US1225104A - Railway-rail joint with rerailer and derailer. - Google Patents

Description

APPLICATION FILED OCT. 17, l9|6.

Patented May 8, 1917.

3 $HEETSSHEET l.

J. E. BENNETT & F. CELLITTI.

RAILWAY RAIL JOINT WI TH RERAILER AND DERAILER.

\ N APPLICATION FILED OCT. 17, l lfi- 1 1 25 1& Pa tentea. May 17.

3 SHEETS-SH 2 59 ,mmuu u uunn J. E. BENNETT & F. CELLITTI.

RAILWAY RAH. JOINT WITH RERAILER AND DERAILER.

Patented May 8, 1917.

3 SHEETS SHEET 3.

r warns arnr onric/ JAMES EDWARD BENNETT AND FRANK GELLITTI,- OF MOMENGE, ILLINOIS.

RAILWAY-RAIL JOINT WITH RERAILEB AND DERAILER.

T 0 all whom it may concern:

Be it known that we, JAMEs EDWARD BEN- NETT and FRANK CELLITTI, citizens of the United States and Italy, respectively, and residents of Momence, in the county of Kankakee and State of Illinois, have invented certain new and useful Improvements in Railway-Rail Joints with Rerailers and Derailers, of which the following is a full, clear, and eXact description, reference being had to the accompanying drawings, which form a part of this specification.

Our invention relates to railway rail joints and derailers and our improvements comprise the production of a suitable rail joint formed with a re-railing device and to which may be attached a derailing device.

\Ve are aware that railway rail joints are old and that re-railers and derailers are old but our invention contemplates a combination of these devices in a peculiar manner, resulting in a new device and very convenient results in practice.

In the drawing Figure 1 is a perspective view of a railway rail joint and derailer constructed in accord with our invention, only short sections of rails being shown for convenience;

Fig. 2 is a plan-elevation or isometric perspective from what We term the front end of a railway rail joint constructed in accord with our invention, the derailer attachment being omitted;

Fig. 3 is a plan view of the same;

Fig. 4: is an end elevation of the same from the front end;

Fig. 5 is an end elevation of the same, with parts broken away, from the opposite end;

Fig. 6 is a side elevation of the main frame piece or bar;

Fig. 7 is a transverse section looking in the direction of Fig. 4, the front end being removed;

Fig. 8 is a modified form of rail joint adapted to receive a modified form or forms of wheel guiding bars or derailing devices shown in Figs. 13 and 14 the joint being provided with a unilateral locking device;

Fig. 9 is a similar view of a similar device provided with a bilateral locking dev1ce;

Fig. 10 is a detail view of the bilateral locking device;

Fig. 11 is a modified form of wheel guiding angle bar base adapted to be used in Specification of Letters Patent.

Patented May 8, 1917.

Application filed October 17, 1916. Serial No. 126,201.

. connection with the modifications shown in the device shown in Figs. 1 to 7, showing the manner of embedding an electric wire connection in the joint members; and

Figs. 13 and 1% are perspective views of modifications adapted to be used in connection with the modification shown in Fig. 11. Our invention contemplates either the use of the more complicated integral structure of Figs. 1 to 7 and 12 or the less complicated and multipart structure comprising the modifications shown in the other figures, our invention being considered broad enough to cover both forms.

Referring to Figs. 1 to 7 and 12, 1 is a main angular frame piece or bar, 2 a complementary angular frame piece or chock bar, 3 the rails, 4: a locking block fastened by bolt 5, and nut 6. 7 is an electric wire embedded in dovetail groove 7 to connect electrically the ends of the rails, the advantage of the dovetail shape of the groove be ing that the wire is not only protected against fouling, but after being forced into the groove is practically secured in its position by reason of the comparatively narrow entrance and the natural tendency of the wire to assume other than a perfectly straight line.

8 is a flange on the main angular frame piece or bar 1, downwardly extending so as to overlap the upeXtended flange part 9 of the complementary angular frame piece or chock bar 2, and 10 is an upwardly pro jecting flange on the main angular frame piece or bar 1, serving to assist in positioning and confining the complementary angular frame piece or chock bar 2 in place.

11 is a boss on the main angular frame piece adapted to pass through a hole 11 in the rail adjacent thereto and assist in se curing the main angular frame piece in position with respect to the rail. There may be several of these bosses 1-1 and they may be threaded-as shown at 11 so that they may be secured tightly by nuts if desired.

12 is a groove formed in the complemeutary angular frame piece or bar 2 for the guidance of a car wheel up toward the rails. 13 are additional grooves for the guidance of car wheels Onto the rails in either direction. 14: are notches adapted to receive means for fastening the joint bar 1 to rail supports (not shown) such as ties or string ers.

The main angular frame piece or bar 1 has a groove 1 for the ascension of car Wheels to a position on the rails, from the side opposite the angular frame piece 2.

15 are securing means for bracket 40 having paired lugs 41 for the reception of pivot means 42 by which bracket 43 is attached and positioned, the bracket being also secured at an intermediate point or points by means 44 to an overcap 45 having a derailing groove 46, and a part 47 resting on the returned portion 48 of main frame piece 1. A part 49 rests on part 50 of main frame piece 1, and carries a bail 51 adapted to be positioned adjacent a bail 1'6, suitably mounted in an orifice 16 on the main frame piece 1. Through the bails may be passed the loop of a locking means for securing or locking the overcap in position on the rail joint.

In the modification in Figs. 8 and 9 the main frame piece 1 is supplanted by an inclosing bar 17 and the complementary frame piece is supplanted by a wedge 18, the two being secured relatively by a unilateral bellcrank locking means 19 secured by a set screw at 20 as shown in Fig. 8 or a bilateral bell-crank locking means 23 secured by a set screw 20 as shown in Fig. 9, the latter means'23 being shown in detail in Fig. 10.

Fig. 11 is a modification in which part 1 is divided into several simpler constructed parts. One, a plate 28, has removable portions 29 to facilitate assembly of parts and holes 31 for receiving means for attaching the plate to a tie or stringer,'the sliding portions 29 having positioning flanges 32. Another, adapted to rest on the base plate 28, has a rail-engaging part 33 and car wheel engaging groove 34 as shown in the two Figs. 13 and 14. These may be assembled in an obvious manner to comprise an equivalent of the parts 1 and 2. The orifices 55 corresponding to the holes which accept the securing means 15 permit the attachment of an overcap in the manner previously described.

When it is desired to have a clear rail the overcap is thrown back on its hinges onto the'ground, but when the overcap is to be used to derail a car it is thrown over onto the rail as shown in the drawings, and secured or locked by passing a fastening means through the bails l6 and 51.

Having thus described" our invention the following is what we claim as new therein and desire to secure by Letters Patent:

1. The combination of a railway rail joint,

provided with re-railing means and a derailer mounted thereon.

2. The combination of a railway rail joint, provided with re-railing means and a derailer hinged thereto.

3. A railway rail joint and re-railer comprising a main angular frame piece, a'complementary angular frame piece partly encompassed by the main angular frame piece andsecured thereto, and a re-railing groove formed in one of the angular frame pieces.

4. A railway rail joint and re-railer comprising a main angular frame piece, a complementary angular frame piece partly encompassed by the main angular frame piece and secured thereto, bosses on the main angular frame piece serving as stops to position the complementary angular frame piece within the bounds of the main angular frame piece, and a re-railing groove formed in each of the angular frame pieces.

5. A railway rail joint and derailer comprising a main angular frame piece, a complementary angular frame piece secured thereto, and a derailing device hinged to one of the angular frame pieces.

6. A railway rail joint, re-railer and derailer comprising a main angular frame piece, a complementary angular frame piece secured thereto, a re-railing groove formed in one of the angular frame pieces and a derailing device hinged to the other angular frame piece.

7. A railway rail joint, re-railer and derailer comprising a main angular frame piece, a complementary angular frame piece secured thereto, re-railing grooves formed in the angular frame pieces and a derailing device hinged to one of the frame pieces.

8. A railway rail joint, re-railer and derailer comprising a main angular frame piece, a complementary angular frame piece secured thereto, a derailing device hinged to one of the frame pieces and means for locking the derailing device in operative position.

9. A railway rail joint, re-railer and derailer comprising a main angular frame piece, a complementary angular frame piece secured thereto, a re-railing means formed in one of the angular frame pieces and a derailing device hinged to said angular frame piece.

In testimony whereof we aflix our signatures in presence of two witnesses.

JAMES EDW'ARD BENNETT. FRANK CELLITTI. Witnesses:

OSCAR E. OGLESBY, WM. REYNOLDS.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G.

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