US1436364A - Bumper - Google Patents

Description

A. L. STANFORD,-

BUMPER. APPLICATION FILED MAR. 13, 1922.

1,436,364, Patented Nov. 21, 11922.

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A. L. STANFORD.

BUMPER. APPLICATION FILED MAR. 13. 1922.

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A.L. STANFORD.-

BUMPER.

APPLICATION FILED MAR. I3. 1922.

Patented Nov. 21, 1922,.

4 SHEETSSHEET 3.

Patented Nov. 21, i922.

ARTHUR L. STANFORD, OF CHICAGO, ILLINOIS.

BUMPER.

Application filed. March 13, 1922.

T 0 all whom it may concern:

Be it known that l, ARTHUR L. STANFORD, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Bumpers, of which the following is a specification.

The bumper of the present invention is designed with a View of securing a maximum of rigidity and strength from a given weight of materials and of locating and configurating the compression and tension members in such a. way as to exert a maximum of resisting force with due regard for the requirements of installation under normal conditions, and without the necessity of incurring, excessive expense in excavation nor in a disturbance of normal track conditions. WVith this end in view, the tension and compression members are united with the bump er head in such a manner as to best distribute the extreme pressures encountered by directing these pressures along lines of maximum resistance.

The invention also is designed with due regard to easy installation and cheapness of manufacture, and in short, with due regard to the practical conditions of railroad service.

In the drawings:

Figure l is a top plan view of the bumper of the present invention;

Fig. 2 is aside elevation of the same;

Fig. 3 is a sectional plan view showing the manner of anchoring the end of one of the compression members to the associated rail;

Fig. 4 is a similar detail showing the manner of anchoring one of the tension members to the associated rail;

Fig. 5 is a detail partly in section showing the upper ends of the compression and tension members socketed in the bumper head, the view being taken on the line 55 of Fig. 1;

Fi 6 is a detail in plan of the sockets for the tension and compression members;

F 7 is a detail partly in section of the hooks for engaging the head of one of the tension members;

Fig. 8 is a cross sectional detail of the rail anchorage for one of the tension members;

Fig. 9 is a disassembled detail in perspective of the anchor parts for one of the tension members;

Serial No. 543,139.

of the track center by the provision of a Y pair of compression members 21, and a pair of tension members 22. The general form and arrangement of the structure is similar to that of a well known type of bumpers commonly used at the present time.

The compression members 21 are preferably formed from sections of track rail discards or pieces which are not suitable for track purposes, and these members extend in unequal converging relation to the bumper head and have their upper ends entered into socket portions 23, the sockets of which conform in obliquity to the compression members themselves. The socket holes are preferably square in cross section and the walls of the socket members completely surround the end portions of the compression members, which latter are butted against the inner or terminal walls 2st of the respective sockets, which latter stand obliquely to the longitudinal center of the head and in perpendicular relation to the longitudinal centers of the respective compression members, the head being cored to aiford the configuration mentioned.

The centers of the base walls, as indicated in Fig. 2, are in substantial co-incidence with the horizontal center plane of the impact face 25 of the bumper head. That is to say, the compression members are extended upwardly to a point where they receive directly the thrust of the impact, which is highly desirable in that the thrust is thus imparted direct y through the lines of greatest resistance, so that shearing or like strains are avoided and the bumper headitself not called upon to transmit these strains from the point of impact to the resistance members. The top wall 26 of the bumper head is continuous and unbroken and is reinforced by a rear marginal flange 27, the forward V-shaped flange 28 and the pair of intermediate flanges 29. The center portion 30 of the bumper head 15 cored out as indicated leaving vertical side walls 31 which merge into and constitute a part of the inner side walls of the respective sockets.

The lower ends 32 of the respective compression members are angled, as indicated, to lie in parallel relation to the respective track rails to which they are anchored by the provision of anchor bars 33, each of which is provided with an inwardly extending foot 34 against which the end of the corresponding compression member is butted. The anchor bars are of a size to fit within the fish spaces subtended between the track rails and the compression rail members, which spaces are of substantially rectangular cross section and the parts connected by a plurality of cross bolts 35 which pass completely through the three juxtaposed members and anchor the same firmly in place. In order to provide additional anchorage, the forward end 36 of each anchor plate is extended and secured to the track rail by short bolts 37, this portion of the anchor plate lying entirely within the fish space of the track rail so as to permit the compression member to clear the anchor plate at the point where it begins its oblique upward extension. As shown the anchor plates are cored to reduce weight, an abundance of metal being retained to afford the necessaryreinforcements at points adjacent to the transverse bolts.

Figs. 10, 11 and 12 illustrate a modification of structure which permits the use of a lesser number of cross bolts. In this structure, the track rail as shown in Fig. 2, has welded thereto an anchor block 38 which is interposed between the head and base of the rail and welded to each, and this block co-operates with a notch 39 in the anchor bar 40 and performs the function of several additional cross bolts, two bolts 41 only being retained to securely unite the parts together. The anchor bar is provided with a foot 42 similar in arrangement and function to that heretofore described.

The tension members as shown are of considerably lighter material than the compression members, being in the form of square bars which extend upwardly in unequal converging relation to the bumper head. The upper ends of the tension bars lie within grooves or channels 43 formed by obliquely disposed front and rear flanges 44 and 45 formed exteriorly on the sides of the bumper head, as indicated in Fig. 2. The upper end of each tension member is provided with a T-shaped cross head 46 which rests within a socket provided by upper and lower obliquely disposed rearwardly extending lugs 47 (see Fig. 2), each of which is provided with an inwardly extending hook or finger 48, which arrangement permits the heads of the respective tension members to be moved laterally into position against the opposite sides of the bumper head, the heads being looked in place by the provision of a cross pin 49 which bridges the space between the lugs 47 and prevent accidental displacement of the parts.

As indicated in Fig. 2, the upper ends of the tension members are anchored at points in substantial coincidence with the center of impact, so that the impact face of the bumper head acts as an immediate center of distribution in four directions of the forces to which the bumper is subjected thereby completely avoiding the use of bolts or like members with a consequent avoidance of shearing or distorting strains.

The lower or forward ends of the respective tension bars at points contiguous to the respective track rails are vertically down turned as indicated at the point 50, which down turned sections merge into outwardly projecting hook portions 51 (see Fig. 8,) which underlie the rail base and hook upwardly against the same so as to firmly anchor the tension members against lifting strains. In order to firmly unite the tension members to the respective track rails, the anchor blocks shown in Fig. 9 are provided. Each of these anchor blocks comprises a base portion 52 which fits into the fish space of the adjacent track rail to which it is bolted by outer bolts 53 and between the bolts, the anchor plate is provided with outwardly projecting lugs 54 which afford a. socket space 55 for the reception of the vertical portion of the tension member, the lugs being 100 provided with half circular channels 56 which merge into bolt holes 57 extending through the base of the plate, the channels and bolt holes affording bores for the insertion therethrough of a U-shaped bolt 58 105 which embraces the vertical end of the tension member and is anchored on the far side of the track rail through a cross plate 59 by means of nuts 60 which bear against the outer face of the cross plate.

In practice, in view of the decentering of the bumper head, it is feasible to allow a lighter gauge of metal for the tension and compression members on that side of the structure away from which the bumper 115 head is decentered, that is to say, on the right hand side, as indicated in Fig. 1, since the preponderance of forces will be directed against the opposite side of the structure, and a saving, of metal may be thus effected, 120 and a given weight of metal being distributed to best resist the forces encountered.

In like manner, it is also desirable to compute the angles of elevation of the respective compression and tension members with 125 due regard to the most advantageous distribution of forces, and with this end in view, the compression members are disposed at a less angle of elevation than the tension members, so that the horizontal 13 thrusts due to impact will be received by thefcompression members more nearly in a horizontal line than would otherwise be the case.

In the foregoing description, no mention has been made of the employment of cross spacer bars or cross spreader bars for the track rails which are frequently employed tional track reinforcements are desired, they ,may be provided without in any way modifying the structure or function of the devices herein described.

The bumper ofthe present invention is so designed that it can be assembled and erected without disturbing trackv conditions in the slightest degree. In like manner, the ends ofthe compression members can be readily slipped into the head sockets and the tension members when brought to place will serve to lock the parts together without additional means of connection, the locking bolts 49 merely serving to prevent displacement of parts, but not being subjected in the slightest degree to any appreciable strains.

I claim:

1. In a bumper the combination of a bumper head provided with a pair of laterally disposed obliquely downwardly extending sockets, and obliquely disposed compression members enter into and completely house within said sockets, substantially as described.

2. In a bumper the combination of a bumper head provided with a. pair of laterally disposed obliquely downwardly extending sockets, obliquely disposed compression members enter into and completely house within said sockets, and butted against the basis of the sockets substantially in the horizontal center plane of the bumper head substantially as described.

3. In a bumper the combination of a bumper head provided with laterally disposed sockets, compression members having their ends entered into said sockets, grooves or channels in the side faces of the bumper head at an angle to the sockets, and tension members socketed in said grooves and provided with means engaging the bumper head at points contiguous to the ends of said grooves, substantially as described.

4. In a bumper the combination of a bumper head provided with laterally disposed sockets, compression members having their ends entered into said sockets, grooves or channels in the side faces of the bumper head at an angle to the sockets, and

tension members socketed in said grooves and provided with means engaging the bumper head at points contiguous to the ends of said grooves, said means being of T-shaped formation, substantially as described.

5. In a bumper the combination of a bumper head, a. pair of obliquely disposed compression members engaging the bumper head and provided at their lower ends with sections extending in parallel relation tothe asso iated track rails, and an anchor bar :for each of the compression members provided with a foot against which the lower end of the compression member is butted, substantially as described.

6. In a bumper the combination of a bumper head, a pair of obliquely disposed compression members engaging the bumper head and provided at their lower ends with sections extending in parallel relation to the associated track rails, and an anchor bar for each compression member provided with a foot against which the lower end of the compression member is butted, said anchor bars being located within the fish spaces of the respective track rails, and cross bolts entered through each compression member, anchor plate and associated track rail, substantially as described.

7. In a bumper the combination of a bumper head, obliquely disposed compression members of track rail formation having end sections extending in parallel relation to the contiguous track rails, an anchor plate for each compression member occupying the fish spaces of the associated parts and provided with an outwardly extending foot against which the lower end of the compression member is butted, and cross bolts for securing the parts together, substantially as described.

8. In a bumper the combination of a bumper head, obliquely disposed compression members of track rail formation having end sections extending in parallel relation to the contiguous track rails, an anchor plate for each compression member occupying the fish spaces of the associated parts and provided with an outwardly extending foot against which the lower end of the compression member but-ted, and cross bolts for securing the parts together, the forward portion of the anchor bar being of reduced dimensions to afford clearance for the upper extension of the compression member. and supplemental bolts for securing said extension to the track rail, substantially as described.

9. In a bumper, the combination of a bumper head, obliquely disposed tension members engaging the bumper head and provided at their forward ends with clownwardly turned end portions engaging the bases of the associated track rails, anchor plates provided with grooves for receiving the downwardly turned end sections, each. anchor plate being provided with a connecting member engaging the tension member and entered through the anchor plate and the associated track rail, substantially as described.

10. In a bumper the combination of a bumper head provided With laterally disposed obliquely extending sockets and provided with exterior grooves or channels disposed atan angle to said soclrets, and obliquely disposed compression members entered Within said sockets, obliquely disposed tension members entered through said grooves or channels and provided with means engaging the metal of the bumper head at points contiguous to the ends of the said channels substantially as described.

11. In a bumper the combination of a bumper head provided with laterally disposed obliquely extending sockets and provided with exterior grooves or channels disposed at an angle to said sockets and ob liquely disposed compression members entered Within said sockets obliquely dission member is butted and means for seeuring the ends of the compression members to the respective track rails, substantially as described. I

12. In a bumper the combination of a bumper head off center with respect'to the track rails, compression members engaging the bumper head and extending in differing obliquity to the track rails, tension members engaging the bumper head and extending in differing obliquity to the track rails, the compression and tension'members on the side away from Which the bumper head is decentered being of lighter gage thanthe corresponding members on the opposite side, substantially as described.

ARTHUR L. STANFORD.

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