US1095627A - Car-replacer. - Google Patents

Description

E. J. PINK.

GAR REPLAGER.

APPLICATION FILED OUT. 7, 1912.

. 1 095 27; I Patented May 5,1914.

[N VEN T OR 17. JFc'n/T'c M1 "JLUMBIA F'LANOGRAPH (0 WASHINGTON, n. c.

EDWARD J. FINK, OF EAST RAIDFOBCD, VIRGINIA.

CAR-REPLACE-R.

Specification of Letters Patent.

Patented May 5, 1914.

Application filed October 7, 1912. Serial No. 724,418.

To (12110710221 it may concern:

Be it known that I, EDWARD J. FINE, citizen of the United States, residing at East Radford, in the county of Montgomery and State of Virginia, have invented certain new and useful Improvements in Car-Replacers, of which the following is a specification.

This invention relates to car-replacers, and has as its object to provide a device of this class which may be readily and conveniently used for the purpose of replacing the wheels of a truck, upon the rails, regardless of the angle assumed by the truck with relation to the rails.

The replacer embodying the present invention consists essentially of two replacing blocks which, while in a general way, of the same construction, differ slightly in the curvature of their tread portions and are designed to be used one between the rails and against the inner side of one rail and the other against the outer side of the other rail, the first mentioned block having its tread portion of such form as to guide the respective wheel of the truck onto the rail against which it is disposed and the other block being constructed to convey the opposite wheel of the truck over the other rail without the flange of the wheel riding over the tread of the rail,

A further aim of the invention is to provide a car replacer so constructed that its use will not be liable to result in cutting of the ties and loosening the spikes securing the rails to the ties.

For a full understanding of the invention reference is to be had to the following description and accompanying drawing, in which Figure l is a perspective View of the carrcplacer embodying the present invention. Fig. 2 is a bottom plan view of one of the replacing blocks. Fig. 3 is a front elevation of the block shown in Fig. 2. Fig. 4 is a vertical transverse sectional view on the line a d of Fig. 2 and illustrating the manner in which the block is to be placed with relation to that rail against which it is disposed. Fig. 5 is a perspective view of the other one of the blocks.

Corresponding and like parts are referred to in the following description and indicated in all the views of the accompanying drawing by the same reference characters.

In the drawing, that one of the car-replacing blocks which is to be disposed between the rails and against the inner side of one of therails is indicated in general by the reference letter A, and the other block whlch is to be disposed against the outer side of the other one of the track rails, is indicated by the reference letter B.

The block A includes a base 1, the under side of which is flat and unbroken and integral with the upper surface of the base 1 is a web 2 provided at its upper side with a tread 8. As shown in Fig. l of the drawing, the upper surface of the base 1 is inclined or sloped upwardly from each lateral edge of the base and merges with the side faces of the web 2. The tread 3 extends from the rear end of the base 1 to the forward end of the web 2, and being gradually curved upwardly from its first to its last mentioned ends. In form the tread 3 closely resembles the tread of an ordinary rail. The web 2 of the block A, at the forward end of the block, is extended forwardly beyond the forward end of the base 1, as indicated at 4 and is undercut as indicated at 5 so as to fit against the side of the tread of the rail against which the block is disposed. In order that the block may be disposed against the inner side of either of the track rails without imposing any weight upon the base flanges of the rails, the base 1 is beveled upon opposite sides at the forward end of the block, as indicated at 6.

As illustrated in Fig. 1 of the drawing, the block A at the highest point in its tread surface is of a height but slightly greater than that of the rail against which it is disposed and it is so proportioned in order that the wheel of the truck riding up on the tread surface will be directed onto the respective track rail without jar, and for the further reason that the flange of the wheel may strike against the side of the tread of the rail without riding over the tread. The block B includes a base 7 which is similar in form to the base 1 of the block A, and a web 8 which corresponds to the web 2 of the said block A. The base 7 at the forward end of the block is beveled at opposite sides as indicated at 9, this beveled forward end of the base corresponding to the beveled end 6 of the base 1. The tread of the block B is indicated at 10 and is substantially of the same cross-sectional form as the tread 3, of the first described block. However, the curvature of the tread 10 is of greater degree than the curvature of the tread 3. Another point of difference between the tread 10 and one indicated at 3, is that whereas the tread 23 is inclined continuously upwardly from the rear end to the forward end of the block A, the tread 10 is curved upwardly from the rear end of the block B to a predetermined point between the ends of the block and from this point is curved continuously downwardly to the forward end of the block, the highest point. of the tread 10 being approximately at 11.

it will be observed from an inspection of Fig. 1 of the drawing that the forward end portion of the tread 10 and the forward end portion of the web 8 are extended forwardly beyond the forward end of the base 7 so as to form a nose 1?.

it will be noted by referring to Fig. 1 that the under side of the nose 12- is designed to rest upon or engage over the tread of the rail against which the block is disposed and that the tread portion 10 of the block at and ad jacent the point 11. is considerably higher than the tread of the rail so that a wheel rising up on the tread 10 will pass above the rail against which the block is disposed and its flange will not ride over the tread of the rail. The tread 10 from the point 11 to the forward end of the block being curved con tinuously downwardly, the wheel riding up upon the tread will be directed onto the rail without jar and in proper position for travel. In order to brace the block 13 with relation to the rail against which it is disposed, a bolt 13 is provided and at one end this bolt has hooked end 14 shaped to engage over the tread of the rail in the manner shown in Fig. '1, the other end of the shank of the bolt being inserted through an opening 15 formed in the web 8 of the block and having threaded upon it a nut 16 which may be turned to draw upon the bolt 13 and firmly clamp the block with relation to the rail.

From the foregoing description of the in- 1 vention it will be seen that there is provided a car-replacing device which may be readily and conveniently set up in position for use and which will guide the wheels of a derailed truck onto the track rails without jar and in proper position for travel and .without likelihood of the flanges of the wheels cutting into the treads of the track rails.

Having thus described the invention what is claimed as new is 1. In a car replacer, a member including a base, a web upstanding from the base, and a tread supported by the web, the said web at the forward end being cut away beneath the tread so as to form a nose arranged to rest upon the tread of a rail, the surface of the tread being curved continuously from its rear end to its forward end, the highest point in the curved surface of the tread being loated immediately rearwardly of the said nose, the said tread being of substantially the same width throughout its entire length and the nose being in direct alinenient with the body of the tread, the base being increased in thickness from its outer edges toward its juncture with the web and the forward end of the base being beveled upon its opposite sides whereby the replacer is adapted for disposal against either side of a rail in various angular relations to the rail.

2. In a device of the class described, a member including a base, a web upstanding from the base, and a tread supported by the web, the web of the base being cutaway at the forward end of the member to form an overhanging nose arranged to rest upon the tread of a rail and the upper surface of the tread merging with the upper surface of the nose and the said surfaces being continuously curved from end to end of the member, the base at its opposite sides and rearwardly of the nose being beveled to afford forwardly converging faces, and the web leneath the 'ail portion of the nose being beveled upon opposite faces and having its said faces merging with the beveled faces of the base.

In testimony whereof I a'tlix my signature in presence of two witnesses.

EDiVAldD J. FINK. [1 s] lVitnesses P. IIEARSLEY, M. M. CALDWELL.

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

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