US765333A - Car-replacer. - Google Patents

Description

No. 765,833. PATENTED JULY 19, 1904. w. E. BURROUGHS & s. H. ELLIS.

GAR REPLAOER. APPLICATION FILED MAR. a, 1904.

N0 MQDEL.

iillillilliV f e Inveniors: 2M5. Mala 6V. ZLQLL/ UNITED STATES WILLIAM E. BURROUGHS AND SEELE H. ELLIS,

Patented July 19, 1904 PATENT OFFICE.

OF NEW YORK, N. Y.,

ASSIGNORS TO LANE STEAM PACKING COMPANY, OF NEWV YORK COUNTY, NEI/V YORK, A CORPORATION OF NEW YORK.

CAR-REPLACER'.

SPECIFICATION forming part of Letters Patent No. 765,333,

dated July 19, 1904.

Application filed March 8, 1904. Serial No. 197,091. (No model.)

T0 at whom it may concern:

Be it known that we, WILLIAM E. BUR- ROUGHS, residing in the borough of Manhattan, and SEELE H. ELLIs, residing in the borough of Brooklyn, in the city of New York and State of New York, citizens of the United States, have invented certain new and useful Improvements in Car-Replacers, of which the following is a specification, reference being had therein to the accompanying drawings, forming a part thereof.

Our invention relates to car-replacers.

Some of he objects and advantages sought and attained in our invention are reliability of operation and interchangeability of the replacers used on opposite rails of the rail way-track, a universal rerailing action upon wheels derailed on either the right or left side of the track, facility and economy in use, and strength, rigidity, simplicity, and economy of construction. v j

Our invention consists in combinations of various features, including a symmetrical construction of the replacer with respect to its longitudinal central vertical plane aflording asymmetrical arrangement of the wheel-guiding ribs or flanges on either side of the rail, whereby the replacer is made interchangeable and universal in action.

Other features of our invention consist in the employment of wheel-guiding flanges of reverse curvilinear form, so that the angularity of the wheel-guiding flange with respect to the rail varies as it approaches the rail and is greatest at points intermediate of its ends, and in forming and disposing these wheel-guiding flanges on opposite sides of the rail, so that they converge forwardly toward the rail up to given points and thence continue farther forward in parallelism with the rail, so as to first guide the car-wheel into the plane of the rail and then guide it forward in such plane and in such location as to fall upon the rail in proper running position.

As to another feature our invention comprises tie-engaging spurs or abutments downwardly and forwardly projecting from the forward portions of two rerailing members disposable on opposite sides of the rail and united by a rail-bridging portion, the tie-engaging spurs being in positions to engage and penetrate the side of a cross-tie, thereby preventing the replacer from moving forward and preventing its front end from being kicked up under stress of operation.

Our invention comprises other important features, which will appear from the more specific description following hereinafter and among which may be mentioned the arrangement of spike-holes in the rear portions of the rerailing members whereby the replacer may be securely spiked down upon the ties and the flaring or angular centering-surfaces on opposing sides of the rail-groove underneath the rail-bridging portion, which centering-surfaces engage the base of the rail on opinvention in claims.

Figure l is a plan viewof a portion of a railway-track, showing two of the car-replacers disposed upon opposite railsin positions for the operation of rerailing derailed car-wheels. Fig. 2 is a side elevation of one of the car-replacers in operative position upon the railway-track. Fig. 3 is a central longitudinal sectional elevation on the line 3 3, Fig. 1, of one of the car-replacers, also in operative position, with the rail and ties in broken lines. Fig. 4 is a front elevation of one of the car-replacers in operative position upon the railway-track and shows the track-rail in section. Fig. 5 is a rear right-hand perspective view of one of the car-replacers.

Our improved car-replacer consists in two rerailing members a, united by a rail-bridging portion 61, this rail-bridging portion preferably extending the entire length of the rerailing members and at its rear end comprising side walls/c, as well as a top wall cl, and these walls together constituting a central longitudinal rail-groove in the replacer. The rerailing members comprise wheel supporting and raising webs and surfaces (0, inclining upwardly in forward direction from an elevation below the top of the rail to an elevation equal to or, as in the instance illustrated, above the elevation of the rail-top, where the wheel-supporting surfaces merge with, the surface of the rail-bridge between them. At their rear and lower ends the rerailing members lie upon the upper side of a cross-tie, so that the rise of their wheel supporting and raising surfaces commences substantially at the elevation of such upper side of the tie, and at such rear ends the rerailing members are provided with spike-holes 0, through which spikes may be inserted into the top of the tie,

to secure the replacer firmly in operative position.

W heel-guiding ribs or flanges I) extend along and constitute the outer lateral limits of the wheel supporting and raising surfaces and converge from the rear end of the replacer, where such surfaces are broadest, forwardly toward the rail-bridging portion to points of nearest approach thereto, where the wheel supporting and raising surfaces are reduced to minimum width and are reversely curved, being in substantial parallelism with the rail at the rear end of the replacer and increasing in angularity to the rail up to about the midway portion of the curves, where the curves are reversed and continue forward still convergingly toward the rail, but with diminishing angularity, until they come again into substantial parallelism therewith at their points of nearest approach thereto and are thence continued forward in a parallel extension. Depending continuations of the wheel-guiding flanges extend below the inclined webs a, constituting the wheel-supporting surfaces, and form stiffening-ribs for such webs and side walls for the replacer. These stiifening-ribsj increase in depth and strength from the rear end of the replacer forwardly and at their forward ends unite with a transverse front wall or web II, extending downward from the front ends of the rail-bridge and wheel-supporting webs and extending transversely from one of the stiffening-ribs to the other. This front wall is provided with a central groove or slot, which receives the rail and constitutes a continuation of the rail-groove, which starts at the rear end of the replacer between the bridge-walls 7r and continues on the under side of the railbridge throughout the entire length of the replacer, being most shallow where the bridgewalls disappear and the wheel-supporting,

webs merge With the upper wall of the railbridge.

The front wall '1: together with the forward portions of the stiffening-ribs j constitute the front base of the replacer, which lies upon the top of one of the cross-ties and is provided with tie-engaging abutments or spurs h, depending from the stiffening-ribs jand having forwardly-inclined front faces adapted to engage and penetrate the rear side of a cross-tie.

The replacer is provided at its rear and front ends and oneither side of its railgroove with angular or flaring surfaces and 6, respectively, below the rear ends of the bridgewalls in and below the front wall 1'. These surfaces assist in centering and bearing the replacer upon the rail and rail-base, as illustrated.

It will be noted that the bridge-walls also constitute stiffening webs and lend great rigidity to the replacer and that the replacer has ample bearing at its forward and rear ends upon the cross-ties and rail-base and ample bearing throughout its entire length upon the head or top of the rail.

The symmetrical construction of the replacers effects the desired operation by reason of the spacing of the wheel-guiding ribs Z), so that whenthey are in operative position on the rails the transverse distance from the guiding-wall of either inner guiding-rib b to the guiding-Wall of the outer guiding-rib Z; of the other replacer is greater than the wheelgage, and therefore the inner guiding-rib will always be the effective guide in finally locating the car-wheels relatively to the rails.

By reason of the termination of the wheelguiding ribs in portions parallel with the rails and the reverse curving of these ribs the wheels are not only eflcetively brought into proper position to engage the rails, but are also guided forward before delivery to the rails in the direction in which they will be guided by the rails, so that the wheels roll off the replacer and engage the rails and move thereon without change in the longitudinal di-. rection of their movement.

The rolling-stock used on railways is of very great weight, the larger locomotives weighing in the neighborhood of one hundred and thirty tons. A successful car-replacer of universal application must be capable of carrying the wheels supporting this very great weight andelevating them and placing them properly on the rails. Our car-replacer is well adapted for this work, and by reason of its construction and the utilization of the support of the ties, rail-base, and rail the required rigidity and strength are attained without unusual weight or bulk of the replacer, so that the device has the necessary portability and can be carried on the ordinary trains and used by the ordinary trainmen. Our device also possesses the required resistance to displacement which is necessary toa satisfactory performance of its functions in rerailing locomotives of this great weight.

Various modifications of the particular structure shown and described and coming within the spirit and scope of our invention will be apparent from the foregoing disclosures.

What we claim, and. desire to secure by Letters Patent, is

1. A portable car-replacer comprising two ing abutments in upwardly-inclined wheel supporting and raising members united by a rail-bridging portion and adapted to lie upon the ties and on either side of the rail, their front parts being provided with downwardly-extending tie-engagpositions to engage the upright sides of the ties.

2. A portable car-replacer comprising two upwardly-inclined wheel supporting and raising members united bya rail-bridging portion and adapted to lie upon the ties and on either side of the rail, their front parts being provided with downwardly-extending forwardlyinclined tie-engaging spurs in positions to engage and penetrate the upright sides of the ties.

3. An interchangeable car-replacer comprising two rerailing members symmetrical relative to each other with respect to thevertical plane of the longitudinal axis of the replacer and united by a rail-bridging portion disposed substantially in such longitudinal axis, the rerailing members having wheel supporting and raising surfaces inclining upwardly in forward direction from an elevation below the rail-bridging portion to an elevation substantially equal thereto, and having wheel-guiding flanges of reverse curvilinear form approaching parallelism with the rails as they approach their advance ends.

4. An interchangeable car-replacer symmetrical with respect to its central vertical longitudinal plane and comprising two rerailing members united by a rail-bridging portion, such rerailing members having wheel supporting and raising surfaces inclined in forward direction upwardly from an elevation below the railtop to an elevation above the rail-top, and having wheel-guiding flanges of reverse curvilinear form approaching parallelism with the rails as they approach their advance ends.

5. A car-replacer comprising two rerailing members united by a rail-bridging portion and adapted to lie upon the ties and having wheel supporting and raising surfaces inclined upwardly in forward direction and having forwardly-converging wheel-guiding ribs along the outer limits of such wheel supporting and raising surfaces and the forward parts of such rerailing members being provided with downwardly-extending tie-engaging abutments in position to engage the upright sides of the ties, and means for securing the rear end of the replacer to the railway-track.

6. A car-replacer comprising two rerailing members united by a rail-bridging portion and adapted to lie upon the ties and having wheel supporting and raising surfaces inclined upwardly in forward direction and having forwardly-converging wheel-guiding ribs along the outer limits of such wheel supporting and raising surfaces and the forward parts of such rerailing members being provided with downwardly-extending tie-engaging abutments in positions to engage the sides of the ties and such rerailing members being provided at their rear ends with spike-holes in positions to admit the insertion of spikes through such rear ends and into the top of a tie.

7 A car-replacer symmetrical with respect to its longitudinal central vertical plane and comprising two rerailing members united by a rail-bridging portion in relative positions for locating such members on opposite sides of the rail and such rerailing members having wheel-supporting surfaces and wheel-guiding ribs thereon converging from the rear end of the replacer forwardly toward the rail in reverse curvilinear form and thence extending farther forward in parallelism with the rail.

8. A car-replacer comprising two rerailing members adapted to be placed on opposite sides of the rail and united by a rail-bridging portion, such members having Wheel-supporting surfaces laterally limited by wheel-guiding flanges converging forwardly toward the rail in reverse curvilinear form to points of nearest approach and thence extending farther forward in parallelism with the rail.

9. A car-replacer comprising two rerailing members integrally united by a rail-bridging portion and having a rail -groove between them adapted to receive the head of the rail, and inclined centering-surfaces on opposite of in positions to engage the rail-base.

10. An interchangeable car-replacer symmetrical with respect to its longitudinal central vertical plane and having in such plane a longitudinal rail-groove adapted to receive the head of the rail and having flaring centering-surfaces on opposite sides of the groove and at each end thereof in positions to engage the rail-base and the'replacer comprising rerailing members disposed on opposite sides of the rail-groove.

sides of the rail-groove and at each end there- In testimony whereof we have afliXed' our signatures in presence of two witnesses.

WILLIAM E. BURROUGHS. SEELE'H. ELLIS. Witnesses:

HENRY D. WILLIAMS, HERBERT H. GIBBS.

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