US1768567A - Car replacer - Google Patents

Description

July 1, 1930.-

0. T. CHAMBERS 7 CAR REPLAGER Filed, Feb. 20.. 1929 Patented July 1, 1930 P TEN OFFICE enonea T.v CHAMBERS, ornn GRANGE'ILLINOIS GAR nEPLAcnn Application. filed February 20, 1929. Serial No, 341,325. v

The present invention relates to car replacers and has to do particularly with an improvement in theconstruction thereof and.

to the reversibility of the device.

Car replacers comprise pairs. Whenever a truck leavesa, track, at least two of its wheels, those opposed, are derailed.

In the present instance, the replacer members are paired. 'They are so constructed that they may be employed from either end.

Numerous modified details of construction inreplacers.

These objects, and such other objects "as may hereinafter appear, areobtained by the novel construction, unique arrangement, and improved combination of the several ele; ments which constitute the single form of the invention illustrated in the accompanying drawing, in which Figure 1 is a planvlew of the paired replacers shown upon a section of track;

Figure 2 is a transverse section on the l ne 2-2 of'Figure 1, looking in the direction ofthe arrows; 'f V Figure 3 is an inside elevation of one of said members; and

Figure-4 is a similar view of the other of said members. v I Like reference characters are used to designate similar parts, in the drawing 'and in the description of the invention which fol- As is usual in car replacingdevices, one member is unlike the other. One is an fout} side member and the other, the inside member; 4 These names will be applied to the present members, such "designation following their arrangement in the drawing. The outside member is invariably used 'outsidethe rails, while the inside member is always used between the rails. I

i The outside member comprises a cast body, generally of steel and hollow, having "a top face 10 and a pair of side faces, 11*an d12. One side 11 is substantially'straight, and is usedin juxtaposition to the left-hand rail 14 shown' Along its abutting edge, adjacent the'bottom thereof, is a" narrow flange 15 which engagesthe flange 16 of the rail.

The opposite face 12 comprises. an inwardly curved-arcuate section 17 coextensive with the [top face 10" and having its highest sectionand most sloping portion intermediate its length, indicated 18. Said face 17 is bounded by a flange v19 through which a plurality" of holes 20 to receive spikes 21 adapted to be driven into ties'22' arefprovided. I At a convenient point in this side is an elipticalhand hole 23 facilitating the gripping of the member, the hand being adapted to :be inserted therethrough for the purpose ofgrippingthe member while it is grasped fortransportation or adjustment. -The'top facelO is; divided into twosections 2 1 and 25 which meet adjacent the top. Each has an'inclined surface which extends upwardly from'the end ofthe device until it reaches its maximum height atthe middle of the replacer. The outer surface 24 has its top point 26 in juxtaposition to point 18 i on side-12. i In proximity to the highest point 27 on surface 25, the material of the replacer is depressed to form pockets-28,facilitating the return of a car wheel to the rail 1 1 for, anterior to reaching pocket 28, the flange of the car wheel has been elevated above the top of rail 14.. The impetus obtained by'the wheel rolling or sliding intopocket28 guides itjwithacce'lerated movement ontoand over rail 14,. the face 25 sloping away from point 27 and, from pockets28 at such an angle that further movement of. the car wheel in the same direction, as it is forced up the replacer travel will' cause such car; wheel to. assume its-normal position upon' rail 14: with the flange "thereof ontheinside. Adjacent the W higher portion 27 of the top surface 25, the top section 26 of surface 24 is substantially triangular in plan view, the pockets 28 sloping sharply therefrom.

The differences in elevation between the upper and lower surfaces 24 and provide flange of the wheel engaging the shoulder 29 for guidance in its upward course, thus deflecting the wheel, at the proper time, into pocket 28 after the flange has been elevated above therail top. I

The rounding or sloping of the top of surface 24 adjacent thedepression 28 herein'above referred to as pockets is also for accelerating the replacement of the car wheel upon the rail 14. v

Beneath each end of member 10, the material of the device extends inwardly'to form a shortbottom surface, which bottom surface is traversed by a longitudinal lug or rib 30 extending partly thereacross, and which ribs terminate further from the rail 14 than from the outside edge of the bottom section. Barbs or lugs 31 are arranged beneath side 12 and upon the flange 19 thereof for projection into ties 22. The inside member 40 comprises a cast steel hollow member having a substantially vertical side 41, the bottom edge of which is provided with an inwardly projecting flange 42 which engages a rail 43.

Said member 40 also has an obliquely sloping upwardly extending outside face 44, there being an oval "opening 45 therein to the hollow interior of the device. Saidside 44 is also providedwith a flange 46 through which a plurality of holes 47 are provided for the insertion therethrough of spikes 21 to be imbedded in theties 22 beneath. H j The upper surface of the device 44 is divided into opposed upwardly sloping sections 48 which meet at the highest point 49 in the device, and at a point substantially equidistant from each end. There is a slight inward slope of the material at this point. V

The sections 48 follow the top edge of the side 44 and the sections possess in plan view a shape much like a bow. As these sections approach the high point 49, they become enlarged and slope inwardly, and extend almost to the inner side 41 of the device.

The height of surface 44 is such that the.

The top surface of the device contiguous to sections 48 is the lowest surface thereof. Such surfaces 50 comprise substantially plane slightly sloping areas extending from ward the elevated ribs 48, just described, and

becomes most pronounced at the inner face 41 of the device adjacent the central section 49 of the elevated surfaces 48.

Two added elevated sections 52 comprise ribs of greatest widthsubstantially midway their length and extend from the end of the replacer upwardly a part of the distance up the sloping face 50 of the device. One edge of such ribs is parallel to the face 41, and each terminates adjacent the sloping section 51.

This arrangement is for the purpose of having the tread of a car wheel ride upon ribs 52, the flange of the wheel being adapted to ride in the space between the two elevated sections 48 and 52. For that reason, too, the dividing shoulder 53 between rib 48 and area 50 becomes less abrupt and more sloping as the top of the device is approached while the shoulder 54 intermediate areas 50 and ribs 52 is abrupt its entire length, sloping out only when in proximity with the sloping section '51. Such slope 51 accelerates a wheel discharge from rib 52 toward and onto the rail 48. j

The ribs 48 and 52 give to the area 50 a wide mouth to receive the flange of'the derailed wheel, and the narrowing or constricting of the area 50 forces the tread of the wheel onto theshorter rib 52untilthe tread of the wheel has been lifted sufliciently to permit of the flange thereof riding over the rail 43 in its journey toward a normal disposition upon said rail.

Like the outside member 10, the inside member 40 has a short bottom end having a transverse lug 55 thereon, such lug extending from substantially the outside of the member thereof to the other edge but not extending all the way thereacross. Adjacent the spike holes 47, the flange 46 has a plurality of barbs or pointed lugs 56 insertable into theties 21. v

When the members are placed in the position shown in Figure 1, and are firmly anchored there through the aid of'spikes 21 and the barbs on flanges herein referred to, the derailed wheel or truck on the car or locomotive has been derailed is ready to be moved. The flanges of the wheels are adapted to travel in the lower areas of the members. The treads are adapted to ride upon the elevated surface of the outside member and upon the ribs 52 of the inside member.

Movement of the locomotive or car having the derailed wheel causes the wheels to ride upwardly upon the paired members until they shall have reached substantially the center thereof. At this time, the flanges of the wheels are above therails, and one of the depressions in the outside member and one of the sloping surfaces -51 in the inside member permits of an added impetus to the locomotive or car which impetus will aid the pulling force upon the car, generally causing the wheels to ride over the rails into their normal position with their flanges between said rails and with the tread of the wheels upon the top surface of the rails.

The length of the members 10 and 40 is such that they are adapted to bridge at least three ties 22 so that there is always sufficient upporting surface for the heaviest of cars or locomotives. In this respect the device possessesinherent advantages over the shorter devices having one replacer section.

Another advantage of this device is that it .is adapted to be employed from either end. As shown, the members 10 and 40 are adapted to be used with the wheels derailed to the left, but when wheels are derailed to the right, the members are reversed in relative position as well as in relation to the rails, andcmay then be used with equal facility. I

The space 6L8 is relatively wide between the shoulders 53 and 54. This facilitates the replacing of a car wheel even where there is a relatively inaccurate setting of the device. This takes care of situations where through negligence or carelessness,the device is not closely applied to the derailed wheels and permits of successfuluse under even the adverse condition of grossly inaccurate positioning of the apparatus.

I claim: I v

1. A car replacer comprising a pair of elongated members each having two upwardly inclined faces bounded by a marginal rib terminating in a centrally elevated portion extending inwardly from the outside edge of the member and sloping downwardly toward the inside edge thereof, one of said members having a plane surface generally lower than and sloping toward the {marginal rib thereon and having a depression adjacent to said centrally elevated portion providing a continuation of the inward slope thereof whereby to provide an arcuate pocket at each side of said centrally elevated portion, said centrally elevated portionhaving a V-shaped extension projecting from said marginal rib, and the other member comprising a similar lower plane surface with a less sharply defined depression therein and more sharply divided from the rib adjacent thereto, there being in association ing a plane surface generally lower than and sloping toward said rib, there being a sloping depression adjacent the uppermost section of said lower plane surface providmg a continuation of the inward slope of said centrally elevated portion said central 1y elevated portion having a V-shaped elevation adjacent its crest, whereby to provide a wheel chute at each side of said elevated portion, and the other member comprising a similar lower plane surface with a sharply defined shoulder adjacent said rib and a lesssharply defined depression, there being in association with the inner edge of said member other ribs extending from the bottom of the upwardly inclined face and terminating in said depression.

GEORGE T. CHAMBERS. I A

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