US1001927A

US1001927A - Car-derailer.

Info

Publication number: US1001927A
Application number: US55793410A
Authority: US
Inventors: Justus A Browning
Original assignee: Individual
Current assignee: Individual
Priority date: 1910-04-27
Filing date: 1910-04-27
Publication date: 1911-08-29
Anticipated expiration: 1928-08-29

Description

J. A. BROWNING.

` GAR DERAILER. AryLIoATIoN FILED APB. 27, 1910.

Patented Aug. 29, 1911.

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ation/w13 J. A. BROWNING.

CAR DBRAILBR.

,APPLICATION FILED APB. 27, 1910.

Patented Aug. 29, 1911.

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g4/Muto@ WW1/momo L www www J. A. BROWNING.

GAR DBRAILBR.

APPLICATION FILED 1111.27, 1910.

1,001,927, Patented Aug. 29,1911.

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' 1711611164 .mw/m@ atto/s111113 JUSTUS A. BROWNING, OF OGDEN, UTAH.

CAR-DERAILER.

Specieation of Letters Patent.

Patented Aug. 29, 1911.

Application led April 27, 1910. Serial No. 557,934.

To all 'whom it may concern:

Be it known that I, JUsTUs A. BROWN- ING, a citizen of the United States, residing at Ogden, in the county of Weber and State of Utah, have invented a new and useful Car-Derailer, of which the following is a specification.

The invention relates to improvements in car derailers.

The object of the present invention is to provide a simple, inexpensive and efficient car derailer, designed for use in mountainous regions and various other places, where there is more or less grade, and adapted to be arranged at a siding above the switch for connecting the same with the main line, and capable of ettectually preventing cars on the siding from accidentally running onto the main line.

A further object ot the invention is to provide a derailing device of this character, equipped with means for guiding the derailed cars off the siding and away from the main line, so that the cars even when traveling at a relatively high rate of speed will be prevented from reaching the main line.

With these and other objects in view, the invention consists in the construct-ion and novel combination of parts hereinafter fully described, illustrated in the accompanying drawings, and pointed out in the claims hereto appended; it being understood that various changes in the form, proportion, size and minor details of construction, within the scope ot the claims, may be resorted to without departing from the spirit or sacriticing any of t-he advantages of the invention.

In the drawings: Figure 1 is a plan view of a car derailer, constructed in accordance with this invention, and illustrating the arrangement of the parts when the siding is at one side of the main line. Fig. 2 is a similar view, showing the arrangement of the parts when the siding is at the opposite side of the main line. Fig. 3 is an enlarged plan view, partly in section, illustrating the construction for yieldably connect-ing the derailing point with the operating mechanism. Fig. 4 is a transverse sectional view, taken substantially on the line 4 -4 of Fig. 1. Fig. 5 is a detail perspective view, illustrating the construction ot' the yieldable device shown in Fig. 1. Fig. 6 is a detail view of one of the guides for supporting the longitudinal connecting rod. Fig. 7 is a detail sectional view, illustrating the arj rangement of the yieldable device shown in Fig. 2.

Like numerals of reference designate coi'- responding partsv in all the figures of the drawings. i

In the embodiment of the invention illustrated in Fig. 1 ot the drawings, 1 designates the main line and 2 the siding, which may extend into a yard or the like. The passage of the cars on the main line is controlled by a switch composed of movable switch rails or points 3 and 4, pivoted at one end at 5 and 6 and connected adjacent to the other end by a transverse switch bar 7. The switch bar is connected with suitable operating mechanism, which may be a single lever 8, as illustrated in the accompanying drawings, or a switch stand of the usual construction. The switch rails or switch points 3 and 4, which may be movably mounted in any preferred manner, are shiftable in one direction to open the switch to the siding, as illustrated in Fig. 1 of the drawings, and they are movable in the opposite direction to close the switch. l/ihen the switch is open the movable switch point 3 is in contact with the adjoining main line rail, and the other switch point 4 is carried away from the adjacent line rail. This will cause the train approaching the switch to run onto the siding. l/Vhen the switch point 3 is moved away from the adjacent main line rail, and the other switch point 4 is carried into contact with its co-acting main line rail, lthe switch is closed and a continuous main line is provided.

In order to prevent cars on the siding from accidentally running onto the main line, a pivoted derailing point 9 is located at one. of the side rails a suitable distance above the switch. The derailing point 9 is pivoted at its end 10, but it may be movably mounted in any other suitable manner, and it is connected adjacent to its other end with the switch operating mechanism by the means hereinafter described, so as to be closed when the switch is open, as illustrated in Fig. l of the drawings and to be open as shown in Fig. 3 when the switch is closed. The co-acting siding rail 11 is provided adjacent to the derailing point with a laterally extending angularly disposed portion 12, which has its outer end 13 spaced from the end 14 of the adjacent siding rail to provide an opening for the wheels of the derailed cars. Should a car run down the siding when the switch is closed and the derailing point is open, it will be derailed by the derailing point, and in order to eifectually prevent the car from reaching the main line, the `siding is equipped with a diagonally. disposed guard rail 15, located in advance of the derailing point and extending across the siding. The diagonally disposed guard rail is arranged to guide the inside wheel of a derailed car off the siding and to direct the car away from the main line, so that a derailed car, if traveling at a relatively high rate of speed on a steep grade, will be effectually prevented from running onto the main line. The terminals 16 of the guard rail are beveled or pointed and are arranged in spaced relation with the rails of the siding, so as to be clear of the wheels of a car on the siding, but when a car is derailed by the derailing point 9, the inside wheels are carried inward sufficiently to be caught by the guard rail, which will prevent them from being guided to the main line by the siding rail.

The switch bar 7 is connected by a bell crank 17 with one end of a longitudinal connecting rod 18, mounted in suitable guides 19 and connected by a bell crank 20 with a transverse connecting rod 21, which extends to the derailing point 9. The guides 19 preferably consist of grooved rollers, mounted in suitable brackets 22, having arched top portions or loops 23, which retain the connecting rod on the grooved pulleys or wheels. The bracket 22 consists of a base and spaced side portions, provided with suitable bearings for the grooved roller or wheel and supporting the arched top or loop 23. The longitudinal connecting rod, which is preferably tubular, is provided between its ends with an adjusting device 24, consisting of a turn buckle, as clearly shown in Fig. 1 of the drawings. lThe guides and the longitudinal connecting bar are mounted upon the cross ties and are up out of the way so that train crews are not liable to stumble over them.

The transversely disposed rod 21 is yieldably connected with the derailing point by means of a coiled spring 25, disposed on the terminal portion 26 of the rod 21 and interposed between a fixed collar 27 and a cross head or plate 28, slidable on the connecting rod 21 and connected by rods 29 with the derailing point. The terminal portion 26 of the rod 21 is preferably round, as clearly shown in Fig. 5, and the collar 27, which is rigid with the rod, is located a short distance from the adjacent end of the same. The end 30 of the rod extends through an opening 31 of a flange or plate 32 having an attaching portion 33, secured to the bottom flange of the derailing point. The short rods 29, which pierce the flange 32 at opposite sides of the connecting rod, alsoextend through the terminal portions of the plate or cross head 28 and are threaded to receive nuts 34, which engage the cross head or plate 28. The threaded portions of the short rods and the nuts provide anadjustment for varying the tension of the coiled spring. The coiled spring engaging the plate or cross head 28 yieldably holds the depending flange of the derailing point against the collar, but if the switch should be closed after a train has run onto the siding and before all of the cars have passed the derailing point, the spring will permit the wheels of the cars to force the derailing point against the adjoining siding rail, and the cars will thereby safely pass over the derailing point. After the cars have passed the derailing device, the spring will draw the derailing point outward away from the adjacent siding rail and against the collar 27. At the same time the derailing point when open is rigidly held against farther outward or opening movement, so that it will not yield to the wheels of a car approaching the main line, and will thereby be rendered positive in its derailing action.

The derailing device is equipped with a pivotally mounted signal 35, which is in the form of a light or lantern in order to indicate the position of the derailing point particularly at night. The signal 35 is designed to have sides of contrasting colors and glasses or lenses of corresponding colors. The pivot of the signal 35 is provided with an arm 36, which is connected by a rod 37 with the derailing point. When the switch and the derailing point areV operated, the signal will be turned and will indicate the condition of the derailing device.

In order to protect the yieldable connection of the transverse rod 21 from the weather, it is arranged within a box or cas ing 37, preferably constructed of metal and secured to a block or other support. This will prevent the yieldable device from freezing in cold weather, and there is no liability of the car derailer being rendered inoperative through freezing.

In Fig. 2 of the drawings, a derailing device 38 is shown applied to a siding 39, located at the opposite side of the main line 40 from that shown in Fig. 1. The movable switch rails 41 and 42 are connected by a switch bar 43 with an operating lever 44. The switch bar is also connected at an intermediate point by a bell crank 'lever 45 with one end of a longitudinal connecting rod 46, supported in guides 47'and extending along the siding. The guides are constructed similar to the guides 19 heretofore described, and the connecting rod, which is preferably tubular, is provided with a turn buckle 48 and is connected by a bell crank lever 49 with a transverse rod 50, extending to the derailing point 38. The connecting rod 50 extends inwardly beyond the derailing point 38, and its inner portion is connected with a yieldable device, consisting of a coiled spring 5l, interposed between a iixed collar 52 of the rod 50, and a cross head or plate 53 slidable on the rod 50. The cross head or plate, which is located at the inner end of the rod 50, is connected with the rail by spaced rods 54:, piercing the plate or cross head 53 and also a depending flange 55 of the derailing point 38. This construction operates similarly to the yieldable device heretofore described and will permit the derailing point to be forced against the adjacent side rail by the wheels of a car should the switch be closed before all the cars of a train have passed the derailing device. The short side rods 54: are equipped with nuts 56, and the yieldable device is protected from t-he weather by a casing 57, similar to that heretofore described.

Having thus fully described my invention, what I claim as new and desire to secure by Let-ters Patent, is

1. The combination with main line rails, siding rails, and a switch, of a derailing point located at a point intermediate of the ends of one of the siding rails, operating mechanism connected with the switch and with the derailing point, and a guard rail arranged to guide the wheels of a derailed car away from the main line.

2. The combination with main line rails, siding rails, and a switch, of a derailing point located at a point intermediate of the ends of one of the siding rails, operating mechanism connected with the switch and with the derailing point, and a guard rail located between the switch and the derailing point and arranged in the path of the inside wheels of a derailed car for guiding the latter away from the main line.

3. The combination with main line rails, siding rails, and a switch, of a derailing point located at a point intermediate of the ends of one of the siding rails, operating mechanism connected with the switch and with the derailing point, and a guard rail extending diagonally across the space between the siding rails and located at a point between the switch and the derailing point.

4. The combination of siding rails, one of the said rails being provided with a laterally extending portion forming an opening in such siding rail, and a derailing device including a derailing point arranged at the said laterally extending portion and movable toward and from the same, and a diagonal guard rail extending across the siding beyond the derailing point.

5. The combination with main line rails, siding rails, and a switch, of a movable derailing point located at one of the siding rails between the ends thereof, and operating mechanism connected with the switch and with the derailing point and provided with a yieldable device located at the said derailing point and comprising a connecting bar having a relatively fixed stop carried by the connecting bar, a cross head mounted on the connecting rod and movable with respect to the same, relatively shortside rods connecting the derailing point and the cross head, and a spring interposed between the cross head and the said stop for normally holding the derailing point against the same, said stop forming a rigid abutment for the derailing point.

6. The combination with siding rails, of a pivoted derailing point having a depending plateJ provided with an opening, and operating mechanism including a rod having its terminal portion arranged in the opening of the plate, said rod being provided adjacent to its ends with a collar, a cross head slidable on the rod and spaced from the collar, means for connecting the cross head with the plate of the derailing point, and a spring interposed between the collar and the cross head for holding the plate of the derailing point normally against the collar.

7. The combination of a siding rail having an angularly disposed terminal portion, a derailing point movable toward and from the angularly disposed portion, a connecting rod, a yieldable device connecting the rod with the derailing point, and a fixed casing for such yieldable device, said casing being arranged in spaced relation with the angularly dispo-sed portion of the siding rail and cooperating with the same to limit the movement of the derailing point.

In testimony that I claim the foregoing as my own, I have hereto afxed my signature in the presence of two witnesses.

JUSTUS A.k BROIVN ING.

Witnesses:

Gno. F. WATKINS, FRED M. BAiLEY.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

` Washington, D. C.