US874490A - Derailing device. - Google Patents

Description

No 874,490. PATENTED 1330.24, 1907. w. 0. GLBGG & 0'. J. ASMANN.

DERAILING DEVICE.

AZPPLIOATION FILED MAY 6, 1907.

INVENTDRS mm. 0. &

Md alw. (yaw/1 A U M A T TY.

ru iv omns PETERS cm, WASHINGTON. n c.

UNITED STATES PATENT OFFICE.

WILLIAM OWEN OLEGG AND OSCAR JAMES ASMANN, OF PALESTINE, TEXAS.

DERAILIN Specification of Letters Fatent.

G DEVICE,

Patented Dec. 24, 1907.

'T 0 all whom it may concern.

Be it known that we, WILLIA OWEN CLEGG and OSCAR J AMES ASMANN, citizens of the United States, residing at Palestme, 1n

the county of Anderson and State of Texas,

have invented certain new and useful Improvements in Derailing Devices, of which the following is a specification.

My invention relates to railway appliances and has special reference to apparatus for preventing collisons and particularly to that class of apparatus commonly termed derailing devices.

The chief objects of my invention are to provide a sim le derailing device that can be readily instal ed at any location desired; to furnish an eflicient means for derailing a car or engine that can be easily seen by the engineer or other train men thus affording an additional safeguard; and to produce a strong, durable and easily operated apparatus for the purpose sought.

1 accomplish the above objects by the use of the device illustrated in the accompanying drawing which forms a part of this specification, and in which:

Figure 1 is a plan View of a portion of a railway track equipped with my improved derailing block the latter being in operative position Fig. 2 is'an end view of the same; Fig. 3 is a view similar to Fig. 1 but with the derailing block in its inoperative position, and Fig. 4 is a perspective view of the derailing block; Fig. 4 is a plan view of a modifled construction of the derail block and operating mechanism.

Referring to the drawing in detail, the numeral 5indicates the main-rails of a railroad track and 6 the supporting ties, upon which is secured a bed plate 7 adjacent to one of the main rails. A rectangular plate 8 preferably of malleable cast iron, is provided with a heavy, downwardly projecting marginal flange 9, its inner face adjacent to the main rail being furnished with a groove 10 corresponding in contour to the rail head against which it lies when the plate is in operative position. The upper face 11 of the plate is inclined downward from the outer margin and the anterior edge 12 is beveled to form a wedge upon which the flange of the car wheel will easily climb when brought in contact therewith. Extending diagonally from the forward inner corner to the outer rear corner of said plate 1s a vertlcal flange 13 cast lnte- I gral with the plate. A short piece of rail 14 is spiked down upon the ties along the inner side of the main rail upon which the plate 8 rests, to form a firm support for the portion of the plate which projects over the said main rail. An arm 15 cast integral with the flange 9,

and extending at a right angle therefrom, is

furnished with a slot 16 which is engaged by a pivot bolt 17 fixed in the bed plate 7. Ad-

j acent to said arm 15 is installed an ordinary switch stand 18, bolted to the bed plate 7 and provided with a shaft 19 the lower end 20 of which is bent'at a right angle with said shaft and then upwardly to form a crank the vertical portion 21 being received in a hole 21 formed in the extreme end of said arm 15 and having a turning fit therein. T o the said shaft is attached the usual operating handle 22 which is adapted to be locked in sector notches in the top plate of the switch stand in the ordinary manner.

In Fig. 4 is shown a modification in the form of the derailing block and operating mechanism which will permit trains to pass safely in one direction while the block is in position to derail one approaching from the other way. This is accomplished by placing a split switch spring between the derail block and the switch stand. The latter is located at a sufficient distance from the main track to allow the introduction of a rod 22, which is pivoted at one end to the crank arm 21 and then passes loosely through brackets 23 which are fixed to a flat bar 24. The opposite end of the rod is supplied with a fork 25 which has pivotal connection with the arm 15 by means of a bolt 26. Upon the rod 22 is secured a collar 27, and loosely mounted on the same rod is a washer 28 and between the said collar and washer is located a heavy spring 29 which surrounds the said rod and is limited in its extension by a nut 30 which has threaded engagement with the rod. This arrangement will permit the lateral movement of the derail block with reference to the main track when suflicient force is applied to compress the spring 29.

The method of using my improved derailing block is as follows: The apparatus having been located at the desired point along the main track, the switch is turned to the position shown in Fig. 3 with the crank 20 extending parallel with the main track rails, in which position the derailing block will be swung clear of the track and can in no Way interfere with the passing trains. When it is necessary to set the device in its operative position so that no train can pass in the direction for which the apparatus is set, the crank 20 is swung through an arc of 90 degrees by means of the handle 22. This movement will throw the blockinto the position shown in Fig. 1 In this position the flange of the car wheel, the latter being shown in dotted outline in Figs. 1 and 2, will impinge upon the inclined edge 12 and will readily mount the incline and coming in contact With the flange 13 will be unavoidably deflected to the outer side with the result that the companion wheel will be dragged from its rail. Should by any chance the first wheel be carried over the deflecting flange and still keep its rail, it would be a physical impossibility for a succession of wheel flanges to ride over such a decided obstruction without becoming dislodged from the track. The flange 13 being made sufliciently heavy and the strong flange 9 bearing against the outside of the main rail and being locked beneath the rail head it will be practically impossible to dislodge the device towards the median line of the track even with the impact of a heavy engine proceeding at a high rate of speed.

In the modified form of derail block shown in Fig. 4 the part 31 (Fig.4) is omitted, so that a wheel traveling in the direction of the arrow 32 will strike the flange 13 and thrust the block clear of the rail by compressing the spring 29, the reaction of the latter causing the block to resume its initial position.

It is obvious that certain details of con struction of the devices of my invention as herein disclosed may be departed from with- Out affecting the spirit and scope of my invention and I do not wish, therefore, to be limited to the precise construction set forth.

Having thus described my invention what I claim as new and desire to secure by Letters Patent, is

1. In a derailing device, the combination with a rail of a railway line, of a plate provided with a wheel deflecting flange, a depending flange interlocking with said rail, a slotted arm formed integral with said plate, a pivot engaging the slot in said arm, and operative means connected with said arm for moving the plate.

2. A derailing device, including a rail of a railway, a movable plate, a deflecting flange formed integral with said plate, a depending flange adapted to interlock with the lateral surface of said rail, a slotted arm for the plate, a pivot engaging said slotted arm, and a switch operatively connected with said arm.

3. A derailing device, including a rail of a railway line, a bedlate, a movable plate having a deflecting ange and a depending flange adapted to interlock with the lateral surface of said rail, an auxiliary rail for supporting said movable plate when in its operative position, an arm formed integral with said plate and provided with a slot, a pivot bolt secured to the base plate and engaging said slot, a switchstand secured to the bed plate adjacent to said movable plate and operative connection between the switch and the said arm.

In testimony whereof we aflix our signatures in the presence of two witnesses.

WILLIAM OW'EN CLEGG. OSCAR JAMES ASMANN. Witnesses:

J. B. DoLsEN, JNo. P. ROQUEMORE.

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