US2305094A - Safety chock for railroad rolling stock - Google Patents

Description

Dec.-15, 1942- J. E. LIVENGOOD SAFETY CHOCK FOR RAILROAD ROLLING STOCK Filed March 11, 1942 2 Sheets-Sheet 1 Dec. 15, 1942. .1. E. LIVENGOOD SAFETY CHUCK FOR RAILROAD ROLLING STOCK Filed March 11, 1942 2 Sheets-Sheet 2 3] WMo n [ye/good Mom/M1115 CZ L Patented Dec. 15, 1942 SAFETY CHOCK FOR RAILROAD ROLLING STOCK Jay Everett Livengood, Mona, W. Va.

Application March 11, 1942, Serial No. 434,294

4 Claims.

This invention relates to a safety check for railroad rolling stock to eliminate accidents caused by runaway rolling stock left unattended on tracks, and is especially adapted for use'on track sidings or on tracks in mines andsimilar places.

The primary object of this invention is the provision of a device of the above stated character which'may be easilyand quickly installed any place desired on a track as either a temporary or permanent fixture and may be readily operated to assume operative r inoperative positions and when operative it will efficiently chock a car or other rolling stock from moving by gravity and when inoperative will be entirely clear of the rolling stock or the movement thereof over the track.

With these and other objects in view as will become more apparent as the description proceeds, the invention consists in certain novel features of construction, combination and arrangement of parts as will be described and claimed. Y I

For a complete understanding of myinvention, reference is to be had to the following description and accompanying drawings, in which Figure l is a top plan View illustrating the application of a safety chock to a rail of a railroad trackand constructed in accordance with my invention.

V Figure 2 is a longitudinal sectional view showing the device applied to a rail and in an inoperative position.

Figure 3 is a view similar to Figure l with a cover element removed and showing the device in an operative position.

Figure 4 is a View similar to Figure 3 showing the device in an operative position.

Figure?) is a transverse sectional view showing hereinafter more fully the device in an operative position with a wheel of rolling stock in engagement therewith.

Figure 6 is a transverse sectional view taken on the line 66 of Figure i.

Figure '7 is an end elevation illustrating the operating hand lever of the device.

It'is preferable that the present invention be adapted to the outside rail of a track and any place along the track where it may be desired to secure a car or similar device against accidental movement. The drawings in Figures 1 to 4, inclusive, clearly illustrate the application of the invention, the outside rail of the track being indicated by the character 5.

An elongated horizontally arranged base 6 is provided and the width of a portion thereof is such that the base may be fitted between a pair of supporting ties for the rail 5 and underlie the serrated faces 8 to obtain a firm grip on the rail.

The base is provided with a chamber 9 extending substantially the full length thereof and from Figure 4 it will be seen that the chamber extends under the base of the'rail.

Spaced guide member Ill are formed on the base '6 to engage with the opposite sides of the rail 5 from the clamps I. The guide members H] are undercut, as shown at H, to permit the base of the rail to extend thereunder. The guide members Ill are provided withinclined or cam faces 12.

A chock member J3 is slidable in the chamber 9 and has integral therewith a chock head l4 provided with a shouldered portion I5 and guide engaging portions 6 adapted to ride upon the faces l2 of the guide members Ill in order that the latter may bring the chock head in a position of overlying the tread portion of the rail on the movement of the chock member I 3 into an operative position. The ball of the rail fits snugly within the shouldered portion l5 of the chock head.

. The chock member I3 is provided with a bifurcation I'l defining a tongue i8 adapted to move under the base of the ran on the chock head assuming an operative position with respect to the rail and coacts with the portions l6 and the guide members it in preventing tilting of the chock head when engaged by a wheel of a car or similar device.

In Figures 1, 3 and 40f the official drawings the chock member and its head M is disclosed in operative position with respect to the rail. In Figure 2 the chock member !3 is disclosed as being in an inoperative position with the chock head positioned a sufficient distance from the rail so as not to interfere with the movement of car wheels thereover.

The chamber 9 opens outwardly through the top face of the base 6 and a portion thereof is closed by a removable cover I9. V

A pitman is pivotally connected to the chock member i3 and is slid'ably supported in the chamber 9 by a member 2| carried by the base. A portion of the chamber 9 is enlarged to accommodate a pivotally mounted bell crank lever 22. Pivoted to one end of the bell crank lever 22 is a link 23 which is in turn pivotally connected to the pitman 2B. The other end of the. bell crank lever 22 has a pin and slot connection 24 with a link 25. The link 25 is journaled on a crank 26 of an operating shaft 21 journaled in a bearing 28 mounted on one end of the base 6. An operating lever 29 provided with a hand grip 39 is jo-urnaled on the shaft 2'! and is retained thereon by a pin 3| operable between spaced lugs or shoulders 32 formed on the lever 29. The lugs 32 and pin 3| will permit the lever to have a limited movement or rotation on the shaft 21 before the latter will be rotated by said lever 29, the purpose of which is to permit the lever 29 to assume a horizontal position when the chock member i3 is either in operative or inoperative position.

With the lever 29 in either of its horizontal positions it will be less apt to be contacted by rolling stock passing along the rail.

A coil spring 3 surrounds the pitman 2i! and is interposed between the link 23 and the bearing 2|. The purpose of the spring 33 is to urge the chock member i3 into an inoperative position and to sustain said chock member l3 in an operative position some suitable fastening means (not shown) may be provided on the base 6 to secure the lever 29 in its horizontal position.

Whenever it is desired to chock a car on the track, the lever 29 is operated, imparting to the chock member i3 sliding movement and as the chock member slides in the direction of the rail the chock head is guided upwardly and over the ball of the rail so as to come in the path of a wheel of the car and when engaged with the wheel will prevent the car from rolling from a set position. The lever 29 then may be fastened in its horizontal position by the locking means (not shown). When it is desired to free the car of the action of this device, the operating lever 29 is swung in an opposite direction to assume a horizontal position permitting the spring 33 to slide the chock member 43 is a reverse direction which positions the head l4 clear of the rail.

This device may remain attached to the rail for an indefinite period of time or it may be used in a portable way, that is applied and removed to the rail of a track whenever it is desired to chock a car.

While Ihave shown and described the preferred embodiment of my invention, it will be understood that minor changes in construction, combination and arrangement of parts may be made without departing from the spirit and scope of the invention as claimed.

Having thus described the invention, what I claim is:

1. In a safety chock, an elongated base to eX- tend under a rail of a track, guide members formed on said base to engage one side of the rail and having inclined faces, clamps on said base coacting with said guides in releasably securing the base to the rail, a chock member slidable on the base and movable over the inclined faces of the guides to assume operative and inoperative positions with respect to the rail, means on said chock member to engage under the rail and coact with the guide members in preventing movement of the chock member when in operative position with respect to a;

the rail and under the influence of a car wheel, and an operating means connected to the chock member.

2. In a safety chock, an elongated base to extend under a rail of a track, guide members formed on said base to engage one side of the rail and having inclined faces, clamps on said base coacting with said guides in releasably securing the base tothe rail. a chock member slidable on the base and movable over the inclined faces of the guides to assume operative and inoperative positions with respect to the rail, means on said chock member to engage under the rail and coact with the guide members in preventing movement of the chock member when in operative position with respect to the rail and under the influence of a car wheel, a pitman slidable on the base and pivotally connected to the chock member, a bell crank lever pivoted on the base and pivotally connected to the pitman, a spring acting on the bell crank lever to normally position the chock member in an inoperative position with respect to the rail, and an operating means connected to the bell crank lever.

3. In a'safety chock, an elongated base to extend under a rail of a track, guide members formed on said base to engage one side of the rail and having inclined faces, clamps on said base coacting with said guides in releasably securing the base to the rail, a chock member slidable on the base and movable over the inclined faces of the guides to assume operative and inoperative positions with respect to the rail, means on said chock member to engage under the rail and coact with the guide members in preventing movement of the chock member when in operative position with respect to the rail and under the influence of a car wheel, a pitman slidable on the base and pivotally connected to the chock member, a bell crank lever pivoted on the base and pivotally connected to the pitman, a spring acting on the bell crank lever to normally position the chock member in an inoperative position with respect to the rail, a crank shaft journaled on the base, a link connecting the crank of the crank shaft to the bell crank lever, an operating lever journaled on the shaft, spaced lugs on the lever, a pin connected to the shaft and operating between the lugs and coacting therewith in establishing a drive between the lever and the shaft and adapted to permit the lever to assume a horizontal position when the chock member is in either operative or inoperative position.

4. In a safety chock, an elongated base to extend under a rail of a track, guide members formed on said base to engage one side of the rail and having inclined faces, clamps on said base coacting with said guides in releasably securing the base to the rail, a chock member slidable on the base and movable over the inclined faces of the guides to assume operative and inoperative positions with respect to the rail, means on said chock member to engage under the rail and coact with the guide members in preventing movement of the chock member when in operative position with respect to the rail and under the'influence of a car wheel, a pitman slidable on the base and pivotally connected to the chock member, a bell crank lever pivoted on the base and pivotally connected to the pitman, a spring acting on the bell crank lever to normally position the chock member in an inoperative position with respect to the rail, a crank shaft journaled on the base, a link connecting the crank of the crank shaft to the bell crank lever, an operating lever journaled on the shaft, spaced lugs on the lever, a pin connected to the shaft and operating between the lugs and coacting therewith in establishing a drive between the lever and the shaft and adapted to permit the lever to assume a horizontal position when the chock member is in either operative or inoperative position, said chock member including a head portion cut away to define angularly related shoulders to engage with the rail.

JAY EVERETT LIVENGOOD.

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