US988189A - Portable derail. - Google Patents

Description

S. W. HAYES PORTABLE DERAIL.

APPLIOATION FILED MAR 15, 1909.

Patented Mar. 28, 1911.

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S. W. HAYES.

PORTABLE DERAIL.

APPLIOATION FILED nun. 16, 1909.

Patented Mar. 28, 1911.

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S. W. HAYES.

PORTABLE DERAIL.

APPLICATION FILED MAB.15,1909.

988,189, Patented Mar.28,1911.

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PORTABLE DEB-AIL.

APPLICATION FILED MAR. 15, 1909 Patented Mar. 28, 1.911.

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STANLEY W. HAYES, 0F GENEVA, NEW YORK.

PORTABLE DERAIL.

Specification of Letters Patent.

Application filed March 15, 1909.

Patented Mar. 28, 1911. Serial No. 483,365.

To all whom it may concern.

Be it known that I, STANLEY W. HAYES, a citizen of the United States of America, residing at Geneva, in the county of Ontario and State of New York, have invented certain new and useful Improvements in Portable Derails, of which the following is a full, true, and concise specification.

This invention is a portable derail, that is to say, a wheel derailing device having no permanent connection to the road-bed but adapted to be carried about and applied to the rail at such point as may be desired, and the invention resides in the construction,

- relative arrangement and operation of parts as hereinafter described, whereby the facility and rapidity with which the device can be applied to the rail is promoted and the security of its attachment is rendered adequate to withstand the shock of derailment and whereby the device may be attached with equal facility and effect to rails of widely varying kind or size and whereby, also, certain other features of advantage in the practical use of the device are secured, as will be plain to those familiar with this art.

In the drawings forming a part hereof, Figure 1 is an end elevation of a form of embodiment of the invention with the derail block member and the rail shown in section; Fig. 2 is a similar view illustrating the device applied to a rail of larger dimension; Fig. 3 is a top plan of the device; Fig. 4: is a section, Fig. 5 an end elevation, and Fig. 6

I a plan of a modification of construction.

The part marked 1 is the derail block member which is cast or otherwise formed with a diagonal rib and groove 1 on its upper side adapted to lift the flanges of passing wheels and guide them over the outside of the rail. The forward portion of the derail block member which overlies the head of the rail and extends somewhat beyond it, is formed, on its under side, with a substant-ially flat or plane bearing, marked 2, intended to engage the top or tread of the rail. The said bearing is preferably of a width equal to or greater than the width of the tread of the largest standard rail, and may be constituted of the edges of a series of intercellular partitions on the under side of the block, it being customary to cast or form the derail block member in this manner for economy of weight and metal.

The dotted lines in Fig. 3 represent the cellular formation. A depending shoulder bottom,

3, formed on the under side of the member, constitutes the inward or rearward boundary of the said bearing and is adapted, by its engagement with the side of the rail head, to determine a proper position of the rib and groove with reference to the flanges of the wheels which are to be derailed. The shoulder 3 may be continuous in length, or comprised of a number of depending parts or projections, according to the type of construction, and the position which it determines by engagement with the rail is independent of the size or height of the latter, inasmuch as the wheel flanges in any case travel along the side of the rail-head in the same vertical plane as the shoulder. To insure the security of the position thus de termined the invention in its preferred embodiment contemplates the application of the clamping or securing force so that a portion of the pressure will be resolved in a lateral or inclined direction, which will hold the shoulder firmly against the railhead, but such direction of the clamping pressure is not essential to the effective operation of the device and the clamping force may be exerted wholly in a vertical direction.

The complementary clamp member of the device is comprised of one or more jaws 4;, each of which has a comparatively slender formation and is tapered so as to be capable of being readily thrust between the base of the rail and the subjaoent ballast or soil without special excavation of the latter, and the ends of the jaws are hook-shaped and adapted to embrace or grasp the edge of the base flange of the rail. These jaws may be formed as a single clamp or jaw member, if desired, but their separate format-ion, as illustrated in the drawings, is preferred, because of the greater facility thereby provided for inserting them under the rail. Two jaws will ordinarily be sufficient, one at each end of the derail block, so that they can thus be used to grasp the rail on opposite sides of a tie. The clamp member, whether formed of one or several parts or jaws, is connected with the other clamp member, that is, the derail block member, with a sufficient freedom for vertical movement of the one relatively to the other, to accommodate the engagement of the two members with the opposite sides, or top and of different sizes of rails, as will be plain from an inspection of Figs. 1 and 2, wherein the device is shown as attached to rails of extreme sizes. The connection rcterred to prelerably provides for relative pivotal n'iovement in a vertical direction, and is etlected by the clamp screws (3, which are the power means by which the elan'lping pressure is produced.

As shown in Figs. 1 to 3-3, the clamp screws (3 are thraaded into terminal bosses 5 at the inner ends of the jaws, in alinemcnt with the hooks at their free ends, and their heads 7, which are relatively large and rounded, are seated in dished or partially countersunk recesses in the derail block member, the engagement resembling that of a. ball and socket joint, so that the jaws t may thus receive a limited pivotal movement for the purpose stated. I In the modification shown in Figs. 4, 5 and G, a greater range of relative pivotal n'ioven'ient is provided by pivoting the jaw or jaws 4- of this form upon a part, such as b, which constitutes the nut or nuts of the clamp screws 6*. In this form of construction the screws need have no special provisions for vertical movement with respect to the derail block member.

As thus constructed, the device includes, further, a means for supporting it against the tendency to turn or swivel on the rail under the impact of wheels encountering the end of the groove 1*. This means consists of a fixed vertical bearing for the clamp members at the side of the rail, preferably upon the top of a tie some distance from therail, and includes an adjustable bearing device, such as the screw 9, which is, in fact, a leveling screw, threaded into one of the members, preferably the derail block member, with its lower end provided with a flange or foot for engaging the tie. By rotating this screw or power device, the side of the derail block member may be raised or lowered to a level position, corresponding to the height of any size of rail, and the sup porting bearing it thus provides will manifestly be adequate to maintain the derail in a fixed position. Operating handles 10 and 11 are pivoted respectively to the clamp screws 6 and the leveling screw 9, and such handles are adapted to be mutually interlocked, as by passing the terminal eyes of the clamp screw handles over the end of the handle of the leveling screw, in which position a padlock may be looped through the end of the latter lever, whereby the whole device can be permanently locked to the track. The operating handles 1O" and 11 of the modified form of Figs. 4 to 6 are confined within perforations in the heads of their respective screws but with suflicient looseness to permit of the same interlocking operation.

In operation the jaw members, having been first screwed down, their clamping screws are worked under the rail and hooked on the edge of the base flange, and the leveling deviee is then operated until the derail blot-k assumes a horizontal or any desired position, whereupon the clamp screws are tightened and the members are drawn together in clamping engagement upon the rail and road-bed, in obvious manner. In such position the overhanging 'liorward por tion of lhe derail block will project beyond the plane of the hooks on the ends of the jaws and prevent the derailed wheels from striking and injuring them. Thrust on the derail parallel to the rail is resisted by the binding action of the clamp members upon the rail, and the portion of the device which extends below the rail constitutes a further support. by engagement with the side of one of the track ties. IVhen the handles of the several screws have been confined against rotation as by the use of a padlock, it will be impossible not only to remove the derail but also to loosen it. or change its position on the rail.

I claim the following:

1. A portable derail eon'iprising imrmally connected clamping members, one of the same being adapted to overlie the rail-head and having a shoulder to engage the side of the rail-head, and the other being provided with an integral hook at its extremity and adapted to be thrust beneath the rail to engage the base flanges thereof, in coi'nbination with connecting means between said members, operable for drawing the same toward each other to clamp the same upon the rail.

2. A portable derail comprising a derail block member adapted to overlie the railhead and having a. shoulder to engage the side of the rail-head, in combination with a jaw member having a hook at its extremity suited for thrusting under the rail to engage the edge of the base flange thereof, and power means normally connecting the said members and adapted for clamping them upon the rail.

3. A portable derail comprising a clamp member consisting of a derail block adapted for engagement with the top and side of the rail-head, and a complementary clamp member adapted for engagement with the opposite side of the rail, in combination with a clamp-screw revolubly seated in the derail block member and having threaded engagement with the other member.

4. A portable derail comprising a derail block member having a bearing surface for the rail tread and a shoulder for engagement with the side of the rail, in combination with means for clamping said member in a direction inclined to the web of the rail upon the rail.

5. A portable derail comprising a member formed as a derail block, and a tapered hook member adapted for insertion under the rail, in combination with one or more clampscrews uniting said parts and operable to clamp the same upon the rail.

6. A portable derail comprising derail block and jaw members, combined with one or more clamp-screws uniting said members and providing for relative pivotal movement therebetween in a vertical direction.

7. A portable derail comprising a derail block member and means for securing the same to the rail comprising one or more screws mounted in said member and having lateral movement relatively thereto.

8. A portable derail comprising a derail block having a part adapted to overlie the rail-head formed with an obliquely disposed rib and groove and means for clamping the same to the rail, combined with an adjustable member adapted for engagement with the road bed to control the position of the derail block with respect thereto.

9. A portable derail comprising derail block and jaw members, respectively adapted for clamping engagement with the rail and provided with a vertical supporting bearing upon the road-bed at the side of the rail.

10. A portable derail comprising a derail block member and a pair of jaw members adapted for clamping engagement with the rail, in combination with an adjustable leveling device for said members, disposed intermediate of said jaw members.

11. A portable derail comprising a derail block member adapted for engagement with the top and side of the rail head, in combination with a supporting bearing at the side of the rail and means for clamping said member upon said bearing and rail.

12. A portable derail comprising a derail block member having a laterally open groove on its under side formed by a tread bearing and a shoulder, in combination with a level ing screw and means for clamping said member in a diagonal direction upon the rail head.

13. A portable derail comprising a derail block member adapted to overlie the rail head and supported on a bearing on the roadbed at the side of the rail, in combination with a jaw member engaging the rail below the rail head and means for clamping the rail between said members.

14. A portable derail comprising a derail block member threaded to a levelmg screw at one side of the rail and a clamp screw for securing said member to the rail.

15. A portable derail comprising a derail block, a power device mounted at each end thereof and one or more jaw members operated thereby for securing said derail block upon the rail.

16. A portable derail comprising a derail block, means at the ends thereof for securing it to the rail, and a leveling device intermediate of said means.

17 A portable derail comprising in combination, a derail block and means for clamping the same to the rail, a leveling device and means for interlocking said clampingmeans with said leveling device.

18. A portable derail adapted to be clamped upon the rail and comprising a rotary power device, an actuating lever connected thereto and means for locking said lever against rotation.

19. A portable derail adapted to be secured to the track rail and comprising two or more rotary power devices having operating levers pivotally connected to them and arranged for engagement with a common locking means.

20. A portable derail adapted to be secured to the track rail comprising two or more rotary power devices, operating levers pivotally connected to said devices and formed for mutual interlocking engagement preventing rotation of either.

In testimony whereof, I have signed my name to this specification in the presence of two subscribing witnesses.

STANLEY W. HAYES.

\Vitnesses:

H. F. NEsTER, H. H. JENKINS.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C.

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