US1817938A - Shiftable buffer stop - Google Patents

Shiftable buffer stop Download PDF

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Publication number
US1817938A
US1817938A US371517A US37151729A US1817938A US 1817938 A US1817938 A US 1817938A US 371517 A US371517 A US 371517A US 37151729 A US37151729 A US 37151729A US 1817938 A US1817938 A US 1817938A
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United States
Prior art keywords
irons
girders
stop
shiftable
wedges
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Expired - Lifetime
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US371517A
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English (en)
Inventor
Posentrup Heinrich
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Individual
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Individual
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Publication of US1817938A publication Critical patent/US1817938A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
    • B61K7/16—Positive railway stops
    • B61K7/18—Buffer stops

Definitions

  • Buffer stops have become known to-which the braking force is imparted in that iron girders or rectangular timbers or" the brake are pressed against the webs of rails.
  • the bufl er stop according to the invention is of light weight and possesses a great adjustable braking force acting only after the shiftable elements have been shifted up to the speed of the locomotive or "Waggon.
  • Figs. 1a to 6 illustrate the first embodiment of the invention.
  • Fig. 1a shows a cross section of the butter stop in the normal position.
  • Fig. 1 shows in cross section the buffer stop in the operative position.
  • Fig. 2 shows the buffer stop in front-elevation, the transverse girders being shown in longitudinal section.
  • Fig. 8 is a top plan view of Fig. 2.
  • Fig. shows a similar view to Fig. 3, the construction being slightly modified.
  • Fig. 5 shows in elevation the head end of a bolt connecting the shittable irons of the bufler stop and in section the flat iron and co cap on the bolt end.
  • Fig. 6 is a section on line VIVI of Fig.
  • Figs. 7 to 13 show a buffer stop designed for great eiiiciency.
  • Fig. 7 is .a part front elevation of the 5.. bufi er stop partly in sectionlon line VIIVII of Fig. 8a.
  • Fig. 8a is a top plan view showing the element in the inoperative position.
  • Fig. 8b is a section on line 'VIIIb VIIIY) to of Fig. 8a.
  • Fig. 80 is asection on line VIIIOVIIIO of Fig. 8a.
  • Fig. 8d is a section on line VIIICZ+VIII6Z of Fig. 8a. 05
  • Fig. 86 shows a part of the buffer stop in top plan view.
  • Fig. 8 is a section on line VIIIf-VHI; of Fig. 86.
  • Fig. 9 is a part top plan view showing the TI) elements in the operative position.
  • ZFig. 10 is a section on line XX of Fig.
  • Fig. 11 is a section on line XIXI of Fig. 10.
  • Fig. 12 shows a flat iron 7 in top plan View.
  • F g. .13 shows in side elevation partly in section the lower connection or" the hook for gripping the buiier plates.
  • Figs. 14 to 16 illustrate the third embodi- S3 ment of the invention.
  • Fig. 14 is a cross section on line XIV-XIV of Fig. 15.
  • Fig. is a top plan view of the buffer stop.
  • Fig. 16 is a section on line XVIXVI of Fig. lt.
  • each rail 1 rests on a post on which it is shiitably guided in longitudinal direction to account for the alteration of length by heat (Figs. 1a. 1b and Fish plate-like irons 3 are inserted one on each side of each rail 1 between the rail head and .rail i'oot.
  • Each has an upwardly directed extension at the upper edge and a downwardly directed extension at the lower edge. The two extensions have each a wide indentation at the middle.
  • the upwardly directed extension has two narrow indentations at each side of the middle indentation.
  • Strong bows 4 resting on the head of rail 1 engage one with each narrow indentation of the upwardly directed extension of the irons 3.
  • the down wardly directed extensions of the two irons 3 are connected by screw bolts 5. Between the head of each screw bolt 5 and the corre sponding iron 3 several small springs 6 are inserted which are accommodated in a sheet metal cap 7.
  • One cap is mounted on two adjacent bolts
  • Each cap is closed on three sides and open at the inner end.
  • One fiat iron 8 is mounted on two adjacent bolts 5 between the bolthead and the cap 7.
  • Transverse girders connected the one with the other by bolts 9 are mounted one on andv the other under the rail 1 in the niddle indentation of the irons 3 (Figs. 2 and 3).
  • the arrow line in Fig. 2 indicates the direction in which the shock acts on the girders 10 when a locomotive or Waggon strikes against the same.
  • the middle indentation in the irons 3 is longer than the transverse girders are high, and these transverse girders are pulled by spiral springs 12 fixed to the irons in the direction from which the shock of the waegon comes, so that they bear against the corresponding end wall of the middle indentation, a free space 11 being left at the opposite end of the indentation. In 2 only the ends of the springs 12 are indicated.
  • hen a waggon is striking against the butter stop only the transverse girders 10 are shifted at first until, after they have been shifted the distance 11, hey strike against the other end of the indentations in the irons 3, so that then these irons begin to be shifted and to exert a braking action.
  • the term of construction shown in Fig. i is practical for economizing space.
  • the rail 1 is mounted in this case shit'table in longitudinal direction on two posts 13 and 1 1, the post let standing at the end of the track.
  • On the end of rail 1 which projects beyond this post let transverse girders 10 are fixed by screw bolts 9.
  • the fish plate-like irons 3 pressed against the rail 1 bear against the post 13.
  • ⁇ Vhen a waggon s rikes against the butter girders 10 the rail 1 is pulled by the stationary irons 3 (Fig. i).
  • the braking course may be about two meters long, the Waggon wheels passing not beyond the end of the track rails.
  • the second embodiment of the invention shown in Figs. 7 to 13, is designed for great efliciencies.
  • On either side of the track several flat irons 17, held only at their ends, are mounted atthe height of the centre 15 of the buffer plates, for instance on the edge 16 of a high railway platform.
  • the distance between said flat irons is determined by short intermediate plates 18 (Fig. 80, lower end at the right).
  • Flat irons 19 to 25 which are somewhat thinner than the intern'iediate plates 18 and which are shii'table in longitudinal direction, engage between the flat irons 17.
  • the outer flat irons 19 and are connected to one another by two angle irons 26 and 27 to form U-shaped rods. eds 28 and 29 are formed in a similar manner.
  • the upwardly projecting portions 36 of the flat irons 19 to 25 are indicated by short cross lines in the top plan views, whereby it is easier to see which fiat irons and rods are shiftable in longitudinal direction with regard to the straps 3i and by which distance.
  • the facing arms of the butter girders 37 and are cut out. so that the fiat irons 17 and the flat irons which connect the rods 26 and 28 to the butter girders can pass (Figs. 8d, 10 and 11).
  • Vhen a locomotive or Waggon strikes against the butter girders 37, 38, these girders and the rods 26, 28 and 29 are moved and arness the speed of movement is accelerated to the speed at which the Waggon moves. l/Vhen this acceleration has been terminated after a travel of some centimeters, the wedges 31 begin to slide on the wedges 30 and to accelerate their movement together with that of the rod 27. In the further course the plates 39, riveted on the rod 37 strike against the projections 36 of the flat irons 25, 24 and 23.
  • the plates 40 of the buffers of the Waggon are gripped by two hooks 41 connected the one with the other (Fig. 13).
  • the wedges 31 at first slide on the wedges 30 in the detaching sense, whereby the springs 33 are detended so that the resistance from friction of the fish platelike irons against the return movement of the buffer stop is so little, that the force of the hooks 41 is sutlicient.
  • the wedges 30 and 31 assume again the position ready for use, as shown in Fig. 266.
  • the lower connection of the hooks 41 strikes against an abutment 42 (Fig. 13) whereby the butter plates became tree.
  • the iron 45 and the vertical web of rod 48 extend through out out portions of buffer girders 52 and 53 and are connected with the same. l/Vhen a Waggon strikes against the bufier girders, these girders, the iron 45 and the rod 48 are first moved. When this movement has terminated, the wedges 49 ascend on the wedges 47 until a projection of the wedges 49 prevents further ascending. The springs 51 are thereby put under further tension, the iron 46 is drawn along side ofqthe track and two transverse girders one on and the other under said longitudinal girders at the height of the buffers on the waggons.
  • a shiftable buffer stop comprising longitudinal girders arranged one at each side of the track, two transverse girders one on and the other under said longitudinal girders at the height of the buffers on the waggons and fish plate like irons oscillatably mounted on the sides of said longitudinal girders.
  • a shittable buffer stop comprising longitudnal girders arranged one at each side of the track, two transverse girders one on and the other under said longitudinal girders at the height of the buffers on the waggons, fish plate like irons oscillatably mounted on the sides of said longitudinal girders, and springs for elastically pressing said irons against the webs of said girders.
  • a shiftable buffer stop comprising in combination longitudinal girders one at each side of the track, fish plate like irons oscillatably mounted on the sides of said longitudinal girders, an upwardly directed extension at the top edge, and a downwardly directed extension at the lower edge of said girders, each extension having an indentation at the middle transverse girders located in said indentations which are longer than said transverse girders are high, and springs adapted to pull said transverse girders in the direction from which the shock comes.
  • a shiftable buffer stop comprising in combination longitudinal girders one at each side of the track, fish plate like irons oscillatably mounted on the sides of said girders, an upwardly directed extension at the upper edge and a downwardly directed extension at the lower edge of said irons each extension having large indentation at the middle and said upper extension having two small indentations in the port-ions at the right and left of said middle indentation, transverse girders serving as butter shiftable in said apertures, a bow in each small indentation resting on the head of the longitudinal girder adapted to press said irons against said longitudinal girders when a Waggon is striking against said transverse girders.
  • a shiftable butter stop comprising in combination stationary fish plate like irons having identations longitudinal girders extending through said irons, and transverse girders serving as butler engaging with said indentations.
  • a shift-able buffer stop as specified in claim 6, comprising a Wedging device consisting of a series of flat plates, straps encircling said plates, two pairs of wedges adapted to be shifted on each other at the shock stops for limiting the shifting movement of said Wedges, and strong spiral springs attached to said straps adapted to be put under tension by the shifting movement of said Wedges;
  • a shiftable buffer stop as specified in claim 6, comprising in combination with the transverse girders serving as buffer, hooks oscillatably arranged under said girders adapted to grip over the buffer plates of the cars.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
US371517A 1928-06-21 1929-06-17 Shiftable buffer stop Expired - Lifetime US1817938A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE1817938X 1928-06-21

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US1817938A true US1817938A (en) 1931-08-11

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US371517A Expired - Lifetime US1817938A (en) 1928-06-21 1929-06-17 Shiftable buffer stop

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US (1) US1817938A (enrdf_load_stackoverflow)
FR (1) FR677142A (enrdf_load_stackoverflow)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2810354A (en) * 1956-08-16 1957-10-22 Calumet Steel Castings Corp Wheel stop for railway cars

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2810354A (en) * 1956-08-16 1957-10-22 Calumet Steel Castings Corp Wheel stop for railway cars

Also Published As

Publication number Publication date
FR677142A (enrdf_load_stackoverflow) 1930-03-04

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