US2207329A - Car stop - Google Patents

Description

July. 9, 1940.

G.- C. NELMS GAR sToP Filed sept. 8, 1938 2 Sheets-Sheet 1 e wv NW July 9, 1940- G. c. NELMs 2,207,329

CAR STOP Filed Sept. 8, 1958 2 Sheets-Sheet 2 ga "n 4 S I l www 1.9/ u

Patented July 9, 1940 Unirse STATES rating- PATENT GFFiCE CAR STOP

Applieation September 8, 1938, Serial No. 229,913

1l Claims.

The present invention relates to new and useful improvements in a device for stopping a car from movement along a trackway, and more particularly to a car stop which is adapted to be u. used in mines, quarries or the like, where the cars are spotted for lling or emptying and where the trackway is successively changed or extended as the loading or unloading of successive cars continues.

An object of the present invention is to provide a device of the above type which is adapted to serve as a car stop and also as a derailing device when the car strikes the device at an excessive speed.

A further object of the invention is to provide a device of the above type which can be quickly and easily removed outwardly from the path of the car wheel and which may be easily swung into position for arresting the movement of the car. m A further object of the invention is to provide a device of the above type which includes safety locking means for preventing displacement of the device from its operative or stopping position on the rail when it is struck by a moving car wheel.

A still further object of the invention is to provide a device of the above type wherein the safety locking means are positioned so as to permit the device to move from its position resting on the rail to a canted position against the locking means for eifecting derailing of a car wheel when the car strikes the device at excessive speed.

A still further object of the invention is to provide a device of the above type which is so constructed that it will normally move from its canted or derailing position to its position resting on the rail for stopping the next car wheel.

A still further object of the invention is to provide a device of the above type wherein the wheel ange engaging edge thereof will effect derailing of a car wheel when the device is moved to a canted position due to the excessive speed of the car.

The invention still further aims to provide a device of the above type wherein the stop member must be manually elevated from its position on the rail before it can be moved to an open position outside of the rail.

The invention has a further advantage in that the limited permissive movement of the device from its position resting on the rail to its canted position servesto lessen the eiective force of a car wheel in striking the device so as to prevent damage thereto.

The above and other objects of the invention will in part be obvious, and will be hereinafter more fully pointed out.

In the accompanying drawings,

Figure 1 is a side elevation showing the device in position on a rail.

Figure 2 is a top plan view of the device lin position on a rail.

Figure 3 is an end view showing, in full lines, the device in position on the rail and showing, in dotted lines, the movement of the device from its position on the rail to an open position where it is disposed outside of the rail.

Figure 4 is an enlarged fragmentary View, in section, showing, in full lines, the device in a stopping position on the rail, and showing, in dotted lines, the device in a canted position for derailing the car wheel where the car strikes the device with excessive speed.

Referring more in detail to the accompanying. drawings,'the device includes a base block having a horizontal portion Ill which is adapted to underlie the base ange of a rail R. 'Ihe base portion Ill extends laterally to one side of the rail flange and is provided with an upstanding lug II which is provided with a. longitudinal aperture I2 therethrough. A locking plate I3 is provided with an opening It through which the lug Il is adapted to extend. The locking plate is provided with a rail engaging portion I5, thev under surface of which is inclined similarly with respect to the inclination of the rail flange so as to intimately Contact therewith. A locking wedge or key l5 is adapted to be driven into the aperture I2 in the lug I I so as to effect a tight clamping of the rail flange between the rail engaging portion I5 of the locking plate I3 and the base portion I0.

At the opposite side of the base flange of the rail, the base portion Ill is provided with upwardly extending end lugs I'l, Ila which are provided with longitudinal apertures I8, I8a, respectively. Ribs I9, 19a areprovided on the base block for strengthening the same. Between the end lugs Il, Ila the base portion l0 is provided'with spaced inner upstanding lugs 2B, 20a which are provided with apertures 2|, 2Ia substantially in line with the apertures in the end lugs. The upwardly extending portion of the base portion Il] is prol vided with holding lugs 22 which are adapted to snugly engage the upper surface of the adjacent rail flange.

The stopping device includes a rail engaging portion 23 which is adapted to rest on theball of the rail. The rail engaging portion 23 is provided with spaced depending lugs 24, 24a which are provided with longitudinal apertures 25a. The depending lug 24 is adapted to extend between the end lug |1 and the inner lug 2|] on the base block and the depending lug 24a is adapted to extend between the end lug |1a and the inner lug Za at the opposite end of the base block. A pivot bolt 25 is adapted to extend through the apertures in the lugs on the base block and on the stopping device so that the stopping device is pivotally mounted on the base block for movement between a position resting on the rail and an open position where it is disposed outside of the rail. The stopping device is also provided with strengthening ribs 26, 26a.

The rail engaging portion 23 of the stopping device is provided with an upstanding bracket member 21 which is provided with finger openings 28 for permitting the stopping device to be manually shifted. The upstanding bracket portion 21 is provided at each end thereof with an inclined wheel engaging surface 29, 29a. These wheel engaging surfaces are shaped to substantially conform to the curvature of a car wheel which includes a tread portion and a rail engaging flange portion. The edges of the wheel engaging surfaces 29, 29a are tapered inwardly from the bottom thereof upwardly to a top surface 3D onthe bracket portion 21. The top surface 3|) is narrower than the lower portions of the wheel engaging surfaces 29, 29a. The inner edges of the wheel engaging surfaces 29, 29a are thus inclined upwardly and toward the outside of the rail so as to merge into the narrow top surface 3D.

The inner lugs 29, 20a on the base block are provided with upstanding stop shoulders 3|, 3|'a and the rail engaging portion 23 is provided with depending stops 32, 32a which are adapted to cooperate with the stop shoulders 3|, 3|a. When the stopping device is resting on the rail, that is, with the portion 23 thereof engaging the surface of the rail, there is a space S left between each of the stops 3|, 32 and 3|a, 32a. These spaces are shown particularly in Figures 2, 3 and 4.

After the stopping device and the base block have been assembled, and the base block secured to the rail flange, the stopping device, that is, the pivotally mounted rail engaging portion 23 may be manually shifted from a position resting on the rail to a position where it is disposed at one side of the rail, as shown by dotted lines in Figure 3. When the portion 23 is resting on the ball of the rail, as shown in Figures 1 and 2, and also by the full lines in Figure 3, the depending stops 32, 32a on the portion 23 are disposed below the upper edges of the stop shoulders 3|, 3|a, on the inner lugs 20, 20a and are spaced from the adjacent surfaces thereof, as shown by the spaces S. In this position, the wheel of a car traveling at a moderate rate of speed will engage the surface 29a, on the bracket 21. It is to be noted that a part of the rail engaging portion 23 is cut away in the region of the wheel engaging surfaces 29, 29a so that it will not interfere with the flange of the car wheel. When a car wheel strikes the surface 29a, the entire stopping device may be canted to the position shown in Figure 4 due to the force of impact between the stopping device a-nd the car wheel. Thus, one of the stop surfaces 2S or 29a serves as an obstruction to the free movement of the car wheel so that continued movement of the opposite carrwheel will cause the car wheel which engages the stop surface to be twisted slightly toward the bracket member. rI'hihslateral twisting of the car wheel will impart a-'lateral and outward horizontal thrust against the bracket member and cause the same to assume an outward canted position. In this canted position of the stopping device, the stops 32, 32a on the portion 23 will abut against the stop shoulders 3|, 3|a, respectively, so as to limit outward swinging movement of the stopping device. Thus, the stopping device is prevented from being knocked off the rail and the limited movement permitted by the spaces between the cooperating stops serves to lessen the effective force of the car wheel striking the device so as to prevent damage or breaking thereof. When the car has been stopped, the stopping device will settle to its normal position on the rail, as shown by the full lines in Figure 4.

When the car is traveling at an excessive speed, that is, at such a speed that the car wheel will ride over the wheel engaging surface 29a onto the upper surface 30 of the bracket member 21, the device will also be shifted to its canted position against the stop shoulders 3|, 3|a. The inner edge of the wheel engaging portion 29a is, as indicated above, inclined toward the narrower upper surface 30 so that the ange of the car wheel will follow this tapered edge onto the upper surface 30. 'Ihe openings 25a in the lugs through which the pivot bolt 25 extends are slightly larger in diameter than the diameter of the bolt. With such a construction, as particularly shown in Figure 4, the depending lugs 24, 24a on the stopping device will be permitted to assume a position wherein the bolt makes contact with the lugs on the base block at points nearer the rail web. Thus, when the stopping device is forced outwardly to a canted position, the permissive inward movement of the depending lugs 24, 24a and the bolt 25, in addition to the spaces provided between the stops and stop shoulders, enablesthe device to shift to such a position that a car wheel moving along the stop surface 3U of the bracket member 21 with its flange tending to follow the inner and outwardly canted edge of the top surface 30 will become derailed after it leaves the top surface 30. Thus, the stopping device serves to derail a car wheel which is traveling at an excessive speed due to the canted position to which the device is shifted. The weight of the stopping device will cause it to assume its normal position resting on the rail after the car wheel has passed thereover, so that it will be in position to stop or derail the next car wheel.

There are times when it is desired to eliminate the use of the car stop so that cars may pass thereby without being stopped. In such cases, the stopping device may be manually elevated above the ball of the rail to the position shown by dotted lines in Figure 3 so that the depending stops 32, 32a on the stopping device will be disposed above the stop shoulders 3| 3 la on the base block. When the stopping device has been so elevated, it may be swung to the open position in Figure 3. Here again the movement permitted between the bolt 25 and the lugs 24, 24a enables the stopping device to be elevated from the rail. It is to be noted that the device has its operating parts located outside of the rail so that it may be brought into position and removed without exposing any part of the operators body to the path of the car. As soon as the stopping device is shifted from its open position outside of the rail to a position with the rail engaging portion 23 disposed above the rail, the weight of the stopping device will cause the same to descend and rest on the rail with the stops 32, 32a spaced from and below the edges of the stop shoulders 3|', 3|a

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so that the device is locked against accidental displacement from its position on the rail.

The construction of the car stop is such that it may be assembled and quickly and easilysecured 5. to the base flange of the rail. Similarly, thedevice may be readily detached from the base fiange Rand moved to another position when desired. The shaping of the wheel engaging portions 29, 29a on the bracket member 2l is such. that the de- 10 vice may be used on either rail and in each case it is swung outwardly away from the rail .to its inoperative position.

While one form of the invention has been shown and described for purposes of illustration, I itis to be clearly understood that various changes in the details of construction and arrangement of parts may be made without departing from the scope of the invention as set forth in the appended claims.

I claim:

l. A combined car stop and derailer comprising a base section adapted to be secured to a rail, a stop member having a stop portion and a derailing portion normally disposed in the path of a car wheel, and means for connecting said stop member to said base section for permissive movement from a position wherein the stop member normally rests on the ball of the rail to a position wherein the stop member is canted outward- 30 ly from the rail, said stop portion being positioned with respect to the rail for engaging a car wheel to stop a car travelling at a moderate rate of speed and said derailing portion being disposed in rear of said stop portion for derailing a car Wheel which strikes the stop member at a speed suiicient to cause the wheel to ride over the said stop portion when the stop member is in its outwardly canted position.

2. A combined car stop and derailer, comprising a base section adapted to be secured to a rail, a stop member adapted to be disposed in the path of a car wheel, means for pivotally connecting said stop member to said vbase section for permitting movement of said stop member between an operative position in the path of a car wheel and an inoperative position ofi the rail and at the outside thereof, and means providing a stop mechanism between said base section and said stop member for normally preventing movement of said stop member to an inoperative position, said stop mechanism being constructed Vvand arranged to permit limited movement of said stop member from one operative position resting on the ball of the rail to another operative position wherein it is canted outwardly of the rail by reason of the car wheel striking the stop member with suiiicient force to cause slight twisting movement of the wheel toward the stop member thereby imparting an outward lateral thrust to the stop member whereby to cause derailing of the car wheel when the wheel strikes the stop member at a speed suflicient to cause the wheel to ride over the said stop member.

3. A combined car stop and derailer, comprising a base section adapted to be secured to a rail, a bracket member having a stopportion engageable with a car wheel, means for pivotally connecting said bracket member to said base section for permitting movement of said bracket member between an operative position with the stop portion in the path of a car wheel and an inoperative position with the stop portion ofi the rail and at the outside thereof, and means providing a stop mechanism between said base section and said bracket member for normally preventing movement of said bracket member to an inoperative position, said stop mechanism being constructed and arranged to permit limited movement of said bracket member from one operativeposition resting on the ball of the rail to another operative position wherein it is tilted outwardly with respect to the rail by reason of the car wheel striking the stop portion with suiiicient force to cause slight twisting movement of the wheel toward the stop portion thereby imparting an outward lateral thrust to` said bracket member whereby to cause derailing of the car wheel when the wheel strikes the bracket member at a speed sufficient to cause the wheel to ride over the said stop portion.

e. .A combined car stop and derailer, comprising a member adapted to be secured to a inoperative position with the stop portion off the rail and at the outside thereof, and means including stop lugs on one of said members for normally preventing movement or" said bracket member to an inoperative position, said stop lugs being spaced from the adjacent portion of the other of said members when the bracket member in one operative position resting on the ball ci the rail and being engageable with the said other member in another operative position wherein it is tilted outwardly with respect to the rail by reason of the car wheel striking the stop portion with suflicient force to cause slight twisting movement of the wheel toward the stop portion thereby imparting an outward lateral thrust to said bracket member whereby to cause derailing of the car wheel when the wheel strikes the bracket member at a speed suilicient to cause the wheel to ride over the said stop portion.

A combined car stop and derailer, comprising a base member adapted to be secured to a rail, a bracket member having stop portion engageable with a car wheel, means for pivotally connecting said bracket member to said base member for permitting movement of bracket member between an operative position with the stop portion in the path of a car wheel and an inoperativeA position with the stop portion oli the rail and at the outside thereof, and stop luge on said base member for normally preventing movement of said bracket member to inoporative position, said stop lugs being from the adjacent portion of said bracket member when the bracket member is in one operative position resting on the ball of the rail and being engageable with the adjacent portion of said bracket member in another operative position wherein it is tilted outwardly with respect to the rail by reason of the car wheel striking the stop portion with sufficient force to cause slight twisting movement of the wheel toward the stop portion thereby imparting an outward lateral thrust to said bracket member whereby to cause derailing of the car wheel when the wheel strikes the bracket member at a speed suiicient to cause the wheel to ride over the said stop portion.

6. A car stop comprising a base section adapted to be secured to a rail, a stop member adapted to normally rest on the ball of the rail, means for pivotally connecting said stop member to said base section, upwardly extending stop lugs on said base section, said lugs being spaced outwardly from the adjacent portion of said stop member when the stop member is resting on the ball of the rail for permitting limited outward movement thereof whereby to cause derailing of a car wheel which passes over said stop member, and the pivotal connection between said stop member and said base section being constructed so as to permit said stop member to be elevated above the said stop lugs whereby the stop member can be moved to an inoperative position.

7. A combined car stop and derailer, comprising a base section adapted to be secured to a rail, a bracket member having a stop portion engageable with a car wheel, a pair of upstanding apertured lugs on said base section disposed on the outside of the rail, a pair of dependingr apertured lugs on said bracket member and disposed adjacent the lugs on said base section, a pivot pin extending through the apertures in said lugs for pivotally connecting said bracket member to said base section, whereby to permit said bracket member to move from one operative position resting on the ball of the rail to an inoperative position disposed off and outside of the rail, and stop shoulders disposed on the lugs on said base section and spaced outwardly from the adjacent portion of said'bracket member when the bracket member is resting on the ball of the rail and being engageable with the adjacent portion of said bracket member in another operative position wherein it is tilted outwardly with respect to the rail by reason of the car wheel striking the stop portion with suicient force to cause slight twisting movement of the wheel toward the stop portion thereby imparting an outward lateral thrust to said bracket member whereby to cause derailing of the car wheel when the wheel strikes the bracket member at a speed sufcient to cause the wheel to ride over the said stop portion.

8. A combined car stop and derailer, as claimed in claim '7, wherein the apertures in said lugs are of a diameter greater than the diameter of said pivot pin for augmenting the permissive tilting of said bracket member and for permitting limited vertical movement of said bracket member relative to said base section whereby to permit the bracket member to pass over the said stop lugs and to be shifted to an inoperative position oli the rail.

9. A combined car stop and derailer adapted to be used on a right or left rail and comprising a base section adapted to be secured to the rail, a stop member adapted to normally rest on the ball of the rail and including an upstanding bracket, said bracket having upwardly inclined and curved edges at each end thereof joined by a relatively narrow horizontal portion, the inner surfaces of the edges of said bracket being inclined from the bracket outwardly with respect to the rail whereby to merge into the relatively narrow horizontal portion, and means for pivotally connecting said stop member to said base section whereby it may be moved between operative and inoperative positions, the upwardly inclined and curved edges of said bracket being adapted to engage a car wheel to stop a car traveling at a moderate rate of speed and the horizontal portion on said bracket being adapted to derail a car wheel which strikes the stop member at a speed sufficient to cause the car wheel to ride over one of the upwardly curved edges.

10. A combined car stop and derailer for a car wheel having a tread and a ange; comprising a base section adapted to be secured to a rail, a bracket member having an upwardly extending stop portion for engaging the tread of the car wheel for stopping a car traveling at a moderate rate of speed, said bracket member also having a substantially horizontal derailing portion located in advance of said stop portion with respect to the direction of movement of the car wheel, means for pivotally connecting said bracket member to said base section for permitting movement of said bracket member between an operative position with said stop portion in the path of a car wheel and an inoperative position with the stop portion off the rail and at the outside thereof, and means providing a stop mechanism between said base section and said bracket member for normally preventing movement of said bracket member to an inoperative position, said stop mechanism being constructed and arranged tol permit limited movement of said bracket member from one operative position resting on the ball of the rail to another operative position wherein it is canted outwardly of the rail by reason of the wheel tread striking the stop portion with suiiicient force to cause slight twisting movement of the wheel toward the stop portion thereby imparting an outward lateral thrust to said bracket member, and the Wheel flange tending to follow the inner edge of the stop portio-n and the derailing portion whereby to cause derailing of a car wheel which strikes the bracket member at a speed sufficient to cause the car wheel to ride over the said stop portion onto the said derailing portion.

11. A combined car stop and derailer, as' claimed in claim l0, wherein the derailing portion is relatively narrow with respect to the base of the stop portion at the bracket member, and wherein the inner edge of the stop portion is inclined from the bracket member upwardly and outwardly with respect to the rail whereby to enable the inner edge of the stop portion to merge into the inner edge of the derailing portion.

GEORGE C. NELMS.

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