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Патент USA US2114950

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H 19, i938.,
ì
w. K. WILBUR
2,114,950
DERAIL DEVICEv
Filed March 28, 1955
‘2_Sheets-rSheet l
April 19, 1938.
w. K.A WILBUR'
y 2,114,950
' DERAIL DEVICE
Filed March 28, 1936
ßìégiú,
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' Ai [uw
21.111,5'N
2 Sheets-Sheet 2
Patented Apr. 19, 1938
2,114,950
QFFICE
UNETED STATES
2,114,950
DERAIL nevica
William K- Wilbur, Pittsburgh, ,Ba-l assigner to
Portable Lamp & Equipment Company, Pitts
burgh, Ba., a 'corporation of vllenris':ylVania
Application March 28, 1936, Serial No. 71,163
3 claims. (C1- gaf-iw
'I'he present invention relates to a derail de
vice which is particularly adapted for location
that of Fig. 4, but with _the movablel block in `
at a desired point along a track rail, and can be
>In these drawingsjthe derail device
trated’as comprised v4of a base block or
yl5., a pivot pin'P', and a movable member
ing block' R; this> assembly being held
'tio‘n byV -a Vw‘ool‘le’n wedge W.
moved from point to point easily. Devices of
5 this type are advantageous lin railways which
are shifted from time to time, as in mines
and at industrial Works.
'
One of the features of the present invention
is the provision of a derail comprising a structure
10 fixed relative to the rail, and a pivoted` structure
which may be swung` into position above the
rail or which may be displaced therefrom to
permit free passage of a car, the movable part
being located outside of the rail when in non
15 operative position, so that it may be easily
nonfoperative position.
’
'
'
is illus
member
or rock
in posi
The base member comprises a floor portion
IQ which is receivedagainst the base of the
rail (Figs. 3, 4 and 5) and isY provided at the inner
10
face of the‘rail‘with the upwardly and inwardly
extending lug Vstructure 'II‘for engaging over the
inner?lange> of the rail foot. This floor is stiff
ened by the ilanges lila, Iûb which extend over
the structure ‘II`to lreinforce the base member 15
and quickly swung toward operative position ’beneath and at the inner side`of the rail. At
by a workman without this workman being
obliged to move any portion of his body over
the rail.
20
25
_
1
Another feature of the present invention isthe
~and pilasters I3 Ñare provided integral inwardly
member for preventing the wheel returning onto
gaging the wedge block. The upper surfaces `I4a 25
the rail.
A further «feature of the `invention is the‘pro
of' these noses are preferably inclined down
wardly and inwardly at a small angle (Figs. 3
30 wheel flange to be elevated above the top of the,
rail, with ’guide means for deñecting the wheel
outwardly >relative -to the rail and inclined on the
derail structure for causing the weight of _the
vcar to determine a continued outward movement
35 of the wheel after it has left the guide means.
With these and other features as objects in
view, as will appear in the course of the `follow
ing speciñcation and claims, an illustrative form
of practicing the invention is shown on the ac
40 companying drawings, in which:
'
Figure 1 is a top plan view'of the derail struc
ture in its operative position _one rail.
Figure 2 is ra side elevation of the same from
the outer side of the rail.
'
VFigure 3 is an end- elevationof the same, show
ing the car yrail in position vraised _above the
track rail.
Figure fl is an upright transverse section sub,
stantially on line 4--4 of Fig. 1, ShoWingvthe
eiit'ending noses I4 which provide ledges for en
and 6).
'I'he two inner noses I4 are stiiîened
by a. swubst'antiallyhorizontal web`l5, and the
'corresponding inner pilaste'?s are joined by an
upstanding rib I6, so that the structures are stiff
enedv and adapted for `the employments as de
scribed hereinafter. The wall I2 is cut away
adjacent the outer pilasters I3 (Fig. 2) for re
ceiving the ears `2_0 of -the rocking block R.
The pivot pin P is illustrated as formed by a
threadless bolt having a hole adjacent its end
for receiving the .cotter _pin CP.
`The 4rocking block vrR is made substantially
symmetrical about an upright .transverse plane. 40
At each end, itis provided with .a ramp portion
2| which Vin operative >position rests upon the
>top Iof the .track Irail TR (Figs. 3 and 4), and
fhas .its inner >face closely Vin alignment with ,the
corresponding inner face of the track rail TR. .#455
Each end lof the rocker block also has a wall
‘,22 _extending horizontally from the ramp portion
¿25| at a low llevelcompared with the upper sur
@f‘ace thereof; >and preferably .the vertical spac
.íng :between the upper surfaces of `the ramp 50
car wheel on the inclined discharging surface.
member 2| andthe horizontal wall 22 is such
Figure 5 is a plan vview of the fixed or „base
block with portions of the Irail -being .shown in
.(Fig. 3) that.the wheel «ñange does not `ride upom
section.
v55
l’of a smooth wall I2 extending from end to end
andhaving the outwardly projecting ribs I3 con
stituting pilasters or- webs for stiffening the up
Vstanding structurel A't the top' of the wall I 2
provision' of a derail device comprising a wheel
receiving ramp with a guide wall A»for causing
the wheel to be deñected relatively outward in
derailing, in association with a further »guide
vision of a derail structure having ramp >means
for receiving the wheel whereby to cause the
50
the outer side ofy the rail, the base block B is
provided with an upstanding structure comprised
'
'
Figure 6 is an end elevation corresponding to
this wall ¿22, while the wheel is riding up on
.the ramp _»2I. >At the outer edge of the hori
`lz_ontal_vval1g22, isprovided the guide wal1r23 which ,55
2
2,114,950
is inclined relatively outwardly and has a slight
ly curved portion at its immediate length con
stituting a transition to the corresponding guide
especially when the rail is tilted so that the sur
face 25 is not presented at a proper incline for
wall 23 at the other end of the structure. Fur
ther, the outer face of the guide wall 23 is in
car wheel cannot be re-railed, as its Íiange en
clined downwardly and outwardly to provide a
better engagement for the inner face of the car
wheel flange. The upper surface of wall 22 rises
(dotted lines, right-hand end, Fig. 2) to the ñoor
10 level 25 which extends substantially horizontally
for a distance between the adjacent ends of the
ramp members 2|. At the outward portion of
the rocker block R, this ñoor is joined by a
downwardly and outwardly inclined surface 26
which extends substantially at the level of the
top of the rib member i5 at its lower margin.
This inclined surface 28 is cut away centrally
to permit the rocker block R to be rocked be
tween operative and inoperative positions with
20 out interference by the rib I6, thus providing
the spacing between the ears 20.
It will be noted (Fig. 1) that the two guide
walls 23 provide a guide portion which in hori
zontal plan has the form of a broad V, and gen
erally that the structure is essentially sym
metrical about a transverse plane substantially
at the point designated by the reference line
6_4.
The adjacent ends of the ramp members 2| are
30 brought to a substantial point, the surface 2|a
of each being curved slightly toward parallelism
with the guide member 23 to afford ample clear
ance for the flanges of the car wheel; and the
other side 2lb being given a greater curvature
35 so that the nose Zic is relatively inward lof the
central point of the V-shape-d guide structure
2li-23 and hence of the position assumed by a
car wheel which has been deflected by the guide
wall or member 23 at the other end of the device,
40 thus operating to prevent re-railing of the wheel.
At the lower side of the rocker block R, it is
provided with flange portions 3D extending from
end to end of the ramp members 2| and engage
able with the outer face of the rail to prevent
twisting about a vertical axis upon impact of
the car wheel with the rocker block; and also to
confer strength and stiffness against forcesl op
erating vertically, and operates in conjunction
50
with the guide walls or portions 23 for this pur
pose. This flange 3S is joined by small stiffening
flanges 3| which connect also with the ears 28.
One of the advantages of the aforesaid ar
rangement is that thc` base block B and the rock
er block R may each be formed of an integral
the gravitational discharge of the car wheel, the
gages the surface 2lb of the other ramp member CR
which thus operates as a further guide for effect
ing a definite derailing. The relative position of
the nose 2|c of this other ramp member assures
the definite engagement of the surface 2lb with
10
the outside of the car wheel flange.
It will be noted that the same action occurs
with the car wheel approaching from the other
direction. Hence it is possible to locate the pres
ent structure on the outer rail of a curve, regard
less of the direction in which trafñc may be 15
moving.
When it is desired to permit a car or trip of
cars to move past the derailing structure, the
workman need only grip a projecting wall 22 and
lift and swing the rocker block R into the posi
tion shown in Fig. 6. For re-engaging the mem
ber, the workman grasps the rocker block R in
its position of Fig. 6 and gives it an upward and
inward swinging movement. It will be noted that
the pivot point is such that the workman need
not bring his hand, foot or other part of his body
to the track gauge line in order to accomplish
this; and hence he is protected against accident
hazards of being struck or crushed by an ap
proaching car.
The device as assembled is placed upon the
track rail at a desired point by sliding the floor
plate i@ beneath the track rail and engaging the
lugs || over the inner foot portion of the rail.
A wooden wedge W is then driven in from the î
direction opposite that from which the traffic
will normally approach. This wedge ís con
structed to bear downwardly against the outer
foot portion of the track rail TR and upwardly
against the noses I4, as indicated by the arrows 40
in Fig. 3; thus operating to draw the floor plate
lil tightly against the bottom of the rail base;
and, in addition, the block is constructed to close'
ly iill, and usually to have a slight wedging ac
tion, between the web of the track rail TR and
the adjacent surface of the upright wall I2.
This base block B, further, is characterized in
interchangeably supporting the car stop struc
ture of the copending application of Samuel
_ Clarke, Serial No. 37,406, filed August 22, 1935;
and the car skid support as illustrated in Figs. ll
and 12 of the copending application of Charles A.
Warden, Serial No. 53,818, ñled December 10,
1935; and reference is made to these copending
casting, the several parts cooperating to confer
applications as indicating other manners of em
the necessary strengh as well as to assure a proper
ploying this base member.
functioning.
It is obvious that the invention is not limited
In operation, when the device is in the position
of Figs. 1_4, ready for the operation of derailing,
60 the wheel CW of an approaching car encounters
the ramp member 2| with its tread portion and
rises thereon.
The flange of the car wheel en
counters the relatively high guide wall 23, and
thus the wheel as a whole is deflected into the
position CW1 (Fig. l.) and is carried to a position
above the top of the track rail TR and then
brought down upon the floor 25. This ñoor is
very narrow at the midlength of the illustrated
device, so that the iiange of this car wheel tends
to run downwardly and outwardly along the in
clined surface
as iilustratively shown by the
position CW2 of this car wheel in Figs. 1, 2 and 4.
Normally, with a level rail, the car wheel leaves
the rocker block without encountering the sur
75 face 2H). However, even in abnormal cases, and
solely to the form of construction shown, but that
it may be modified in many ways within the
scope of the appended claims.
60
I claim:
1. A derail head comprising a flat plate-like
body portion adapted to rest upon a rail and hav
ing upstanding therefrom a broad V-shaped de
railing ñange disposed with the base of the V
transversely of and laterally-outwardly of the rail
center and the legs of the V extended inwardly of
the rail, a lift ramp centered on the rail in spaced
relation to each V-ñange leg and adapted -for
lifting a wheel fiange onto said body portion, the 70
opposed ends of the ramps being definitely spaced
from each other and the base of the V-flange
to provide well defined intervening horizontal
ñoor portions and upstanding from said flat body
portion to constitute rerail preventing means, and 75
3
2,114,950
means for securing the body portion upon a rail.
Í2. A derail head comprising a ñat plate-like
body portion adapted to rest upon a rail and hav
ing upstanding therefrom a broad V-shaped de
railing flange disposed with the base of the V
Ul
transversely of and laterally-outwardly of the rail
center and the legs of the V extended inwardly
of the rail, a lift ramp centered on the rail in`
spaced relation tceach V-flange leg and adapted
for lifting a wheel flange onto said body portion,
the opposed ends of the ramps being definitely
spaced from each other and the base of the
V-ñange to provide well defined intervening hori
zontal floor portions and upstanding from said
fiat body portion to constitute rerail preventing
means, said opposed rampI ends each including
an outwardly inclined wheel ñange deñecting sur
face and a receiving nose disposed adjacent the
innermost edge of the rail, and means for secur
0 ing the body portion upon a rail.
3. A derail head comprising a plate-like body
portion adapted to rest upon a rail and having
upstanding therefrom a broad V-shaped derailing
flange disposed with the base of the V transverse
1y o-f and .directed laterally-outwardly and the legs
of the V extended inwardly of the rail, a lift ramp
centered on the rail in spaced relation to each
V-flange leg and adapted for lifting a wheel ñange
onto said body portion, the opposed ends of the
ramps being definitely spaced from each oth-er
and the base of the V-flange in-a common line 10
disposed parallel the rail center and inwardly of
said V-flange base and upstanding from said body
portion to constitute rerail preventing` means,
means for securing the body portion upon a rail
including a base having hinge means formed 15
thereon -and provision for gripping a rail, and an
outwardly and downwardly directed Wheel flange ~
guiding portion extending from said body portion
carrying hinge means operatively connected with
said first-named hinge means.
WILLIAM K. WILBUR.
20
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