Old passenger car diaphragm as a shock absorber
I have heard the comment made that the old heavyweight cars used a lot more pressure on the between car passage diaphragm striker plate, is this the correct term, up until the time that more modern tightlock couplers and rubber draft gear were employed. I suppose the increased pressure was to prevent slack from developing in the connection between cars, or at least to keep all the components consistently pressed against one side of the tolerance. Is this correct?
I have also heard that the contact pressure and friction between adjacent car’s striker plates helped to brace one car against the other so that the effects of roll and bounce were lessened as each car had the adjacent car to use as a rolling reference. Is this true and is the effect beneficial to the overall ride of the train? I am currently in Japan for the remainder of this week, where I can observe that both the regular express trains and the shinkansen trains use a link above the between car passageway on ordinary two truck, drawbar connected, stock that is tied off to one rotary shock absorber mounted on opposite sides of the adjacent cars end sheets. So the rotary shock absorber arm is vertical, it axis is in line with the length of the car, and the link connects a shock absorber on the left hand side of the leading car with one on the right hand side of the trailing car. The ride is noticeably better for such cars on the same track but I am comparing swing link, coil spring cars, to air bag primary suspension cars equipped with the link.
Now the application to North American practice is that I can think of a lot of ways to achieve a similar effect in cars that could be joined by a knuckle coupler and separated with no additional work. Once such a link is created you might as well put Head End Power connection points on it and make the HEP an automatic connection, leaving just the reservoir and train line air to be connected. The coupler could even be made to be self-centering. Any thoughts on such an idea? I will hopefully be able to get pictures up when I return as well as a sketch if anyone is interested.
Virgil Payne
I have heard the comment made that the old heavyweight cars used a lot more pressure on the between car passage diaphragm striker plate, is this the correct term, up until the time that more modern tightlock couplers and rubber draft gear were employed. I suppose the increased pressure was to prevent slack from developing in the connection between cars, or at least to keep all the components consistently pressed against one side of the tolerance. Is this correct?
I have also heard that the contact pressure and friction between adjacent car’s striker plates helped to brace one car against the other so that the effects of roll and bounce were lessened as each car had the adjacent car to use as a rolling reference. Is this true and is the effect beneficial to the overall ride of the train? I am currently in Japan for the remainder of this week, where I can observe that both the regular express trains and the shinkansen trains use a link above the between car passageway on ordinary two truck, drawbar connected, stock that is tied off to one rotary shock absorber mounted on opposite sides of the adjacent cars end sheets. So the rotary shock absorber arm is vertical, it axis is in line with the length of the car, and the link connects a shock absorber on the left hand side of the leading car with one on the right hand side of the trailing car. The ride is noticeably better for such cars on the same track but I am comparing swing link, coil spring cars, to air bag primary suspension cars equipped with the link.
Now the application to North American practice is that I can think of a lot of ways to achieve a similar effect in cars that could be joined by a knuckle coupler and separated with no additional work. Once such a link is created you might as well put Head End Power connection points on it and make the HEP an automatic connection, leaving just the reservoir and train line air to be connected. The coupler could even be made to be self-centering. Any thoughts on such an idea? I will hopefully be able to get pictures up when I return as well as a sketch if anyone is interested.
Virgil Payne