US3322947A - Derail - Google Patents

Description

S. W. HAYES May 30, 1967 DERAIL 5 Sheet -Sheet 1 Original Filed Dec. 10, 1959 lory-ax y 5 1967 I s. W. HAYES 3,322,947

DERAIL Original F iled Dec. 10, 1959 5 Sheets-Sheet 2 S. W. HAYES May 30, 1967 DERAIL 5 sheets-sheet y 1967 I s. w. HAYES 3,322,947 I DERAIL 5 Sheet -Sheet 4 Original Filed Dec. 10, 1959 S. W. HAYES May 30, 1967 DERAIL 5 Sheets-Sheet 5 Original Filed Dec. 10 1959 United States Patent 3,322,947 DERAIL Stanley W. Hayes, deceased, late of Wayne Township, Wayne County, Ind, by Brice E. Hayes, executor, Richmond, Ind, assignor to Hayes Traci: Appiiance Company, Richmond, ind, a corporation of Indiana Continuation of application Ser. No. 858,732, Dec. 10, 1959. This application Mar. 10, 1964, Ser. No. 350,915 3 Claims. (Ci. 246-163) The present invention relates to derails and has for its primary object the provision of a new and improved derail.

This application is a continuation of copending application Ser. No. 858,732, filed Dec. 10, 1959, now abandoned.

In certain applications it is desirable to have derails of the sliding type which will in no way interfere with the passage of railway cars or locomotives when the derails are in closed or non-derailing positions. It is, accordingly, an object of the present invention to provide a new and improved derail having a slidable derail block operable between an operative derailing position in which the derail shoe forming part of the movable derail block is seated on the top of the rail and an inactive or nonderailing position in which the track is open and no part of the derail is above the top of the rail.

A further object of the present invention is the provision of a new and improved derail of the sliding type in which the guide box is constructed with side walls that are recessed at their upper edges to provide a seat receiving the block in its inactive position so that no part of the block is above the rails.

Another object of the invention is the provision of a new and improved derail including a guide box having block guiding means comprising a seat extending between and secured to the side walls of the box, which seat serves as a support and guiding means for movement of the block between its inactive and operative positions. Further, the seat serves as an abutment assisting in holding the block in its active derailing position.

In brief, the derail of the present invention includes a derail box and a derail block movably mounted on the box. The box is provided with guiding means for the block and the box as a whole has no portion lying above the top of the rails with which the derail is to be used. The derail block includes opposed bearing means cooperating with the guide means on the box so that the block is movable between operative derailing and nonoperative non-derailing position. In the operative derailing position a derail shoe, forming part of the derail block, is seated on the top of the rail. In the non-operative non-derailing position the block is moved to take the derail shoe off the top of the rail. The construction is such that in this non-derailing position no part of the movable derail block lies above the top of the rail, the upper edges of the side walls of the box being recessed to provide a low seat for the block. Accordingly, the derail will not be likely to be caught by the railway cars or loads. The box guiding means includes a block guiding seat extending between and secured to the side walls and upon which the block rides as it is moved between its inactive and derailing positions.

Other objects and advantages of the present invention will become apparent from the ensuing description, in the course of which reference is had to the accompanying drawings, wherein:

FIG. 1 is a top plan view of a sliding type of derail embodying the present invention, the derail being shown in its active or detailing position (often called the open position) and attached to a pair of adjacent ties;

'FIG. 2 is a view like FIG. 1 showing the derail in its inactive or non-derailing position (often called the closed position).

FIG. 3 is a rear elevational view, partly broken away, of the derail in the position of FIG. 1;

FIG. 4 is a side elevational view illustrating the derail from its toe end, showing the derail in its active or derailing position;

FIG. 5 is a side elevational view, partly broken away, showing the derail in an intermediate position to illustrate the action of the guiding elements;

FIG. 6 is a side elevational view, also partly broken away, showing the derail in its inactive or non-derailing position; v

FIG. 7 is a top plan view, partially broken into section, showing the construction of the derail block, the derail shoe being omitted so that a derail shoe seat defining construction of the forward end of the block can be seen more clearly;

FIG. 8 is a fragmentary cross sectional view taken on the line 83 of FIG. 7 looking in the direction of the arrows and illustrating details of thrust transmitting structure; and

FIG. 9 is a fragmentary plan sectional view taken substantially along the broken line 9-9 of FIG. 4, looking in the direction of the arrows, and showing the position of a thrust shaft relative to the side wall of the derail guide box.

The derail, which is indicated as a whole by the reference character 10, is illustrated generally as being of the sliding type disclosed and claimed in Hayes Patent No. 2,829,246. It includes two main parts, a derail block 12 and a derail guide box 14 upon and in which the block is slidably mounted. The present invention pertains particularly to the guide box and its association with the derail block whereby there is provided a construction in which no part of the derail is above the level of the tops of the rails with which the derail is used in the inactive or non-derailing position of the derail.

The derail guide box 14 includes a pair of spaced apart vertical side plates or Walls 16 and 18. The shape of the side walls may best be seen from FIGS. 4 to 6. They are, in the main, generally rectangular in shape and disposed so that their upper edges are well below the tops of the rail A. The upper edges of the ends facing the rail A, are inclined downwardly, as indicated by the reference character 20, these inclined portions providing a low recessed seat upon which the derail block is seated in its inactive position so that no part of it extends above the tops of the rails. The guide box side walls terminate in upwardly and forwardly extending relatively narrow projections or noses 22 provided at the upper rail facing corner. Each nose extends to about the height of the side plates and is adapted, when the derail is installed, to abut against the web of rail A.

Tlie side plates or walls 16 and 18 are interconnected and braced across their forward ends by a front cross brace structure indicated as a whole by reference character 24. This structure includes a narrow central plate 26 extending between the nose portions 22 of the side plates and welded to the rail facing ends of portions 22. The structure includes also the somewhat curved plates 28 the upturned portions 28A of which abut the ends of palte 25. Plates 28 are welded to plate 26 and to the outer sides of the side plates 16 and 18. Further strength is provided by the generally triangular braces 30 welded to the outer sides of nose portions 22 and the upper sides of plates 28. The front cross brace structure is thus low in vertical height and extends forwardly from the major part of the guide box to the web and between the rail head and base.

The guide box 14 also includes a rear cross brace defining structure 32 which includes a curved top brace or bridging member 34, the downwardly projecting ends of which abut against and are secured, as by welding, to V the top edges of the vertical side plates 16 and 18, respectively. The rear cross brace structure also includes a vertically disposed cross brace or plate 36 of somewhat arcuate shape and secured, as by welding, to the rear edges of the vertical side plates 16 and 18 and to the rear edge of the top cross brace 34.

This structure of side plates 16 and 18, front cross brace 24 and rear cross brace structure 32 defines a shell which is open at the top and at the bottom. This shell is supported on adjacent spaced apart ties B by tie flanges 33 which are secured to the outer faces of the side plates 16 and 18, respectively. The tie flanges are preferably rectangular in shape and are provided with apertures 40 for the reception of conventional spikes C. The tie flanges have widths preferably corresponding to the curved plate 28 of the front cross brace structure 24 so that they may be secured thereto. Additional rigidity is supplied to the derail guide box by middle side braces 41. The middle side braces are generally triangular in shape and are preferably welded to the outer and upper surfaces of the side plates and tie flanges, respectively. It will be observed from FIGS. 1 and 2 that the side extremities of the rear cross plate 36 extend beyond the side plates 16 and 18 and are secured to the upper surfaces of the tie fianges 38. Thus, the shell of the guide box 14 is sufiiciently braced so as to withstand all loads normally imposed upon it during the derailing of a railroad car or vehicle.

The side plates 16 and 18 extend below the upper surfaces of the ties B so as accurately to locate the derail. Substantial differences in rail heights are accommodated by making the derail in different heights.

The derail block supporting and guiding means are located in the guide box between the side plates 16 and 18 and in the rear cross brace 32. These means take the form of structures including a pair of narrow generally arcuate and relatively narrow holding down shelves 42 secured slightly to the rear of the center of the side plates, and a front seat 44 having somewhat triangularly shaped seat defining upper surfaces located adjacent the forward ends of the side plates 16 and 18. The seat extends the full distance between the side plates, thereby to provide an adequate support for the block 12 at all times. The lower central portion of seat 44 is cut away as indicated by reference character 46 to provide necessary clearance for the derail block. The seat structure 44 has a first upwardly and forwardly extending cam surface 44A which serves to raise the derail block as it is moved from its inactive position to its derailing position, see FIGS. 4 and 5. It includes a forwardly extending slightly upwardly inclined surface 44B guiding the derail block toward or away from the rail. It also includes a surface 440 serving as an abutment better to maintain the derail in its active derailing position, see FIG. 4. Further guiding for the derail block 12 is a bearing 48 formed by cutting a generally L or hook shaped slot 50 in the rear cross brace pltae 36 of the derail box.

The sliding derail block 12 includes two main portions, 21 derail shoe 52 and a rear or guiding portion '4. The derail shoe is of composite welded construction and is welded to the rear or guiding portion and supporting ribs to which reference is had hereinafter. It includes primarily a base plate 56 adapted to overlie or rest on the head of the rail when the derail is in operative derailing (or open) position and a deflecting bar 58. The toe end of the derail, i.e., the end upon which a railroad car wheel enters the derail, is indicated by reference character 59.

The rear portion 54 of the derail block 12, shown in plan in FIG. 7, includes a main body or cover plate 60 of substantially uniform thickness having a gentle curve throughout most of its length from its front adjacent the rail to near its rear to form an upper concave surface. It has a wide front end 62 terminating in an outwardly facing edge 64 directed generally toward the rail and forming part of a derail shoe seat against which the rear edge of the derail shoe 52 is seated and to which it is welded. The rear or inner end 66 of the main plate 66 is narrow and projects out from under the rear cross brace structure 28.

A pair of central stiffening ribs 68 are welded to the underside of and extend the length of the plate 60, projecting forward or outwardly from the front edge thereof toward the rail A. At their opposite ends the ribs are formed with integral apertured lugs 70 by means of which the block 12 is connected to operating and target stands or the like. The ribs 68 are deeper at their front ends and project forwardly or outwardly beyond the front edge 64 of the main plate to a cross bar 72 to which the ribs are secured. The cross bar 72 extends between and is welded to a pair of side ribs 74 which are secured to the underside of the main or cover plate 6!} adjacent the sides of the front portion 62.

The side ribs 74 are, at their front ends, shaped similarly to the ribs 68 and project forwardly or outwardly of the main plate 60 toward the rail A. The outwardly projecting ends of the ribs 63 and 74 have fiat upper edges 76 and 78, respectively, to provide with the surface 64 additional seating for the base plate 56 of the derail shoe 52, the ribs being secured, as by welding, to the base plate 56. The front cross bar 72, which is canted so that its lower edge is positioned inwardly of its upper edge, is similarly secured to the derail shoe 52. The forwardly facing edges of the ribs 74 have generally vertical portions 8% which are adapted to engage the gauge side of the rail head when the derail is in open or derailing positions, as shown in FIG. 4.

Adjacent their forward ends the lower edges of the side ribs 74 are notched as at 32 to provide generally semicircular seats for thrust shafts 84 which ride on the guide box seat 44. Each thrust shaft projects sidewardly from associated rib 74 and beyond the main or cover plate 72 to a point close to the adjacent side wall of the guide box 14 (FIG. 7). At its inner end, each thrust shaft 84 is seated against the front cross brace 72 in a notch 88 cut therein. The thrust shafts preferably are welded to the ribs 74 and cross brace 86 which is canted so as to be aligned with main end thrust bearing areas of the thrust shafts.

The shafts 84 are cut away at 92 so that they will pass between the forward ends of the holding down shelves and the front seat 44.

Adjacent their rear or inner ends the side ribs 74 are apertured at 94 to receive short hold down pins 96. As seen in FIGS. 1 and 7, the hold down pins 96 are spaced a substantial distance from the side walls 16 and 18 and should never touch them. Actually, as seen from FIGS. 3 to 5, the hold down pins should not touch the guide box except when unusual stress is applied to the derail block, and then the pins contact the undersides of the shelves 42 to prevent the block 12 from rising beyond its proper path or above its proper position.

The guiding of the derail block toward and from its open or derailing position is primarily accomplished by the thrust shafts 84 riding on the front seat 44 and by an angle section or longitudinally extending hook bearing member 98 sliding on the complementary shaped rear hook bearing 48. The angle section 98 is welded to the upper concave face of the cover plate 60 and is of sufiicient length so that it never rides off the bearing 48 even when the block 12 is in its extreme advanced and retracted positions.

FIGS. 4 to 6 illustrate the manner in which the derail block 12 is moved to and from its open or derailing position. If it be assumed that the block is in its non-derailing or inactive (or closed) position (FIG. 6), then the rear of the block is supported by the angle 98 resting on the bearing 48. The main weight of the block is carried by the walls 16 and 18 of the guide box as the base 66 of the derail shoe 6?. rests upon the seat formed by the upper forward inclined edges 20 of the side plates. In this position it is not essential that the thrust shafts 84 contact the rear sloping surfaces of the front seat 44, but they may, as shown in FIG. 6.

The block is moved to derailing position by applying a force on the lugs 76 acting toward the rail A. The thrust shafts or bearings ride up the sloping rear or inner surfaces 44A of the seat 44 and the angle 98 slides on the rear hook bearing 48, the movement being such that the forward end of the block is raised so that the derail shoe 62 is slightly higher than the rail head (FIG. 5). Further movement of the block toward the rail slides the thrust shafts along the upper gently upwardly inclined surface 44B of the seats 44 and drops the derail shoe on the top of the rail in open or derailing position, as shown in FIG. 4. It will be observed from FIG. 4 that the forward edges 80 of the ribs 74 now rest against the gauge side of the rail head. Also, as shown in FIG. 4, the thrust shafts 84 have moved beyond the top surface 44B of seat 44 so that they are held somewhat against return movement by the abutment defining surfaces 44C. As a result, the derail shoe is quite firmly held seated on the top of the rail.

The movement of the derail from active derailing to inactive position follows a reverse sequence of that described above and is made obvious from FIGS. 4, 5 and 6.

In derailing position, a car approaching the derail will have its wheel ride up toe 59 of the derail shoe. The wheel thereafter rides along the top of the derail shoe and is defiected off the track by deflecting bar 58.

While the present invention has been described in connection with the details of an illustrative embodiment, these details are not intended to be limitative of the invention except insofar as set forth in the accompanying claims.

What is claimed as new and desired to be secured by Letters Patent of the United States is:

1. A derail, including in combination, a derail guide box including a pair of side walls, a front brace connecting the front ends of the side walls and guiding means between said side walls, a slidable derail block movably mounted upon said guide box including a derail shoe having oppositely extending bearing means cooperating with said guiding means, said guiding means and bearing means being so located relative to the box and block that said block is slidable substantially horizontally and transversely of the associated rail between a derailing position in which the derail shoe is seated on the top of the rail and an inactive position in which the block and derail shoe are located to the side of the rail, said guiding means including a separate single front cross brace extending between and secured to the inner sides of said side walls in spaced relation to the front brace, and the underside of said derail block being adapted to seat upon said cross brace as it is slidably moved between its inoperative and derailing posi tions.

2. A derail as claimed in claim 1 in which said cross brace has a first upwardly and forwardly inclined surface, a second central gently upwardly and forwardly extending surface, and a third generally downwardly extending surface forming an abutment assisting in holding the derail block in its derailing position.

3. A derail as claimed in claim 1 in which said box, when installed, rises to a height no greater than the height of the associated rail, and in which the derail shoe in its inactive position has no part located above the top of the rail.

References Cited UNITED STATES PATENTS 728,740 5/ 1903 Mansfield 246-163 778,578 12/1904 Hayes 246-163 892,136 6/1908 Covey 246-163 1,079,990 12/1913 McEvoy 246-163 1,116,075 11/1914 Jones 246-163 1,235,972 8/1917 Hayes 246-163 1,306,961 6/1919 Hayes 246-163 1,449,179 3/1923 Hayes 246-163 1,728,484 9/ 1929 Frazier et al. 246-163 2,829,246 4/ 1958 Hayes 246-163 ARTHUR L. LA POINT, Primary Examiner.

STANLEY T. KRAWCZEWICZ, Examiner.

Claims (1)

1. A DERAIL, INCLUDING IN COMBINATION, A DERAIL GUIDE BOX INCLUDING A PAIR OF SIDE WALLS, A FRONT BRACE CONNECTING THE FRONT ENDS OF THE SIDE WALLS AND GUIDING MEANS BETWEEN SAID SIDE WALLS, A SLIDABLE DERAIL BLOCK MOVABLY MOUNTED UPON SAID GUIDE INCLUDING A DERAIL SHOE HAVING OPPOSITELY EXTENDING BEARING MEANS COOPERATING WITH SAID GUIDING MEANS, SAID GUIDING MEANS AND BEARING MEANS BEING SO LOCATED RELATIVE TO THE BOX AND BLOCK THAT SAID BLOCK IS SLIDABLE SUBSTANTIALLY HORIZONTALLY AND TRANSVERSELY OF THE ASSOCIATED RAIL BETWEEN A DERAILING POSITION IN WHICH THE DERAIL SHOE IS SEATED ON THE TOP OF THE RAIL AND AN IN-

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