US2762314A

US2762314A - Wheel retainer with wedge actuated clamps

Info

Publication number: US2762314A
Application number: US270648A
Authority: US
Inventors: Stanley W Hayes
Original assignee: Hayes Track Appliance Co
Current assignee: Hayes Track Appliance Co
Priority date: 1952-02-08
Filing date: 1952-02-08
Publication date: 1956-09-11
Anticipated expiration: 1973-09-11

Description

Sept. 11, `1956 s. w. HAYES 2,762,314

WHEEL RETAINER WITH' wEDGE ACTUATED CLAMPS Eil'ed Feb. 8, i952 2 sheets-sheet 1 EE== as l 'a1-IgM* Sept. 11, 1956 s. w. HAYES 2,762,314

WHEEL RETAINER WITH 'WEDGE'ACTUATED CEAMPS v Filed Feb. 8. 1952 2 seets-shet 2 lll Il United States Patent O l p Y I 2,762,314 WHEEL-RETAINER WrrHwE-DGE ACTUATED CLAWS Stanley W. Hayes, Richmond, Ind., assigner toV Hayes Track. ppliance Company, Richmond, Ind., al corporationof Indiana ApplicationE February 8,1952, Serial No. 270,648 s'claims. (el. 11M-25s)- The present invention relates to improvements in railway wheel retainers which are also known as wheel chocks or rail. clamps.l Such retainers are clamped onto a rail and abut against the wheel of a railway car to prevent undesired movement thereof.

Frequently it is necessary to block arailway car against movement, such for example when the car is spotted on a grade or on a siding when it might acciden-tally move or be movedintothe main line. Such blocking is of a temporary nature, and uninformed or careless workmenV many times resort to wedging aV chunk offwood between the railand the ca-r wheel. This is an unsafe and an unreliable method of blocking the car against movement, because the woodcan easily bedislodged', or should the car be suddenly jarred it would be crushed or splintered by the car wheel.

Early forms of prior art clamps were awkward to handle, to place on the rail, and to lock in position. v

Many of the arrangements were undependable, andthe wheel retainer was easily accidentally unclarnped and thereby made ineffective. Such clamps were usually madeV of separable parts,` and when the parts were not chained together the loss of one made the entire rail clamp useless.

Later rail clamps were designed to overcome these diiculties but the resulting designs were many times complicated, heavier, and too expensive.

The principal object ofthe present invention is to provide a new and improved Wheel retainer which is simple in construction, positive in its clamping action, and which overcomes all of the disadvantages of the prior art devices. e j

Another object is to` provide anew and improved wheel retainer which cannot be inadvertently dislodged from the rail.

Another object is to provide a new and improved wheel retainer which becomes more firmly clamped to the rail upon impact from a car wheel.

A further object is to provide a new and improved Wheell retainer having the above described advantages andl which can be clamped to rails of various sizes.

And a further object is to provide anew and improved wheel retainer of composite welded construction made from steel plate and bar stock. I

Still another object is to provide a new and improved wheel retainer having a pair of clamping elements adapted to engage beneath the rail head, and a member parallel to' the rail for bringing the clamping elements into rail clamping position, and holdingV them there.

Other objects and advantageswill become apparent from the-following description taken in conjunction with the accompanying drawings wherein: j

Fig'. 1 is an elevational view of the wheel. retainer of this invention clamped onto a rail and shown in chocking position relative to a car wheel;

Fig. 2 is a plan View of the wheel retainer in the position shown in Fig. l',

Fig. 3 is a vertical cross-sectional View of the wheel retainer taken substantially along the line 3 3y of Fig. l, looking in the direction or the arrows;

Figs. 4V and 5 are side and front end elevational views, respectively, of the wheel retainer clamped to` the head of a small ball rail;

2,762,314 Patented Sept. 11, 1956 ICC Figs. 6 and 7 are viewsA similar to- Figs. 4 and 5;. showing the same wheel retainer clamped to the head of a large ball rail;

Fig. V8 is anI elevational View similar to` Fig. 1, show'- ing the wheel retainer seated on top of a` rail of the same size as that illustrated in rFi'g.. l, with., the clamping elementsy in open position; and v Fig. 9 is any endV elevational view illustrating the wheel retainer elements in their open position'.

The wheel retainer, indicatedy generally by the reference character 10,. isl mounted upon a rail 12l by clampingy it tothe head 14 thereof. In this position the wheel retainer is engageable by or abu-tsagainst the tread portion 16 `of a railway wheel 18.

The Wheel retainer comprises a frame 20,. clamp'- ing means 22,` and actuating means 24 for moving the clamping means 22 into and out of rail head engaging position. The actuating means 24 includes'l awheel abutment member 26 having awheel abutment face formed thereon and` adapted to be contacted by the wheeltread 1.6'.

The frame Z6 comprises a base plateA 28 which is disposed horizontally andadapted to rest on vtop of the rail head 14 and a vertically disposed plate 30 which is weldedY to the plate i8 along its longitudinal axis. Ar'- ranged alongside of the plate 30 and spaced slightly therefrom are a pair ofV longitudinally extending guide blocks 32- the function' andpurpose of which will appear hereinafter. The base plate 23 at itsV forward endand at both sides is cut ldiagonally at` 34' sothat the forward end` of the base plate does not present al transverse edge which might accidentally be struck to move the plate and therefore the wheel retainer from its clamped position on the rail as will be more fully explained hereinafter.

The plate 28v is formedA with a pair of rectangular slots, apertures or openings. 36A one at either side of the centra-l. upstanding plate 30 and spaced outwardly therefrom to extend beyond. the position at which the guide blocks 32 are welded t'o the upper face of the plate 28.y rlhe frame is completed by a U-shaped. handlel 38 which is Welded to the rear of the plate ZSjand upstands therefrom a-t a slight angle to the rear. The handle 38 serves as a convenient means for carrying the retainer 10 and for placing it in chocking position onk the rail.

The clamping means 22 includes a pair of identical; clamping elements 40 freely suspended by their upper ends from a transverse bar or shaft 42 which extends through and is vertically movable in a vertical slot 44 in the center upstanding frame plate 34). Each clamping element comprisesl a platel 46l which is arranged genI erally vertically at either side of the central plate 30' and extends through the rectangular slot 36 in the base plate 2S'. The plate 46 is provided adjacent its 'upper end wit-h a chamfered aperture 4'8 through which the shaft 42 freely projects. kAt its lower end the plate i6 is bent inwardly to provide a shelf portion 5@ which is adapted toengage beneath the railhead 14 when the clamping element is brought into the rail head engaging position. Each of' the clamping. elements 4i() is fitted withl a pair of cam members 52 welded to the outer face of the plate 46 at the lower end thereof. Each cam: member 52 has a cam surface Sli tapering downwardly andotwardly and terminating in a maximum heel width at 56 which is about opposite the upper endy of the shelf portion 50. The cam lmembers 52 have a portion 58 extending below the'shelf Si) to give added support to the clampingelements when the clamping element is engaged against the undersideof the rail head lid.

As seen most clearly in Figs. 3, 5, 7 and 9, the clamping elements 40 project upwardly through the rectangular openings 36 at either side of the vertical plate 30. They are so oriented with respect to the base plate 28 that the cam surfaces' 54 are adaptedA to engage fulcrurn surfaces or edges 60 provided by the outer edges of the slots 36 and the underside of the base plate 28. inasmuch as the cam surfaces 54 taper downwardly and outwardly, the movement of the clamping elements 40 upwardly alongside the -plate 30 causes the cam surfaces S4 to come in contact with the fulcrum surfaces 60 and upon further upward movement of the clamping elements 40 the lower ends of the clamping element are moved inwardly toward the center of the rail 12. The combination inward and upward movement of the lower ends of the clamping-elements 40 is terminated by a contact of the shelf portions 50 against the lower outer edges of the rail head 14, and when this contact has been made the wheel retainer has been clamped onto the rail.

The clamping elements 40 are retained on the shaft 42 by a pair of pins 62 extending through openings or bores 64 adjacent the outer ends of the shaft. Each pin 62 is welded to the shaft so that when the assembly of the shaft and clamping elements has been completed the clamping elements cannot accidentally be removed from the shaft.

The shaft 42 is moved upwardly and downwardly in the vertical slot 44 by means of the actuating assembly 24. This assembly comprises a pair of parallel spaced apart longitudinally extending plates 66 which are interconnected at their forward ends by the abutment member 26 and at their rear or trailing ends by a block 68. Each plate 66 is roughly trapezoidal in shape, with the

nonparallel edges

70 and 72 constituting the lower and upper edges, respectively, of the plate. The upper edge is not perfectly straight, being inclined upwardly more sharply at the rear of the plate than at the forward end of the plate. The longer parallel edge is at the forward end of the plate, and it is between the forward ends of the plates 66 that the wheel abutment providing member 26 is positioned and welded. Each of the plates 66 is provided with a longitudinal and slightly upwardly inclined slot 74 the axis of which generally parallels the upper edge 72 of the plate. The two plates 66 are arranged so that the slots 74 are exactly parallel and their ends transversely coincide. The shaft 42 carrying the clamping elements 40 not only passes through the vertical slot 44 in the plate 30 but also passes through the parallel and inclined slots 74 in the movable plates 66. Y

It will be observed from Fig. 3 that the plates 66 are spaced so as to accommodate therebetween the vertical plate 30 and each plate is positioned between an outer face of the plate 30 and one of the longitudinally extending guiding blocks 32. The actuating means assembly 24 is slidable longitudinally on the upper surface of the plate 28, the assembly 24 riding on the lower edges 70 of the plates and the slidable movement being constrained and guided by the central vertically extending plate 30 and the longitudinally extending guide blocks 32. As the plates 66 are moved past the vertical slot 44 in the plate 30, different portions of the upwardly inclined slots 74 are brought to coincide with different vertical portions of the slot 44. As the shaft 42 extends through the

slots

44 and 74, its vertical position relative to the wheel retainer frame is determined by those portions of the slot 74 which cut across the slot 44. As the actuating assembly 24 is moved forwardly or rearwardly along the plate 28, the shaft 42 is lowered and raised in the slot 44. Those portions of the plates 66 below the slots 74, therefore, function as wedges with respect to the shaft and the upper surface of the plate 28.

When the wheel retainer is to be mounted on the rail, the actuating assembly 24 is moved as far forwardly as possible so that the shaft 42 lies at the lower or bottom ends 76 of the slots 74 and the lower end of the vertical slot 44 (Figs. 8 and 9). With the retainer parts in this position the clamping elements 40 can be spread outwardly to pass the rail head 14 therebetween, the chamfered vedges of the plate apertures 48 permitting substantial cooking of the plates with respect to the shaft 42. The frame 20 is set on top of the rail with the clamping elements 40 depending at either side of the rail head 14 and the shelf portions 50 hanging generally below the rail head. The actuating assembly 24 is pushed rearwardly to cause the shaft 42 first to climb the steeper portion of the slots 74 adjacent the bottom ends 76 and then the less steeply inclined portions. This* movement of the slots 74 across the shaft 42 raises the shaft vertically in the slot 44 to lift the clamping elements 40 so that the shelf portions 50 engage beneath the rail Y head as shown most clearly in Figs. 3, and 7. When the shelf portions have come into contact withV the underside of the rail head, the wheel retainer 10 can be locked or set on the rail by tapping theforward end of the actuating assembly 24 smartly with a hammer or some similar weighted object. The `wheel retainer is removed from the rail by reversing the above described operations.

As shown in Figs. 4 to 7, the wheel retainer of this invention may be easily mounted and clamped on diierent sizes of rails. Figs. 4 and 5 show the retainer mounted on a small ball rail while Figs. 6 and 7 show the retainer mounted on a large ball rail. It will be observed by comparing Figs. 5 and 7 that the smaller the rail head the higher the shaft 42 must be raised in the slot 44 and, therefore, the farther rearwardly the actuating assembly 24 must be moved in order to complete the mounting operation. These two figures also show that the lower ends of the clamping elements 40 may be moved inwardly relative to their upper ends when the rail head is exceedingly small. Again, the chamfered edges around the apertures 48 in the plates 46 accommodate the cooking of the clamping elements 40 relative to the shaft 42.

It will be observed that when the wheel retainer 10 is mounted upon the rail that any movement of the car wheel against the retainer will be accompanied by an increase in the wedging of the plates 66 between the shaft 42 and the base plate 28. Thus it is not possible to dislodge this retainer from the rail if the car wheel should move against it.

As was noted previously, the base plate 28 is cut diagonally at 34 on both sides adjacent its forward end. This is to remove any transverse edge which might accidentally be struck by a careless workman and thereby move the frame 20 rearwardly relative to the actuating means 24 and accidentally unlock the wheel retainer from the rail. Should it be desired to remove the retainer while a wheel abuts against the abutment face 27, the frame 20 can be moved rearwardly relative to the actuating means 24 by striking it across the short transverse face 78 at the forward end of the plate 28 and between the forward ends of the diagonal edges 34.

From the foregoing description it is clear that the objectives which were claimed for this wheel retainer in the opening paragraphs of this specication are attained.

While the preferred embodiment of lthe wheel retainer constituting this invention has been shown and described, it will be apparent that numerous modifications and variations thereof maybe made without departing from the underlying principles of the invention. It is, therefore, desired by the following claims to'include within the scope of the invention all such variations and modifications by which substantially the results of this invention may be obtained through the use of the same or equivalent means.

What is claimed as new and desired to secure by United States Letters Patent is:

l. A wheel retainer adapted to be mounted on a railway rail, comprising in combination, a base plate, a central plate secured to said base plate and upstanding therefrom, said central plate having a vertical slot therein, said plates being adapted to be seated on top of aprail head with said central plate disposed longitudinally of the rail, said base plate being longitudinally slotted to provide fulcrums at both sides of said central plate and spaced therefrom, a pair of movable clamping elements positioned on either side of said central plate and extending upwardly through said base plate slots, each clamping element having an aperture adjacent its upper end, fulcrum engaging camming means, and at its lower end a part adapted to engage beneath the rail head, a shaft extending transversely through said vertical slot and said clamping element plate apertures, means ernbracing said central plate and longitudinally slidable with respect to said central plate on the upper surface of said base plate, said longitudinally slidable means having a wheel abutment providing portion thereon, guide means for said longitudinally slidable means, and a diagonal shaft engaging surface on said slidable means whereby movement of said means in one direction raises said shaft in said slot to move said clamping elements into rail head engaging position and movement of said means in the opposite direction releases said clamping elements from said position.

2. A wheel .retainer adapted to be mounted on a railway rail, comprising in combination, a base frame adapted to be seated on top of a r-ail head and having an upstanding vertically slotted central portion secured thereto and apertu-res .at either side of said central portion to provide fulcrums at both sides of :and at approximately the level of the rail head, a pa-ir of movable clamping elements extending through said fulcrum providing apertures with one element between said central portion and each of said fulcrums, each clamping element having an aperture adjacent its upper end, fulcrum engaging camming means, and at its lower end a part adapted to engage beneath the rai-l head, and actuating means for moving said clamping elements into and holding them in clamping position, said actuating means including at least one plate longitudinally slidable with respect to .and on a part of said frame, said plate having a diagonally extending slot therein closed at both ends Kand movable past said vertical slot, a shaft extending transversely through said vertical and diagonal slots and said clamping element apertures, whereby movement of said plate in one direction raises said shaft in said vertical slot to lift said cl-amping element-s so that said camming means engages said fulcrums to direct said lower end parts into engagement with the rail head and movement of said plate in the opposite direction lowers said shaft in said vertical slot to release said lower ends from ra-il head engagement, means atlixed to the outer ends of said shaft preventing its withdrawal from said slots and said apertures, and wheel abutment forming means on said plate at the high end of said diagonal slot.

3. A wheel retainer adapted to be mounted ,on a railway rail, comprising lin combination, frame structure adapted to be seated on top of a rail head and having an upsta-nding vertically slotted central portion secured thereto yand adapted to be positioned longitudinally of the rail and fulcrums at both sides of said central p0rtion and spaced therefrom, generally vertically and inwardly movable clamping elements .at either side of said central portion with one clamping element between said central portion and leach fulcrum, said clamping elements each having an aperture therein, a part adapted to engage beneath the rail head, and a cam surface engaging the Iadjacent fulcrum, a pair of spaced interconnected wheel abutment carrying plates longitudinally slid- Iable with respect to and on a fixed portion of said frame structure at either side lof said central portion to be guided at least in part thereby, said spaced plates being formed with parallel diagonal closed end slots therein adapted to be moved past said vertical slot when said plates are slid `on said frame portion, and a shaft extending transversely through said diagonal and vertical slots and said clamping element apertures so that when said plates are moved in one direction said shaft is raised in said vertical slot to lift said clamping elements into rail head engaging position and when 'sa-id plates are moved in the opposite direction said shaft is lowered in said vertical slot to release `said clamping elements from rail head engaging position.

4. A wheel retainer adapted to be mounted on a railway rail, comprising in combination, frame structure adapted to be seated on top -of a rail head and having an -upstanding vertically slotted central portion secured thereto and adapted to be positioned longitudinally of the rail and -fulcrums at both sides of said central port-ion and spaced therefrom, generally vertically and inwardly movable clamping elements .at either side of said central portion with one clamping element between said central portion and each fulcrurn, said clamping elements each having an aperture therein, a part adapted to engage beneath the rail head, and a cam surface engaging the :adjacent fulerum, a pair of spaced interconnected plates longitudinally slidable with respect to and .on a fixed portion =of said frame 'structure at either side of said central portion to be guided at least in part thereby, said spaced plates being yformed with parallel diagonal closed end slots therein adapted to be moved past said vertical slot when said plates lare slid `011 said frame portion, a shaft extending transversely through said diagonal and vertical slots and said lclamping velement apertures so that Iwhen said plates are moved in one direction said shaft `is `raised in said vertical slot to lift said clamping elements into rail head engaging position and when said plates are moved in the opposite direction said shaft is lowered in said vertical slot to release said clamping elements from ra-il head engaging position, and a wheel abutment affixed to and between said plates at the higher end of said diagonal slots.

5. A wheel retainer ladapted to be mounted on a railway rail comprising in combination, a base plate, a central plate secured to said base plate and upstanding therefrom, said central plate having a vertical slot therein, said plates .being adapted to lbe seated fon top of a rail head with said central plate disposed longitudinally of the rail, said base plate lbeing slotted adjacent said central plate to provide fulcrums .at both sides thereof and `spaced therefrom, a pair `of generally vertically and inwardly movable clamping elements positoned on either side of said central plate and extending through said base plate slots, said clamping elements each having an aperture therein, a part adapted to engage beneath the rail head, and a cam surface engaging the adjacent fulorum, a pair of spaced interconnected plates straddling said -central plate and having lower straight edges so as to be longitudinally slidable with respect to and on the upper surface of said base plate, guide bars at the outer faces of said spaced plates which with said central plate guide the sliding movement Iof said spaced plates, :a pair -of parallel diagonal slots closed at both ends formed in said spaced plates and adapted to be moved past said vertical slot when said spaced plates are slid relative to said base plate, a shaft extending transversely through said vertical and diagonal slots and said clamping element apertures, so that when said spaced plates are slid in one direction said shaft .is raised in said vertical slot to lift said clamping elements into .and hold them in rail head engaging position and when said spaced plates are slid in the opposite direction said shaft is lowered in said vertical slot to release and lower said clamping elements from ra-i-l head engaging position, `and a Wheel yabutment providing member .aixed to and between said spaced plates :at the higher end of said diagonal slots.

Ekholm Mar. 7, 1933 Hayes Sept. 26, 1944