US519624A

US519624A - Johannes barthelmess

Info

Publication number: US519624A
Authority: US
Publication date: 1894-05-08
Anticipated expiration: 1911-05-08

Description

(No Model.)

J. BARTHELMBSS. SKID FOR RAILWAY VEHICLES.

No. 519,624. Patented May 8, 1894.

UNITED STATES PATENT OFFICE.

JOHANNES BARTHELMESS, OF NIPPES, NEAR COLOGNE, ASSIGNOR TO WWE. J OH. SCHUMACHER, OF COLOGNE, GERMANY.

SKID FOR RAI LWAY-V EH lC LES.

SPECIFICATION forming part of Letters Patent No. 519,624, dated May 8, 1894.

Application filed January 21, 1893. 3 4 1151 459,279. (No model.) Patented in Germany July 14, 1888,1T0. 46,972; inFrance June 15, 1889,1l'0. 193,960; in Belgium June 15,1889,N0.86,566: in England June 18,1889,N0.9,997, and in Austria- Hungary December 31, 1890, No. 27,656 and No. 59,918.

To all whom it may concern:

Be it known that LJOHANNES BARTHEU MESS, a subject of the King of Prussia, and

a resident of Nippes, near Cologne, Rhenish Prussia, Kingdom of Prussia, and German Empire, have invented certain new and useful Improvements in Skids for Retarding and Stopping Railway-Vehicles, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention has reference to a skid for railway vehicles which is constructed with a movable point, side plates or cheeks'and a clip or clamp for holding the skid to a rail until released by the wheel of a vehicle acting on a projecting end of a pin, (for which I have received patents as follows: in Germany July 14, 1888, No. 46,972; in France June 15, 1889, No. 198,960; in Belgium June 15,1889, :0 No. 86,566; in England June 18, 1889, No. 9,997, and in Austria-Hungary December 31, 1890, No. 27,656 and No. 59,918,) as hereinafter more particularly described with reference to the annexed sheet of illustrative draw- 2 5 ings, whereof Figuresl to 5 represent a construction with uninterrupted inclined mounting surfaces. Fig. 1 is an end View of the skid- Fig. 2 is a side elevation of the same. Fig. 3 is a like 0 view showing the clip or clamping arrangement. Fig. 4 is a section of the line X X of Fig. 3. Fig. 5 is a plan of the skid. Figs. 6 to 8 show a modified construction with horizontal mounting surface, sloping clamp and special handle. Fig. 6 is an end view of the same. Fig. 7 is a side elevation. Fig. 8 is a plan of the same.

The skid comprises the skidding part or portion A, a movable point B and side plates or cheeks D D attached .to the sides of A. The clip or clamping mechanism comprises the two clamp-springs b b, a large releasing pin 0, two smaller ones (1 d, and a spiral spring f. The skid is provided with a gently 5 sloping and slightly hollowed mounting surface ct to which is connected in front a movable and hardened point B, that causes the railway wheel to run up the skid A. v

The skids without movable points hitherto existing all have the disadvantage that the thin point is heavily loaded by the pressure of the wheels and bent through, in passing railway crossings and points, or bent upward; it then lies no more firmly upon the rails and the wheel runs against the point and either pushes the skid in front of itself or throws it off the rails. Compared with this the movable point has a great advantage. The part A rests by means of its weight always on the rails and even when its lighter fore endin conse- 6o quence of the inequalities of the rails stood a little in an upward direction, still the point B would still be firmly on the rail and offera sure and convenient mounting surface for the wheel because it is fastened with a hinge and 65.

thus can decline with its front end as far as the rail. A bending through of the movable point B is never possible, as it only bears the weight of the wagon when the wheel is running up or down, therefore when it mm a state of rest, but is perfectly free from pressure during the motion of the skid, because the wheel is then resting on the part A.

The'skid is-to serve for stopping railway carriages andis laid for this purpose with its under surface on the head of the rail.

In order to prevent the skid from falling off the rail from concussion or any other cause, it may be provided with a clip or clamping arrangement as shown in Figs. 2 to 5. The clip or clamp is constructed in such a manner as to allow the skid to slide along while a railway wheel is running up it, thus allowing the carriage to come to rest gradually. The springs b, b, are fixed on both sides of the clip end of the skid A by the end bolt or by rivets; they are bent upward and passed forward along the outsides of the side-plates or cheeks D,D, and then through the notches in the latter, clutching the rail tightly with 0 the curved tong-like ends 1) b so as tohold the skid firmly to the rail while the wheel is running up it. The large releasing pin has its lower end shaped like a wedge, passes through the middle of the sole of the shoe at 5 an inclination upward, and stands out above the surface on which 'wheels are to mount about ten millimeters. The spiral spring f mounting the skid, to run 06 it more easily.

As a shoulder is turned on the upper part of the pin 0, the latter can only be pushed up by the spring as far as that shoulder, and thus cannot stand out more than is necessary. The two smaller pins cl, cl are rounded off where they meet the pin 0 in the middle, and are for the purpose of simultaneously pushing aside the clip or clamp springs,when the wheel has run up and has pressed down the pin 0 so as to force out the pins d, cl until their inner ends have become flush with the insides of the side plates or cheeks D D, whereupon there willbenothingto preventtheskid from sliding along the rail. The larger pin 0 when pressed down acts on the smaller pins d, d, with its wedge shaped lower end. After the checked carriage has run back again off the skid, the latter will be again held in position by the clip or clamp springs 19, I). Since the wheel of the checked carriage after having run up the skid A and pressed down the pin a cannot continue to turn on the skid, neither the pin 0 nor any other part of the clampingmechanism is then required to continue to olfer any resistance.

The construction drawn in Figs. 6, 7 and8 is thus the same one as in Figs. 1, 2 and 3 only that the curved mounting surface is cut off all but an upper piece which remains and that below a straight mounting surface is added. This construction is more advantageous, because in it the mounted wheel always keeps on the horizontal surface of the part A, even when the wagon stops, While the wheel of the curved surface a (Fig. 1) runs back down again immediately the skid stops. In the construction Fig. 7 therefore the skid is pressed on the rails by the weight of the wheel itself, and held firmly on them. The weight of the wagon resting on the wheel which has run up onto the skid in the latter construction only presses on the well supported parts of the skid while in the other construction described, it also rests on the unsupported arch of the sliding-surface a, which can therefore be easily destroyed.

Having thus fully described my invention, what I desire to claim and secure by Letters Patent is- I 1. A skid for retarding and stopping railway vehicles consisting of a skidding part A with a plane or curved surface, continuous or not, a movable point B and side-plates or cheeks D, D.

2. A skid for railway vehicles provided with i a clip or clamping arrangement for preventing the skid from falling ofi a rail such clip or clamping arrangement consisting of or comprising clip or clamp springs I) b a releasing pin 0 two other pins (1, d, and a spiral spring f, the whole arranged substantially as described.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

J QHANNES BARTHELMESS.

Witnesses:

FRITZ SCI-IROEDER, EVA HAUSEN.