US1341302A - Repair apparatus for locomotives - Google Patents

Description

A. E. DILLON. REPAIR APPARATUS FOR LOCOMOTIVES.

APPLICATION FILED MAR. 20, I920.

Patented May 25, 1920.

Big. L.

UNITED STATES PATENT OFFICE.

ALEXANDER E. DILLON, OF HAILEYVILLE, OKLAHOMA.

REPIB APPARATUS FOR LOCOMOTIVES.

Application filed March 20, 1920.

To all whom it may concern Be it known that I, ALEXANDER E. DIL- mm a citizen of the United States, residing at Haileyville, in the county of Pittsburg and State of Oklahoma, have invented certain new and useful Improvements in Be pair Apparatus for Locomotives, of WlllCh the following is a specificat1on.

This invention relates to repairing equipment for railroad rolling stock, and more particularly to an improved apparatus for use in connection with railway rails whereby means can be provided to permit the various parts of the trucks, wheels and rigging to be readily removed or repaired.

The primary object of the invention is to provide auxiliary rail sections arranged to fit in a gap or space in one of the ra lway rails so that the sections may be interchanged as desired whereby either free passage over the rails will be permitted or a gap or depression will be provided to permit anyone of the wheels to be dropped below the normal plane of the rails.

When changing tires on locomotive wheels, shimming tires, replacing or repairlng springs, hanger sprlngs, dr ving boxes, equalizer bars or replacing ournals; or when removing or repairing trailer braces or pony trucks on locomotives, considerable difiiculty is encountered in removing the ncidental parts and repairing or replacing them without accident to the mechanics.

The present invention therefore, is intended to facilitate the accomplishment of these various functions without danger to the mechanics and with a considerable lessening of time.

Other objects of the invention will appear upon consideration of the following detail description and accompanying draw1ngs:-

Figure 1 is a side elevation of a railway rail illustrating diagrammatically a portion of the rigging or wheels of a locomotive, one of the wheels being shown in the position which it assumes when the device is in use.

Fig. 2 is a perspective view of the device complete.

Fig. 3 is a transverse section taken on the line 3-3 of Fig. 2, and 0 Fig. 4 is a detail section taken on. the line 4-4 of Fig. 2.

The drawings illustrate a preferred embodiment of the invention and the various Specification of Letters Patent.

Patented May 25, 1920.

Serial No. 367,557.

parts are indicated by similar reference characters throughout the several views.

Referring specifically to these parts, the railway rail 1 has a section removed, so that an open space is provided between the ends 2 and 3 of the rail sections. An auxiliary rail section 4 is of a length sufficient to fit between the ends 2 and 3 of the rail sections 1 and this auxiliary rail section is of the same size and shape as the main rails so that when it is in position the wheels will pass freely along the rails without difiiculty.

Laterally spaced from the auxiliary rail section 4 is a second auxiliary rail section 5 which is also of the same length as the section 4: and which is fixed to the section l by means of tie plates 6 upon which the ends of the sections 4 and 5 rest and which are bolted to the rail section by the fastening members 7. This construction maintains the two sections 4 and 5 in rigidly spaced relation and they can be moved in unison into and out of the spaces between the rail ends 2 and 3.

The auxiliary rail section 5 is cut away for the greater portion of its length to pro vide the open space or gap 8 which extends down to the flange of the rail and which has its ends beveled. as indicated. at 9 so that inclined ends of the gap are provided, thus permitting the wheels to pass gradually down to the bottom of the gap and to pass upwardly to the tops of the wheels when moved in either direction.

Fixed to the auxiliary rail section 4, near each end. thereof is a pull rod 10 which is fastened to the rail in any preferred manner. Fig. 1 illustrates a method of securing each rod and it will be noted that a threaded end 11 extends through an opening in the rail web and a washer and nut 12 are ap plied so as to rigidly fix the rod in position. The rods 10 converge so that their outer ends are in close proximity and these ends receive the ends of a pin. 13 which passes through an operating lever 14-, the latter being pivotally mounted on, a base plate 15 which may be fixed at any point alongside the main rails. This lever 14-. has

a hand grip 16 whereby the lever may be conveniently operated.

Assuming the rail section 4: to be in position between the rail ends, it will be readily apparent that it is merely necessary to pull outwardly on the lever and the other seetion 5 will move into position between the rail ends. The locomotive or car is then run into position so that the part to be repaired is above the gap 8. The wheel will drop into the gap as locomotive wheel structures of this character are ordinarily provided with considerable vertical play, the same being approximately four inches.

The springs 17, spring hangers 18, driving boxes 19, journals 20, and equalizer bars 21 may be readily replaced or repaired when the wheel'drops into the gap as shown in Fig. 1. The pony trucks of the locomotive may be also readily repaired in the same manner and trailer braces may be replaced as desired by this method.

It will be understood that minor changes in the details of construction may be made without departing from the spirit of the invention or the scope of the appended claims.

What is claimed is 2- 1; The combination with a railway rail having an open space between two of the sections of the rail, of a pair of auxiliary rail sections of a length to fit between the ends of said rail sections to close the said space, oneof the said auxiliary sections being continuous throughout its length the other section having a gap provided intermediateits ends extending to the base of the section, the ends of the gap being inclined to provide beveled surfaces, and means to move the said auxiliary section into and out of position between the ends of the rails.

2. The combination with a railway rail having rail sections spaced apart to provide an open space between the ends of the rail sections, a pair of auxiliary rail sections rigidly held in spaced relation, and each of a length to fit between the ends of the said rails, one of the auxiliary rail sections conforming to the shape of the main rails throughout its length, the other auxiliary rail section having a gap intermediate its ends, and means to move either of the said auxiliary rail sections into position between the said ends of the main rail.

3. The combination with a railway rail having an open space provided therein, oi? a pair of auxiliary rail sections each oi a length sufiicient to close the said space in the main ail, means to maintain the auxiliary rail sections in rigidly spaced relation. oneoi' the said auxiliary rail sections having a gap therein extending to the base, flange of the section, and means to manually move either of the auxiliary rail seetions into and out of said space in the main rail.

4. The combination 'with a rail *ay rail having an open space provided therein, a, movable rail section adapted to fill the space and provided with a gap intermediate its ends extending to the base flange oi the section, and means to move the said auxiliary section into and out of position in the said space.

In testimony whereof, I have allixed my signature in the )resence of two witnesses.

ALEXANDER E. DILLON.

itnesses 2 RALPH BURcH, OLA E. BARTHOLOW.

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