US1713459A - Railroad safety appliance - Google Patents

Description

' y 4 19.29- A. E. WITHYMAN 1,713,459

RAILROAD SAFETY APPLIANCE Filed March 22, 1927 4 Sheets-Sheet l 1! 2 I r5 zlwuantoo barf E. M'fhyrnan aRozmq y 1929. I E. WITHYMAN 1,713,459

I RAILROAD SAFETY APPLIANCE Filed March 22, 1927' 4 Sheets-Sheet 2 4 A/barf fimr/ man, s

4 Sheets-Sheet 3 J WW m m /l/berr E. m'm 377W A. E. WITHYMAN I Filed March 22, 1927 RAILROAD SAFETY APPLIANCE abtolmq Patented May 14, 1929.

ALBERT E. WITHYMAN, OF LONDON, ENGLAND.

RAILROAD SAFETY APPLIANCE.

Application filed March 22, 1927. Serial No. 177,368.

This invention relates to safety appliances for railways and pertains particularly to an anti-derailing device.

The primary object of this invention is" to provide, in a manner as hereinafter set forth, a device designed to prevent the locomotives of trains and cars from jumping the track upon which they are running.

Investigation has shown that a majority of railway accidents are due to the jumping of acar or locomotive from the track way rails as a result of some imperfection in the rail or object upon the rail over which the train passes. In other cases derailment is brought about by thejamming of the flange of a car wheel against the end of a rail in a switch, causing the wheel-to ride upwardly on the flange and thus allowing the train to swerve and completely leave the track.

The present invention contemplates broadly the provision of retaining elements carried by the locomotive or car which hang therefrom and engage beneath a flanged guard rail. Any tendency of the train car or locomotive to rise away from the supporting track rails will be hindered by the engagement of these devices beneath the flange of the adjacent guard rail.

Another object of the present invention is to provide a safety device of the character set forth in the foregoingparagraphs, which will be inexpensive to manufacture and sinstall, and eflicient' for the purpose described.

Numerous other objects and advantages of the present invention will become apparent as the description of the same proceeds, and

the invention will be best understood from a consideration of the following detailed de scriptiontaken inconnection with the accompanying drawings forming a part of this specification, with the understanding, however, that the invention is not confined to any strictconformity with the showing of the drawings but may be changed or modified so long as such changes or modifications mark no material departure from the salient features of the invention as expressed in the appended claims.

In the drawings wherein there are shown various types in construction of the device embodying this invention:

Figure 1 is a transverse section taken through a track line showing twin rails of the type embodying this invention having the safety flanges thereof directed inwardly and showing the manner in which the safety .zontally rotating roller shoe associated therewith may be supported from a locomotive.

v I igure 2 shows a transverse section throu h a track line and a pair of the guard rails embodying this invention, in which rails the guard flanges are turned inwardly.

Figure 3 is a transverse section through a track way and a pair of rails embodying this invention, in which construction the guard flanges of the rails are turned outwardly.

Figure 4 is a transverse section through a track line showing twin guard rails in between the track rails in which the safety flanges are directed outwardly.

Figure 5 shows in side elevation'a track way e nipped with safety rails of the character s own in Figure 2, showing the application of the safety shoe to the locomotive frame. I

Figure 6 is a section taken substantially upon the line 6-6 of Figure l. Figure 7 is a detailed front elevation of the safety shoe and supporting brackets therefor, of thetype designed to be used in association with the safety rails shown in Figures 2 and 3.

Figure 8 is a top plan view of a safety shoe and supporting bracket'therefor, of the type shown in Figure-7. V

Figure 9 is a transverse section taken through a safety rail of modified construction.

Figure 10 is a section taken transversely through the body of a shoe-showing a horic'arried thereby.

Figure 11 is a transverse section taken through the body of the safety shoe showing one of the vertical rollers carried thereby.

Figure'lQ is a plan view of a single track crossing showing the method of assembling th'eguard rails forming a part of thisinvention, in association therewith.

Figure 13 is a section takensubstantially upon the line 13-'13-of Figure-12.

eferring now to the drawings in detail whereinlike numerals of reference' indicafe corresponding parts throughout the several views, a locomotive in front elevation is indicateddiagrammatically as at 1 having extending transversely therebeneath one of the usual sleepers 2 upon which is supported the usual pair of track rails 3.

These structures are shown merely to show the proper location of the safety rails and shoe devices associated therewith, embodying this invention.

i project thickness forming the web portion throughout.

l are relatively fixed at their lower portions and taper upwardly in 7, which webs are in the same spaced parallel relation as indicated at 6 Formed throughout the length of each; web 7 at the top edge thereof is an inwardly directed flange 8, the flanges ol the two webs being arranged in spaced edge opposed relation as shown. 7

In association with this twin rail having the inwardly directed flanges there is employed a double shoe structure indicated generally by the numeral 9 consisting of a pair of elongated bodies 10 of rectangular cross section connected intermediate their ends by the cross bar 11. Each of the bodies 10 has a plurality of pockets 12 cut into the upper face thereof and further has the outer side face provided with a plurality of outwardly opening recesses 13 each of which occurs between two of the pockets 12 on the top face. Each end of each body is also provided with a recess 14, similar to the recesses 13 in the outer side wall. V

In each of the pockets 12 there is mounted upon a'horizontal shalt pin 15 a roller member 16, of sufficient diameter and so positioned ascto cause a portion thereof to extend above the top surface of the body. In each of the recesses 13 there is positioned a normally vertically mounted shaft 17 upon each of which a roller18 is mounted, these rollers beyond the outer faces of the bodies, as shown inFiguresG and 11. Similar rollers 19 are mounted upon horizontal shafts in the end pockets ll of the body. 7

The bodies 10 are designed to be positioned. beneath the flanges 8, in parallel relation to the same, the connecting bar 11 being of the proper width to cause the rollers 180i the two bodies toslightly contact with the webs 7 of the rails. A hanger bar 20 is provided 7 which engages at oneend with the bar 11 and has upon its other end a plate 21 which is designed to be secured to an appropriate supporting element carriedvby the locomotive body 1. It is preferred that the bar 20 be so adjusted asto hold thebodies 10 in such relation to the under side of the flanges 8 as to cause the rollers 16 to be spaced a slight distance beneath the flanges.

Thus, when the locomotive is running, the rollers 16 will normally be out of contact with the flanges 8, only touching the same in the event that the locomotive trucks-jump upwardly from. their supporting rails 3-.

In. the application of the present invention, the twin, rails are placed centrally be tween the track rails as shown and as shown in Figure l the same construct1on ol twin the underface oi the rails is employed with the exception of the fact that the flanges 8 are directed outwardly or in opposite directions whereas in the structure just'described theflanges are directed inwardly, the same numerals used in connection with the twin rails'in Figure 1 will be employed to designate the structure shown in Figure 2.

hen the twin guard rails shown in Fig ure lare employed, there is used in associa tion with them a hanger structure comprising a depending; bar merging at. its lower end into the central or yokeportion of the broad inverted substantially U- shaped frame 23, the downwardly directed legs 25 otwhich have their free ends turned inwardly as indicated at 26 in end opposed relation and secured to the central portion of that side of a body opposite the side carrying the vertical rollers 18. Thus the bodies as shown in Figure 1 are used in reversed position in connection' with the rails shown in Figure 4, causing the rollers 18 to bear against the outer face of the web 7 of the adjacentrail, the frame23 straddling the rails in the manner shown. In the construction of the present invention as shown in Figure 2, separate guard rails 27 are employed, which railsv are placed one on the outer side of each of the track rails 3 as shown. These guards rails each comprise a base portion 28 which rests uponthc cross ties 2 and a central upwardly extending web 29 of relatively great thickness atitspoint of contactwith the base and gradually decreasing in thickness as shown. At the top edge ofeach oi the web portions 29 an inwardly directed flange 30 is formed,

flange being substantially at right angles to the adjacen face of the web 29.

Carried upon and at each side of the locomotive traveling over the rails 3 is a depending arm 31' which terminates at its lower end in a laterally directed finger 32, which lingers engage and carry one of the shoe bodies 10 of the character previously described. As shown, these shoe bodies are so positioned as to cause the vertical rollers'in the side wall thereof to engage the adjacent web 29 while'the rollers in the top are arranged beneath the flange 30 of the rail to engagethe same in the event that the car to'leave the track rails.

In Figure 3the guard rails of the sametype as those shownin Figure 2 are employed with the exception that they areso positioned as truck tends lit) to direct the flanges 3O outwardly from; the

guard rails here shown are exactly the same as those shown in Figure 2 and that the brackets 31 are also the same excepting that they are placed in reverse position, the same numerals employed in connection with Figure 2 being employed to designate like parts in Figure 3. v

In Figures 7 and 8, the brackets 31 are shown in full detail and as here shown, each carries at its upper end a plate body 33 to permit attachment of the same to an appropriate fixture upon a train body.

Figure 9 shows a modified construction in which a track rail indicated generally by the numeral 3l,is provided of materially greater height than the rails at present in use and in which the head 35 is formed of greater width and thickness than the rails of present construction. In this modification, the usual rail base 37 is provided having extending upwardly therefrom the web 38 which carries the head 36 above referred to. The outer face of the head 36 is provided with the slot 39 in which a shoe 10 carried by an appropriate bracket member suspended from the train body, travels. In this construction, as will be readily understood, additional rails are done away with and, consequently installation costs and construction costs are materially reduced. The other type described in the fore part of the specification may be used inassociation with rails already laid.

As is clearly shown, the guard rails shown in Figures 1, 2, 3 and 4 are of slightly greater height than the track rails to permit the safety shoes to pass over the track rails at crossings. As will be readily understood, the guard rails may be transversely split at crossings to permit the passage therethrough of the track rails and car wheels traveling thereon and also to permit the passage therethrough of the safety shoes and brackets supporting them, carried upon trains passing over a crossing line. A crossing of thischaractor shown in Figure 12. In Figure 13 is shown in sectional view the manner in which the ends of the guard rails are turned to prevent the safety shoes from hitting the ends of the rail when passing between the cut-out portions therethrough. These turned ends of the rails are indicated by the rails 40.

Having thus described my invention, what I claim is:

1. A railway car anti-derailing device, comprising complementary rail members, each embodying a vertical or web portion, and a laterally directed flange extending throughout the top edge thereof, a supporting base common to said webs, to support the same in spaced parallel relation to the railway track rails, said flanges being directed outwardly, a pair of shoe members designed to travel beneath said flanges, anti-friction means carried by said shoe members for engagen'ient with the under surfaces of the flanges on the adjacent side faces of said webs, and a shoe supporting yoke designed to be. secured to the car body to depend therefrom and to straddle said rails for the support of said shoes in the positions described.

2. In a railway safety device of the character described, a fixed rail designed to be arranged adjacent and parallel with the track rails of a railroad, a lateral flange carried by and projecting from said fixed rail, a shoe designed to be carried by a car body travelling on said track rails and adapted to bearranged beneath said flange, and antifriction members carried by said shoe and exposed upon two faces thereof for engage ment with the under face of the flange and the adjacent face of the fixed rail.

3. A train carried derailment preventing shoe designed for use in connection with a flanged safety rail, comprising an elongated body, means designed to be secured to a railway train for maintaining said body in position beneath the flange of a safety rail, and

a plurality of anti-friction rollers carried by said body, and exposed through two longitudinal faces, and the ends thereof, for engagement with adjacent surfaces of the guard rail.

4. A safety shoe designed to be carried by a railway train for co-action with a fixed flanged safety rail, comprising an elongated body having the top and one side face thereof provided with a plurality of recesses,and an anti-friction roller mounted in each recess of each of said faces and having the periphery thereof projecting beyond the adjacent body face for engagement with an adjacent sur-' face of the fixed safety rail.

5. A derailment preventing shoe designed to be carried by railway trains for co-action with a fixed flangedsafety rail, comprising an elongated body having the top face and side face and each end wall provided with a. plurality of recesses, and an anti-friction roller mounted in the recesses of the top face, side face, and end walls for engagement with adjacent surfaces of the fixed safety rails under the flange of which the said shoe is designed to be positioned.

In testimony whereof I afiix my signature.

ALBERT E. WITHYMAN.

Images