,
there are interposed india rubber rings h¹² surrounding the sliding guide
arrangement (or equivalent spiral springs or the like) india rubber rings may be
likewise interposed between the flanged tube el or as the case may be or on an
obstacle such as t¹ or t³ placed on the thrust rod and on the corresponding adjacent
cross bars of the frame.
The springs are retained in their central position by flanges grooves or
notches with which the intermediate and end plates are provided.

page_text: By means of this arrangement of springs, shocks or thrusts imparted to the
buffer plate (sors as the case may be) are first transmitted to the sliding
arrangement and thence direct to the springs of the next thrust rod of the same
carriage.
The extent to which the sliding guide may be displaced in the case shewn in
the drawings, depends upon the degree of compressibility of the india rubber
rings h¹³ and is therefore, but slight in this instance. Provision may however be
made for the more extensive displacement of such sliding guide, as, for example,
by leaving a space between the india rubber rings h or h², and the bridge of
the corresponding cross member glor g, of the frame, when the sliding guide will
be movable in the carriage frame for a distance corresponding to that space, plus
the extent of compressibility of the india rubber rings 1 or 2 (as the case
may be).
And, as this last mentioned thrust rod in its turn meets the corresponding
thrust device of the adjoining carriage, the thrust devices of all the carriages
neutralize the effect of severe thrusts.
Immediately behind the buffer plates, the thrust rods on the opposite sides of
a carriage may be connected together by a cross piece i forming a sliding con-
nection which will permit either one of the parallel buffer rods to move within
predetermined limits, independently of the other of the said buffer rods.
l
The draw rod K is passed through an eye in this sliding connection, and is
provided with an enlargement so that when the thrust rods are forced rearwards
the draw rod is moved along with them by means of the said sliding connection.
When the springs of the thrust devices, and consequently these devices them-
selves, expand again of their own accord, the draw rod will move outwards again
under the pressure exercised by the sliding connection upon the obstacle formed
by the draw-hook or any other equivalent object.
The draw mechanism consists of at least 3 parts so arranged that the two
outer parts do not move apart, but are capable of altering their relative position to
cach other and also of moving back again to their initial position.
In the accompanying drawings draw-mechanism consisting of three parts is
shown the central part n into which the thrust rod ends are capable of sliding,
being hereinafter called the draw rod frame." This frame which is also
movable, is arranged in the centre of the carriage and has a disc at each end
through which the draw rod is passed and behind which such rod terminates in
an obstacle secured to it. Between this obstacle and the disc are springs
ensure a yielding tractive strain. Similar obstacles are also provided on the
draw rod behind the end members of the frame, but the india rubber rings w
placed here are somewhat more compressible than those before described.
to
As the initial pull is exercised upon the draw hook the strain to which one end
of the draw rod is subjected is communicated to the entire draw mechanism of
the carriage and thence, through the carriage coupling to the draw-rod of the
next carriage, and so on, so that the tractive effect produced from one end of
the train to the other is not interfered with by the fact that the draw rods are
divided.
The main longitudinal members of the carriage frame are made to extend to
outside, the cross bars of the said frame situated at or near the centre of the
carriage are of about the same dimensions transversely as the said main
longitudinal members; and the sliding or guiding mechanism is made to extend
through the said cross members which may be suitably enlarged for the purpose
at the "breaks" and in order to impart greater strength to the cross members g¹²
additional stays are inserted.
In the arrangement described the shocks are transmitted not by the draw rod
but through the agency of the sliding guide arrangement into which the thrust
rods may be further inserted by compressing springs: the shocks being thus
communicated direct from one thrust rod to the next following thrust rod of the
same carriage, while at the same time the sliding guide is subjected to pressure

page_text: (or to a compressing strain) in the direction of its length, whereas the draw-rod
may be said to serve solely for imparting a tractive (or tensile) strain.
It is further expressly pointed out that in the example illustrated by Figs. 1
and 2 two thrust devices are supposed to be provided extending from end to end
parallel to each other, whereby, apart from increased resisting power the further
result is attained that should one thrust rod happen to become damaged, the thrust
device on the other side of the carriage will still retain its full effect.
As regards the sliding connection, the displacement of the draw rod in case of
need is not its only function, but in the case of communicating carriages it serves
the further object of helping to support and to move the foot board or floor of
the bellows-shaped connection ("harmonica") between two successive carriages,
and to it also are secured the flexible tubes for the pneumatic brake or the heating
and lighting apparatus.
It is not necessary for the parts of each of the four thrust rods to be firmly
coupled together by means of a flanged tube such as e¹ or e² or by any other
coupling device, it being sufficient to rigidly connect the said flanged tube e¹ or e²
(as the case may be) with the portion of the rod which is inserted into the sliding
guide arrangement and which does not carry the buffer. The part of the rod
which supports the buffer should reach into the flanged tube e¹ or e, for a sufficient
distance but it may lie therein unattached or loose, inasmuch as it is effectively
prevented from slipping out of the flanged tube by the obstacle or stop, or t
arranged behind the front member of the frame, or, if preferred, by obstacles
placed at other convenient points. Within the flanged tube an india rubber
washer should, in that case, be fastened between the two rods so as to moderate
the thrust of the rods upon each other.
The thrust device is not confined to two rods and one sliding guide arrange-
ment, but may, comprise, say three rods and two sliding guides, all arranged in a
line. In this particular case the ten springs would have to be arranged in one
set of four placed between two sets of three springs each (3+4+3) instead of
in two sets of five (5+5) the thrust rods placed respectively at the beginning and
the end having three springs each, while the central rod, the ends of which reach
into a sliding guide, has four springs which serve to keep the sliding guides
apart.
In bogey frames the apparatus above described may be employed by making a
few very simple alterations so as to enable the thrust device in travelling over
curves, not to take a tangential position to the curve, but as nearly as possible to
accommodate the outline of such curve.
With this object in view each of the four thrust rods a¹ or a³ is, to this end,
divided into three parts connected by links, such links enabling the said parts of
the rod to turn in the horizontal plane so as to vary their relative position to each
other. The first part carrying the buffer, is guided by the truck frame (say by
means of brackets reaching up for a sufficient distance into the plane of the
carriage frame) so that this part invariably participates in the rotary motion of
the truck or bogey frame and is constantly parallel to the longitudinal axis of
that frame.
The second part being the shortest of the three, is unprovided with any guide
as, according to the radius of the curve, it will take up its position at varying
angles to the carriage or bogey frame.
The third part, which reaches into the sliding guide arrangement and carries
the springs or the like is guided in a parallel direction to the longitudinal axis
of the carriage frame. The link in which the first part of the thrust rod
terminates is guided in a slide way parallel to the longitudinal axis of the truck
or bogey frame while the link which forms the beginning of the third part of
the thrust rod is similarly guided in a slideway parallel to the longitudinal axis
of the carriage. The breaks" (or points of intersection) in the transverse
members of the frame should of course be provided with correspondingly oval
apertures.

page_text: It will readily be understood that when a collision occurs the individual
carriages will be capable of travelling for a not inconsiderable distance further,
owing to the arrangement of the thrust rods, which slide inwards; such distance
being greater, as the carriage is situated further rearward; and the further pro-
gress of the carriages is checked, not suddenly, but gradually, owing to the
springs which the thrust-rods compress, in their receding movements; this being
effected by the progressively growing resistance and the direct, but yielding,
spring action of the thrust rods; whereby injury and loss of life as a result of
collisions are minimized.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed we declare that what
we claim is:-
1. Thrust devices for railway carriages, wherein sets of springs are arranged
in, or made to extend into, the space betwen the end members of the frame of
the said carriage, such thrust devices forming one complete structure, made
resilient by the said springs, such structure or system of thrust devices extending
from one buffer-plate (or equivalent terminal device occupying the same position)
to the other buffer plate (or equivalent) lying in the same longitudinal line, while
such system is entirely independent of the like system of thrust devices arranged
on the opposite side of the carriage, as well as of the draw-rod mechanism, so
that even when the springs of the thrust devices in one carriage are compressed to
the full extent, the said thrust devices are able to transmit thrust to the
corresponding thrust devices of the next succeeding carriage, substantially as
hereinbefore described.
2. A system of thrust-devices, for railway vehicles, the characteristic feature
of which is a sliding guide device such as b fastened to the underframe of the
carriage or adapted to slide thereon, into which device project the ends of the
thrust-rods so that any thrust received by either of the said thrust-rods is trans-
mitted by the springs to the said sliding guide and, from the latter, to the
set of springs of the next thrust-rod, substantially as hereinbefore described.
3. The combination with a system of thrust-devices as claimed in the first
claim, of a cross-connection such as i connecting two thrust devices embracing
the draw-rod mechanism K and adapted, whenever the thrust-rods, placed on each
side of the draw-rod, are displaced for a considerable amount, to move such draw-
rod for an equal, or nearly equal amount, without affecting the capability of the
thrust-rods to move independently of each other within predetermined limits,
substantially as hereinbefore described.
4. The combination and arrangement of parts constituting improved means for
minimizing the force of collisions on railways substantially as herein before
described and shewn in the accompanying drawings.
1000
JOHNSONS & WILLCOX,
47, Lincoln's Inn Fields, London, W.C., Agents.