US2209881A - Rail-clamp chock - Google Patents

Rail-clamp chock Download PDF

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Publication number
US2209881A
US2209881A US306395A US30639539A US2209881A US 2209881 A US2209881 A US 2209881A US 306395 A US306395 A US 306395A US 30639539 A US30639539 A US 30639539A US 2209881 A US2209881 A US 2209881A
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Prior art keywords
chock
rail
sections
clamp
bolt
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Expired - Lifetime
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US306395A
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Frankman Leroy
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Individual
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Priority to US306395A priority Critical patent/US2209881A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
    • B61K7/16—Positive railway stops
    • B61K7/20—Positive wheel stops

Definitions

  • Figure 1 is a top plan view of a chock constructed in accordance with the present invention and applied to a rail.
  • Figure 2 is a side elevational view of the construction shown in Figure l, partly broken away.
  • Figure 3 is an er1-d elevation looking toward the left of Figure 2;
  • Figure 4 is a perspective view of one of the sections of the chock shown in Figure 1.
  • the present chock comprises a pair of relatively thick platelike sections 5 and 5a, preferably formed of malleable metal, and provided in their inner faces with mating horizontal grooves 6 and Ba that extend parallel with and adjacent the lower edges of the sections and are adapted for snug reception of the ball portion 'I ⁇ of the rail.
  • the chock sections are provided with transverse openings adapted to receive a bolt 8 whereby the sections are securely clamped upon the rail, and in order to facilitate alinement of the openings which receive the bolt 8 and to prevent any relative horizontal movement between the chock sections, the latter are provided on their inner surfaces with mating interlitting vertical grooves 9a and ribs 9 which are in the nature of V- shaped teeth extending from the tops of the grooves 6 and 6a to the tops of the chock sections.
  • I'he opening in the section 5 for reception of bolt 8 is shown at 8a in Figure 4, and when the stem of the bolt 8 has been passed through the chock sections, a nut IIJ is threaded on the projecting end of the stern of said bolt and tightened to securely clamp the chock in place.
  • the chock sections are provided with recesses Il which taper smaller in a forward and downward direction and are provided at the tops of the grooves 6 and 6a.
  • These recesses H are adapted to receive a wedge I2 which, when driven into place between the tops of the recesses Il yand the top of the ball 'I of the rail, will serve to cause tight engagement of the chock sections with the under side of the ball l of the rail so as to prevent the chock from. slipping longitudinally of the rail in a direction away from the railway car whose wheel is engaged with the forward or op, 5
  • the chock section 5 is somewhat longer than the chock section 5a so that the forward end portion of said chock section 5 projects beyond the cor- 10 responding end of the section 5a for engagement with the car wheel W.
  • the chock Being formed of" thick metallic sections, the chock will be durable, and by being fastened upon the rail in the manner described, the chock will operate einciently for preventing retrograde movement of the car.
  • the chock is composed of a minimum number of simple and durable parts which may be readily and cheaply manufactured, and the chock may be conveniently and quickly applied to the rail so as to effectively remain in place.
  • a rail-clamp chock comprising a pair of plate-like sections formed in their inner faces with horizontal grooves extending adjacent and parallel to the lower edges of the sectionsI for reception of the ball of a rail, said sections having transverse openings, a bolt passing through said transverse openings and adapted to secure the sections together upon the rail, said chock sections having forwardly and.
  • chock sections further being provided with vertical V-shaped ribs and grooves extending from the tops of said horizontal grooves to the 40 tops of the chock sections and arranged to interrlt with the transverse bolt-receiving openings of the chock sections alined.
  • a rail-clamp chock comprising a pair of plate-like sections formed in their inner faces 45 with horizontal grooves extending adjacent and parallel to the lower edges of the 4sections for reception of the ball of a rail, said sections having transverse openings, a bolt passing through said transverse openings and adapted to secure 50 the sections together upon the rail, said chock sections having forwardly and downwardly tapering recesses in the inner ends thereof and at the top of said grooves, and a wedge adapted to be driven into said recesses between the tops 55 arranged to interi-it with the transverse bolt-receiving openings of the chock sections alined, one of said chock sections being longer than the other with the forward end thereof projecting for engagement with a Wheel of they car to be chocked. 5

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Connection Of Plates (AREA)

Description

July 30, 1940. FRANKMAN RAIL-CLAMP CHOCK Filed Nov. 27, 1939 Patented July 30, 1940 UNITE STATES PATENT OFICE RAIL-CLAMP CHOCK Leroy Frankman, Fairmont, W. Va.
Application November 27, 1939, Serial No. 306,395
2 Claims.
Figure 1 is a top plan view of a chock constructed in accordance with the present invention and applied to a rail.
Figure 2 is a side elevational view of the construction shown in Figure l, partly broken away. Figure 3 is an er1-d elevation looking toward the left of Figure 2; and
Figure 4 is a perspective view of one of the sections of the chock shown in Figure 1.
Referring in detail to the drawing, the present chock comprises a pair of relatively thick platelike sections 5 and 5a, preferably formed of malleable metal, and provided in their inner faces with mating horizontal grooves 6 and Ba that extend parallel with and adjacent the lower edges of the sections and are adapted for snug reception of the ball portion 'I` of the rail. The chock sections are provided with transverse openings adapted to receive a bolt 8 whereby the sections are securely clamped upon the rail, and in order to facilitate alinement of the openings which receive the bolt 8 and to prevent any relative horizontal movement between the chock sections, the latter are provided on their inner surfaces with mating interlitting vertical grooves 9a and ribs 9 which are in the nature of V- shaped teeth extending from the tops of the grooves 6 and 6a to the tops of the chock sections. I'he opening in the section 5 for reception of bolt 8 is shown at 8a in Figure 4, and when the stem of the bolt 8 has been passed through the chock sections, a nut IIJ is threaded on the projecting end of the stern of said bolt and tightened to securely clamp the chock in place. At the inner endof the chock sections, they are provided with recesses Il which taper smaller in a forward and downward direction and are provided at the tops of the grooves 6 and 6a. These recesses H are adapted to receive a wedge I2 which, when driven into place between the tops of the recesses Il yand the top of the ball 'I of the rail, will serve to cause tight engagement of the chock sections with the under side of the ball l of the rail so as to prevent the chock from. slipping longitudinally of the rail in a direction away from the railway car whose wheel is engaged with the forward or op, 5
posite end o-f the chock.
As shown clearly in Figures l and 2, the chock section 5 is somewhat longer than the chock section 5a so that the forward end portion of said chock section 5 projects beyond the cor- 10 responding end of the section 5a for engagement with the car wheel W. Being formed of" thick metallic sections, the chock will be durable, and by being fastened upon the rail in the manner described, the chock will operate einciently for preventing retrograde movement of the car. The chock is composed of a minimum number of simple and durable parts which may be readily and cheaply manufactured, and the chock may be conveniently and quickly applied to the rail so as to effectively remain in place.
What I claim as new is:
l. A rail-clamp chock comprising a pair of plate-like sections formed in their inner faces with horizontal grooves extending adjacent and parallel to the lower edges of the sectionsI for reception of the ball of a rail, said sections having transverse openings, a bolt passing through said transverse openings and adapted to secure the sections together upon the rail, said chock sections having forwardly and. downwardly tapering recesses in the inner ends thereof and at the top of said grooves, and a wedge adapted to be driven into said recesses between the tops of the latter and the top of the ball of the rail to force the chock sections upwardly into tight engagement with the under side of the ball of the rail, said chock sections further being provided with vertical V-shaped ribs and grooves extending from the tops of said horizontal grooves to the 40 tops of the chock sections and arranged to interrlt with the transverse bolt-receiving openings of the chock sections alined.
2. A rail-clamp chock comprising a pair of plate-like sections formed in their inner faces 45 with horizontal grooves extending adjacent and parallel to the lower edges of the 4sections for reception of the ball of a rail, said sections having transverse openings, a bolt passing through said transverse openings and adapted to secure 50 the sections together upon the rail, said chock sections having forwardly and downwardly tapering recesses in the inner ends thereof and at the top of said grooves, and a wedge adapted to be driven into said recesses between the tops 55 arranged to interi-it with the transverse bolt-receiving openings of the chock sections alined, one of said chock sections being longer than the other with the forward end thereof projecting for engagement with a Wheel of they car to be chocked. 5
LEROY FRANKMAN.
US306395A 1939-11-27 1939-11-27 Rail-clamp chock Expired - Lifetime US2209881A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US306395A US2209881A (en) 1939-11-27 1939-11-27 Rail-clamp chock

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US306395A US2209881A (en) 1939-11-27 1939-11-27 Rail-clamp chock

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US2209881A true US2209881A (en) 1940-07-30

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2623476A (en) * 1950-05-24 1952-12-30 Edward J Corrigan Hopper door regulator
US2807220A (en) * 1955-01-31 1957-09-24 Wasco Supply Company Car stop
US2858774A (en) * 1955-09-09 1958-11-04 Batten Dallas Lee Aircraft track and pallet loading system and apparatus
US4992015A (en) * 1989-01-11 1991-02-12 Florence Glen A Cargo tie-down anchor

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2623476A (en) * 1950-05-24 1952-12-30 Edward J Corrigan Hopper door regulator
US2807220A (en) * 1955-01-31 1957-09-24 Wasco Supply Company Car stop
US2858774A (en) * 1955-09-09 1958-11-04 Batten Dallas Lee Aircraft track and pallet loading system and apparatus
US4992015A (en) * 1989-01-11 1991-02-12 Florence Glen A Cargo tie-down anchor

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