Improvements in Buffers for Railway Vehicles.
Year: 1895

page_text: Date of Application, 5th Feb., 1895--Accepted, 9th Mar., 1895
COMPLETE SPECIFICATION.
[Communicated from abroad by CHARLES ALBERT GOULD, of 66, Broadway,
New York, in the State of New York, United States of America, Manu-
facturer.]
Improvements in Buffers for Railway Vehicles.
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co., Patent
Agents, 45 Southampton Buildings, in the County of Middlesex, 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 a railway vehicle buffer designed more especially for
use in connection with an automatic car coupling of the type which comprises,
essentially, a horizontally swinging jaw adapted to interlock with the jaw of a
similar opposing coupling and a movable lock whereby the jaw is held in its closed
position.
In order to maintain a close joint between the buffers of opposing vehicles upon
curves as well as upon straight sections of the track the springs of the buffer must
be somewhat compressed when the vehicles are coupled, so that when the vehicles
separate by the outward movement of the pull or draw bars of the vehicles, the
buffers will be moved outward correspondingly by their springs and thus compensate
for the separation of the vehicles. The pressure of the buffer springs also tends to
hold the jaws of the couplings in their interlocked position, so that the resistance
of these springs must be overcome in uncoupling and coupling the cars.
to render these operations comparatively easy and still project the buffer sufficiently
to maintain a close joint, it is customary to employ a light spring which presses the
buffer outward against the opposing buffer but does not offer undue resistance to
coupling and uncoupling, and a more powerful buffer spring which resists the
heavy shocks received by the vehicles.
In order
My invention has for its objects to produce an efficient buffer of this character
which is applicable to vehicles that will not permit the convenient use of a central
buffer stem, such as European railway vehicles, and which, though especially
desirable in connection with an automatic vehicle coupling of the class hereinbefore
referred to, does not interfere with the well known screw and link coupling
commonly used on European vehicles, thus enabling the ordinary coupling to be
employed if preferable or necessary.
In the accompanying drawings
Fig. 1 is a sectional elevation of the platform or end portion of a passenger
vehicle provided with my improved buffer, the flooring being omitted and the buffer
being shown in the position which it assumes when moved inward by the buffer of
an opposing vehicle.
Fig. 2 is an end view of the platform with a portion of the buffer broken away
and one of the buffer stems shown in section.
Fig. 3 is a plan view of the platform and buffer, the position of the latter
corresponding to that shown in Fig. 1.
Fig. 4 is a horizontal section in line 4-4, Fig. 1.
Fig. 5 is a sectional top plan view of two opposing buffers, showing the angular
position assumed by the same when the vehicles pass over a curve.
Fig. 6 is a longitudinal section of the end portion of a freight vehicle, provided
with my improved buffer. Fig. 7 is a sectional plan view thereof.

page_text: Like letters of reference refer to like parts in the several figures.
Referring to Figs. 1 to 5, A is the end sill of the platform of a European
passenger vehicle, and B is the usual longitudinal pull or draft bar extending
forwardly and centrally through the end sill and provided at its front end with the
customary hook which is adapted to engage with one end of the usual link and
screw connection or coupling heretofore employed on such vehicles. The spring
mechanism connected with this pull bar and arranged under the middle of the
vehicle body may be of the usual construction, and is not shown in the drawings.
C is an automatic vehicle coupling of the kind having a horizontal swinging
coupling jaw C¹ and an internal lock which retains the jaw in its closed or coupled
position. In the construction shown in the drawings the coupler is provided with
means for operating the lock from the underside of the drawhead, but any other
suitable vehicle coupling may be employed, if desired. When a coupling of the
kind shown is employed, the head thereof is formed at its rear portion with a short
shank which is pivoted to the outer end of the pull bar B by a vertical pin e, so as
to allow the coupling head to assume a position at an angle to the end of the
vehicle when the latter rounds a curve; and the drawhead is provided on opposite
sides of its pivot with spring followers c¹ which straighten the same after the
vehicle has passed a curve.
D is the buffer, which when applied to a passenger vehicle, preferably consists of
a continuous transverse plate arranged vertically in front of the end sill A and
provided at its upper edge with a rearwardly extending plate d which is overlapped
by a threshold plate d secured to the end sill of the platform. This buffer plate
is supported at or near its ends by longitudinal bars or side stems E which pass
through openings formed in the end sill and which are guided with their front
portions in longitudinal sockets F secured to the front side of the end sill and with
their rear portions in tubular casings G secured to the rear side of the end sill.
These sockets and casings are provided with base plates, whereby they are secured
to the end sill and with ribs for reinforcing them, as shown. The front ends of the
side stems are pivoted by vertical bolts to a horizontal rib projecting
rearwardly from the buffer plate, by which connection the buffer plate is permitted
to oscillate or assume an angular position with reference to the end of the vehicle
in passing around curves as shown in Figure 5, one of the side stems moving
inward and the other outward when the buffer assumes this position.
The rear portion of each side stem is contracted to form a shoulder e and to this
contracted portion is applied a comparatively light spiral spring I which bears at
its front end against the bottom of the hollow follower J and at its rear end against
the closed rear end of the adjacent casing G. The follower J bears at its front end
against the shoulder e of the side stem and surrounds the front portion of the
spring. These light springs are adapted to extend the buffer plate and retain the
same in yielding contact with the buffer of an opposing vehicle.
To each side stem is also applied a heavy buffer spring K which abuts at its
rear end against the closed rear end of the adjacent casing G, and at its front end
against the follower J. These heavy springs receive their greatest compression
after the light extension springs have been partly compressed and resists the heavy
shocks received by the vehicles. The casing G, while forming rear abutments for
the light and heavy springs also protect the springs from exposure.
L represents a pair of oblique rods or links which connect the buffer plate with
the end of the platform and which limit the outward movement of the plate. The
rear ends of these links are pivoted to lugs or ears I formed on the base plates of
the side stem sockets and are connected at their front ends by an open longitudinal
link L' which embraces a vertical bolt or pin arranged centrally on the rear side
of the buffer plate. This bolt is carried by a longitudinal rib 12 projecting
rearwardly from the buffer plate. The oblique links L converge forwardly and
are connected with the longitudinal link Lin front of the adjacent end of the
draft bar B, whereby the links clear the draft bar and the coupling hook mounted
thereon. The longitudinal link is made of the requisite length to permit the

page_text: necessary inward and outward movement of the buffer plate, and it restrains the
outward movement of the plate only when the vertical pin of the latter bears
against the outer end of said link, as shown in Fig. 4.
When the buffer plate comes in contact with an opposing buffer, in coupling the
vehicles, it is pressed inward, and as the side stems take part in this movement, the
light extension springs are compressed between the bottom of the hollow followers.J
and the rear end of the casings G. The light springs thus offer a comparatively
small resistance to the coupling and uncoupling of the vehicle and at the same time
hold the opposing buffers in yielding contact with sufficient force to maintain a close
joint when the pull bars are drawn outward. When the buffer plate is moved
inward to an unusual extent by a heavy shock, the heavy buffer springs are
compressed by the rear ends of the hollow followers J bearing against the front
ends of said springs, thus offering the combined resistance of the light and heavy
springs to the inward movement of the buffer.
When the buffer plate assumes an angular position in rounding a curve, as shown
in Figure 5, the light and heavy springs on the side stem which is connected with
the inwardly swung end of the buffer plate are compressed, and those of the other
side stem are relaxed, and as soon as the vehicles have passed the curve, the
compressed springs react and return the buffer plate to its normal position parallel
with the end of the vehicle.
а
In order to enable the vehicle coupling to be placed as nearly as possible in the
line of draft, the lower central portion of the buffer plate is recessed to make room
for the coupling as shown in Figure 2.
My improved buffer, while more especially designed for use in conjunction with
an automatic vehicle coupling of the general class hereinbefore described, does not
interfere with the use of the ordinary link and screw coupling with which European
railway vehicles have usually been equipped.
If desired, that part of my improvement comprising the light and heavy springs
upon the side stems of the buffer, may be applied to freight vehicles in which
independent buffer heads are employed on opposite sides of the vehicle coupling, as
shown in Figures 6 and 7, thus adapting such buffers to an automatic vehicle
coupling. In this case, the disconnected side stems are guided in sockets F and
casings G secured to the end sill of the vehicles and each stem is provided with a
light and a heavy spring, as in the first described construction. The forward
movement of the buffers is in this construction limited by a key m, which is inserted
in an opening formed in the projecting rear end of the buffer stem and which strikes
the rear end of the casing G when the buffer is fully extended.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, as communicated to me by
my foreign correspondent, I declare that what I claim is :-
1. In a vehicle buffer, the combination with the end frame of the vehicle and a
buffer, of a longitudinal side stem guided on said end frame, a stationary casing or
abutment secured to the end frame on the inner side of the end sill, and light and
heavy springs applied to said s de stem, said light spring serving to extend the
baffer normally and the heavy spring resisting heavy shocks received by the buffer,
substantially as set forth.
2. In a vehicle buffer the combination with the end frame of the vehicle and a
transverse buffer plate, of a side stem guided on the end frame and attached at their
outer ends to the end portions of the buffer plate, a light and a heavy spring
arranged on each side stem, and means for limiting the outward movement of the
buffer plate, substantially as set forth.
3. In a vehicle buffer, the combination with the end frame of the vehicle and a
transverse buffer plate, of side stems guidel on the end frame and attached at their
outer ends to the end portions of the buffer plate, a spring or springs applied to
each of said side stems, and a flexible connection extending from the central portion
of the buffer plate to the end frame, substantially as set forth.

page_text: 4. In a vehicle buffer, the combination with the end frame of the vehicle and a
transverse buffer plate, of side stems guided on the end frame and attached at their
outer ends to the end portions of the buffer plate, a spring or springs applied to
each of said side stems, and forwardly converging links having their front portions
connected with the central portion of the buffer plate and their rear ends with the
end frame, on opposite sides of the centre line of the vehicle, substantially as
set forth.
5. In a vehicle buffer, the combination with the end frame of the vehicle and a
transverse buffer plate of side stems guided on the end frame and attached at their
outer ends to the end portions of the buffer plate, a spring or springs applied to
each of said side stems, and forwardly-converging rods connected at their rear ends
to the end frame, and a link connecting the front ends of the converging rods with
the central portion of the buffer plate, substantially as set forth.
6. In a vehicle buffer the combination with the end frame of the vehicle and a
transverse buffer plate provided with a central pin or bolt, of side stems guided on
the end frame and pivoted at their outer ends to the end portions of the buffer plate,
a light and a heavy spring applied to each of said side stems, converging rods
pivoted at their rear ends to the end frame, and a link connected to the front ends
of said converging rods and embracing the central pin or bolt of the buffer plate,
substantially as set forth.
7. In a vehicle buffer, the combination with the end sill or end frame of the
vehicle, and a buffer, of a longitudinal casing secured to the rear side of said end
sill or frame, a side stem carrying the buffer at its outer end and extending through
said sill and casing, a hollow follower mounted on said side stem and abutting
against a shoulder thereof, a light extension spring surrounding the side stem
between the bottom or closed front end of said follower and the closed rear end of
said casing, and a heavy buffer spring applied to said stem between the rear end of
said casing, and the rear end of said follower, substantially as set forth.
Dated this 5th day of Wohna 1905
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.