US1309035A - Cab-stop - Google Patents

Description

i C. L. IONES.

CAR STOP. APPLICATION flLED APR. 12, 1919.

1,309,035. Patented Jul 8, 1919.

UNITED STATES PATENT OFFICE.

CARROLL LYMAN J ONES, OF CHERITON, VIRGINIA. 7

Application filed April 12, 1919. Serial No. 289,542.

To all whom it may concern.

Be it known that I, CARROLL LYMAN JoNEs, a citizen of the United States, residing at Cheriton, in the county of Northampton and State of Virginia, have invented new and useful Improvements in Gar-Stops, of which the following is a specification.

The present invention relates to improvements in car stops or devices for checking the movement of a railway car or train short of the terminal of a track. 7

It is customary to erect across a track or between the rails thereof, adjacent the terminal, an abutment or bumper which by contact with a car will positively limit the movement thereof toward the track terminal. As commonly constructed, these abutments or bumpers 'include relatively heavy, therefore necessarily expensive, bases and frequently the bumper heads or parts which are designed to directly receive the impact or blow delivered by a car that may not be previously stopped by the brakes thereon, include heavy springs or other yieldable members. These devices as commonly constructed, are frequently damaged or destroyed after a relatively short period of service and owing to the nature of their construction, the number of parts, etc., are expensive torepair or maintain in workable condition. I

It has alsobeenproposed to check the movement of a car or train by mounting on the track a slide on to which the wheels of the car would run, the friction between said slide and the track rails being intended to check movement of the car within a com paratively short distance. Such devices however, are subjected to an undesirable amount of wear and will necessarily-soon become so worn as to be ineflicient. r

The object of the present invention is to provide a simple and inexpensive means by which the resistance to movement of the car is produced directly through lateral movement of the track rails. By the invention it is possible to avoid the expense which has been incident, to preparing the special foundations commonly required for car bumpers as'well'as the complicated structures of such devices and to provide a means which can be readily applied to existing tracks, as well as to new installations, by which the movement of a railway car or GAR-STOP.

Specification of Letters Patent.

'of Fig. 1,

Patented July '8, 1919.

train will be gradually but effectively checked within a relatively short, predeter' mined, distance. 1

In the accompanying drawing Figure 1 is a plan view of one embodiment of the invention,

Fig. 2 is a sectional view 011 theline 22 Fig. 3 is a sectionalview on-the line 3-3 ofFig.1, I I Fig. 4 is a side elevation of the sliding member with which the car is designed to directly engage,

Fig. 5 illustrates a slightly modified form. Referring to the drawings, 1, l designate respectively the rails of a railway track which may be of any suitable form and which are mounted on ties-2 and secured in place by any suitable means;

v The terminal rails of the track are only secured to the ties of the track adjacent one end, the terminal end portions 3, 3 being free whereby they may be adjusted laterally relative to each other. e

Normally the free ends of said terminal rails are held closer together than the other ends which are fixed to the ties 2 and means are provided whereby said free ends are yieldingly held in this non-parallel relation.

. As shown in Figs. 1 and2, the free end of each terminal rail extends through a guide or housing 4 which housings are shown as formed integrally with a base plate 5that is suitablysecured to a tie'2. Within each housing is arranged a coiled spring '6, the ends of which abut a filler block or plate 7, bearing against the outer face of the web of the terminal rails, and a follower 8 that is suitably mounted in each housing and adapted to be moved'therein'and held in any adjusted position by a set screw 9 or other similar means. It will be seen that by applying pressure to the screws 9, the free end 7 portions 3, 3? of the terminal rails can be f moved toward each other to' a considerable extent and yieldingly retained in such adjusted position by the s rings 6.

10 designates a mem er which may be a single casting, if desired, that is supported 7 by the rails so that it may be moved longitudinally thereof. The memberlO is provided withgrooves to receive the heads of the terminal rails, flanges thereon extending over the outer edges of said heads and said grooves are spaced or separated a distance equal to that separating the heads at the fixed ends of the terminal rails, or the gage of the track. In the embodiment of the invention illustrated, the member 10 is provided on one face with a projecting contact member 11, for example a block of wood or other suitable material, having one end seated in a socket formed in the metal body and having a metal band or ring surrounding its outer end. It will be seen that if the member 10 is forced toward the track terminal it will operate to separate the sections 3, 3 of the terminal rails in opposition to the pressure exerted by the springs 6 and the latter will cause said rails to exert such lateral pressure on the member 10 that while the same may initially move freely, it will quickly be gradually brought to a stop. The amount of resistance offered to said longitudinal movement of the member 10 under the impact of a car, can be readily controlled by operating the adjusting screws 9; and when the parts are at rest, and it is desired to restore the sliding member to the normal position represented in full lines in Fig. 1, it is merely necessary to loosen the screws 9, thus relieving the pressure exerted by the springs 6 when the sliding member can be readily moved to its original position.

It will be understood that in the drawings, the parts are shown more or less diagrammatically and not in accurate proportions, but the parts are intended to be so arranged that a movement of the sliding member 10 from the position shown in full lines to that represented in dotted lines in Fig. 1, will act to effectually stop movement of a car or train.

As a further safeguard and to positively limit the lateral movement of the terminal rails under the pressure exerted by the sliding member 10, a stop plate 13 may be provided on one of the ties 2, said plate having at each end an upwardly extending abutment 1 1 with which the outer base flange of the adjacent terminal rail will engage when said rails are in parallel relation.

It will of course be appreciated that various forms of resistance or pressure means may be employed. Instead of arranging springs within housings as shown in Figs. 1 and 2 a rod 15 may be passed through alined apertures in the webs of the terminal rails and coiled springs 16 positioned about the portions of said rod. that project laterally from said rails. The inner ends of said springs may abut filler blocks or plates 17 while against the outer ends are fitted plates or collars 18, the position of which on the rod 15 may be varied by means of nuts 19 engaging the ends of said rod which as shown, are suitably threaded.

It is believed that the operation and advantages of the improvements will be readily understood from the foregoing descripreplaced.

tion in connection with the drawings. It

will be seen that the device is Very simple and inexpensive of manufacture, will not readily be rendered inoperative and, if necessary, any of the parts may be readily It can be easily applied to any existing railway track and does not require the construction of any special foundation or base to resist the blows received from a car moving on the track at undesirable high speed.

It will be understood that the springs opposing separation of the terminal rails will be fully compressed prior to the free ends of said rails coming into actual parallelism, that is, the rearward movement of the sliding member 10 will be absolutely stopped before it reaches the terminal ends of the rails and will then constitute a rigid abutment on the track.

Having thus described the invention, what is claimed is:

1. The combination with a railway track, of a member engaging both terminal rails of the track and adapted to be moved longitudinally thereof by impact of a car, said rails being so related that movement of said member by a car will be resisted by pressure exerted laterally thereon by said rails.

2. The combination with a railway track, of a member engaging both rails of the track and adapted to move longitudinally thereof, and means for causing the rails to directly exert lateral pressure on said member to check movement thereof under impact of a car.

3. The combination of a railway track having its terminal rails normally in nonparallel relation, a member supported on the rails to be moved longitudinally thereof by impact of a car, said member engaging the heads of the rails and acting by such longitudinal movement to force them toward-parallelism, and means for resisting movement of the rails from normal relation.

4. The combination .of a railway track having its terminal rails normally in nonparallel relation, a member supported on the rails to be moved longitudinally thereof by impact of a car, said member engaging the rails and acting by such longitudinal movement to force them toward parallelism, and springs acting on the rails to hold them in normal position.

5. The combination of a railway track having its terminal rails normally in nonparallel relation, a member supported on the rails to be moved longitudinally thereof by impact of a car, said member engaging the rails and acting by such longitudinal movement to force them toward parallelism, springs acting on said rails to hold them in normal position, and means for varying the pressure exerted :by the springs.

6. The combination of a railway track having its terminal rails adapted to have relative lateral movement at their free ends, means acting to hold the free ends of said rails closer together than the other ends thereof, a member engaging both rails and adapted to be moved longitudinally thereof by impact of a car, said terminal rails being forced toward parallelism by such movement and acting to check movement of said member by contact therewith.

7. The combination of a railway track having its terminal rails normally out of parallelism, a member extending transversely of and engaging both rails of the track, said member being movable longitudinally of the rails by impact of a car and adapted to force the terminal rails toward parallelism by such movement, the latter being checked by the resistance exerted by the rails.

8. The combination of a railway track having its terminal rails normally out of parallelism, yielding means acting to retain said rails in non-parallel relation, and a member engaging both rails of a track and adapted to be moved longitudinally thereof by impact of a car, said movement tending to force the-terminal rails toward parallel relation against the opposition of said yielding means, and being checked by the pressure exerted by said yielding means.

9. The combination of a railway track having the free ends of its terminal rails in non-parallel relation and its other ends in parallelism, and a member comprising a base supported by the rails and a forwardly projecting block adapted to receive the impact of a car, movement of said member by a car acting to force the free ends of the terminal rails toward a position of parallelism, for the purpose described.

10. The combination of a railway track having the free ends of its terminal rails adapted to move laterally relative to each other, springs bearing against the outer faces of the webs of said rails and acting to maintain such ends in non-parallel relation, means for varying the pressure exerted by said springs, and a member adapted to slide on said rails under impact of a car and to move the free ends thereof toward parallel relation in opposition to said springs, for the purpose described.

In testimony whereof I have hereunto set my hand.

CARROLL LYMAN JONES.

copies of this patent may be obtained for five cents each, by addressing the Commissioner of Iatents, Washington, D. 0.

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