US1742467A - Replacer or rerailer - Google Patents

Description

Jan. 7, 1930. w. GAKLE 1,742,467

REPLACER on RERAILER Filed Dec. 13. 1927 2 Sheets-Sheet 1 Jan. 7, 1930. w. GAKLE REPLACER OR RERAILER Filed Deg. 13, 1927 2 sheetswsheet amount of time and with Patented Jan. 7, 1930 WILLIAM GAKLE, OF CHICAGO, ILLINOIS REPLACER OR RERAILER Application filed December 13, 1927.'

The present invention relates to improve ments in a replacer or rerailer, and refers particularl to a scientifically designed device for efficiently rerailing engines and cars which have become accidentally disengaged from a rail.

This application is a continuation in part of an application previousl filed by me under plate of February 21st, 192 Serial No. 169,-

The rerailer of the present inventiondescribed briefly comprises in combination an inside rerailer and an outside rerailer, and as a feature of the invention, means are provided whereby wheels already engaged with the rail may pass over the rerailer without danger of being derailed by the rerailer.

As another feature,lugs or extensions are provided on the inside surface of each rerailer projecting inwardly from the inner side thereof to prevent accidental disengagement of the rerailers while in use.

The principal object of the present invention is to provide an efiicientdevice for re railing cars and engines, which device is so designed as to effect rerailing in a minimum a minimum amount of effort.

As a further feature of the invention, the inner walls of the rerailers may be so inclined toward the rails so the lower edge of the rerailer will avoid resting upon the spikes which secure the rails to the ties.

The utility of the device as well as other objects, features and advantages, and points of distinction'over the prior art, will be more particularly hereinafter apparent from the following description. V

In the drawings, Fig. 1 is a fragmentary plan view illustrating the rerailers in engagement with the rails.

Fig. 2 is a cross sectional line 2-2 of Fig. 1.

Fig. 3 is a vertical sectional elevational view of the construction shown in Fig. 1, taken on line 33 of Fig. 1, the rails being illustrated in cross section.

F ig. {i is a cross sectional View of the inside rerailer taken on line 4-4 of Fig. 1.

view taken on Serial No. 239,689.

Fig. 5 is a side perspective view of the iriside rerailer. Referring more particularly to the drawlngs, 1 designates the outside rail, and 2 the inside rail secured by means of the spikes 3 to the cross ties 4.

The rerailer of the present invention comprises a set of two elements, which for convenience may be referred to as the inside rerailer 5 and the outside rerailer 6. Each of the rerailers 5 and 6: may be cast or forged I from metalof a suitable strength andthickness. The inner face of the rerailers may have one'or more projections or lugs 7 the purpose of which will be hereinafter more 6 particularly described. The inner side walls 8 of each rerailer may be so inclined toward the rails 1 and 21that the lower edge 8 Will bear upon the base 9 of the rails to avoid the rerailer bearing upon the spikes 3, or any means which may be employed tosecure rails to the ties.

Describing more particularly the inside rerailer, from both side edges 10 the rerailer may taper upwardlyand inwardly toa high 7 point, illustrated at 11. From each edge 10 to the high point 11 a grooved track 12 may be provided, so shaped that it is wide immediately adjacent the edge 10, reducing in width as it extends upwardly, being preferso ably of smallest width at the high point 11. The recessed groove or track 12 maybe defined on one side by wall 13 and on the other by innerfianges 14. The purpose of the dey pressed groove 12 is to direct the wheels to.- ward the rail 2. Each flange 14 may be wide enough and at the same time high enough to prevent the side of the wheel from crowding against the rail, while at the same time directing the upward movement of the wheel on the rerailer. I When the wheel has reached a point desig nated at A the wheel, due to its weight and the force exerted by the outside'rerailer, hereinafter to be explained, the flange of the wheel will be forced against the side wall 15 raised above the high point 11 of groove 12, the portion 16 adjacent this surface 15 being of suflicient thickness and width of surface'to permit the flange of the wheel to bear 1% the wheels on therails.

thereagainst, thus the wheel riding of! the portion 16 and being relieved from cont-act with the inner surface 15 will be caused to be transferred to the rail.

To prevent the wheels already engaged with the rails from becoming accidentally started down the groove 12 and becoming derailed when passing over the rerailers, the flanges 1 L may be grooved as at 17 to provide a groove for the flanges of the Wheels already engaged with the rails, thus guiding them until they have ceased contacting the rerailers. This groove 17 also will function to prevent the rerailedwheel from running down the opposite inclined groove 12 and becoming derailed.

It is to be understood, of course, that the rerailer tapersdownwardly toward both edges 10 from its'high point 11 and that each tapered side is similar in configuration.

Now referring more particularly to the outside rerailer 6, it may be provided with a rela tively wide track or depressed groove18 projecting upwardly and inwardly from each lower edge 19 to a high point 20, the groove 18 being defined by the outside wall 21 and inner flanged walls 22. It is to be noted that the general width of the groove 18 may be greater than the general width of the groove 12, since it is desirable that more latitude be allowed to the outside rerailer than to the inside rerailer. The flanges 22 function in the same manner as the flanges 14; to prevent crowding of the wheel against the rail. By reference to Figs. 2 and 3, it will be noted that the high point 20 of the outside rerailer may be of greater height than the high point 11 of the inside rerailer, and further, this high part 20 may take the form of a surface sloping downwardly and inwardly from a high point 23 to a low point 24. The purpose of this isto cause the wheels to be forced against the inside rerailer 5, that is, to force the flange of the inner wheel against the M bearing surface 15 so that when the wheels ride oil the arts ll and 16 the tread of the wheels will ive on the tread of the rails, or close enough so that a slight further forward or rearward movement will properly align It is to be noted that this sloping part 23, 2a may be disposed on an angle sufiicient to permit the tread of the wheel to bear against the surface of the rerailer, as shown at 25 (Fig. 2). The purpose of this is to avoid the result of having all the weight of the car and wheels being borne by the flange which would soon wear grooves in the surface of the rerailer and hamper its function. I

As another feature of this invention, to prevent the rerailers from slipping orrising and disengaging the rails due to the tremendousweight exerted on them, I may provide one or more lugs 7 on the inside surface of each rerailer next to the rails. When the wheel begins to run into the grooves 12 and 18 of the rerailers the opposite end is liable to be flipped up, thus disengaging the hooked clamps 26 and 27 from the rail. The purpose of these lugs is to prevent this from happening.

The operation of the device should be apparent from the foregoing detailed description. It will be apparent that this is a very eflicient device by which cars and engines which have become accidentally displaced from the rail may be replaced thereon with a minimum amount of effort and within a minimum amount of time. The device is economical in manufacture, easy to use and very effective in operation. It is to be understood,

of course, that other means than the hooked members may be provided for ,detachably locking each rerailer in place on the rail.

I claim as my invention:

1. In combination, inside and outside rerailers, each rerailer comprising a metal structure tapering upwardly from both edges to a high intermediate point, the outside re railer having a higher intermediate point than the inside rerailer, depressed grooves projecting upwardly from said edges defined by side walls whereby the travel of the wheels to be replaced is directed to said intermediate high point and engaged with the rails, means to prevent the wheels engaged with the rails from being derailed, comprising a depressed groove in the side wall of said inside rerailer adjacent the rail. a

2. In combination, inside and outside rerailers, each rerailer comprising a metal structure tapering upwardly from both edges to a high intermediate point, the outside rerailer sloping downwardly and inwardly transversely of the rail, depressed grooves projecting upwardly and inwardly from said edges defined by side walls whereby the travel of the wheels to be replaced is directed to said intermediate high point and engaged with the rails, means to prevent the wheels engaged with the rails from being derailed, comprising a depressed groove in the side wall of said inside rerailer adjacent thev rail.

3. In combination, insideand outside rerailers, each rerailer comprising a metal structure tapering upwardly from opposite edges to a high intermediate point, the outside rerailer having a higher intermediate v point than the inside rerailer, depressed grooves projecting upwardly from said opposite edges defined by side walls whereby the travel of the wheels to be replaced is directed to said intermediate high point and engaged with the rails, means to prevent accidental displacement of the rerailers relative to the rails while in use, comprising a lug on the side of the rerailers adjacent said rails, and an overhanging element disposed at the intermediate portion of each rerailer adapted to to prevent the wheels engaged with the rails from being derailed, comprising a depressed groove in the side wall of said inside rerailer adjacent the rail, and means to prevent accidental displacement of the rerailers while in use, comprising a lug on those sides of the rerailers adjacent the rails, and an overhanging element disposed at the intermediate portion of each rerailer adapted to cont-act the lower side of the tread of the rail when the rerailer is raised.

5. In combination, inside and outside rerailers in combination with rails, suitable means for securing said rails to supporting means having enlarged heads to engage the edge of the base of said rails, each of said rerailers tapering upwardly from both edges to a high intermediate point, the outside rerailer having a higher intermediate point than the inside rerailer and adapted to contact the flange and tread of the rerailed wheel when the same is on the intermediate portion of the rerailer, depressed grooves projecting upwardly from said edges defined b side walls whereby the travel of the whee s to be replaced is directed to said intermediate high point and engaged with the rails, said rerailers each having inside and outside walls, said inside walls being adapted to bear upon the base of said rail at a point substantially removed from the edge of said base whereby said rerailer will not rest upon the head of said securin means.

6. In com ination, inside and outside rerailers in combination with rails, means for supporting said rails, means for securing said rails to said supporting means having enlarged heads to engage the edge of the base of said rails, each of said rerailers tapering upwardly from both edges to a high intermediate point, the outside rerailer having a higher intermediate point than the inside rerailer and adapted to contact the flange and tread of the rerailed wheel when the same is on the intermediate portion of the rerailer, depressed grooves projecting upwardly from said .edges defined by side walls whereby the travel of the wheels to be replaced is directed to said intermediate high point and engaged with the rails, means to prevent the wheels engaged with the rails from being derailed, comprising a depressed groove in the side wall of said inside rerailer adjacent the rail, means to prevent accidental displacement of the rerailers while in use, comprising a lug on those sides of the rerailers adjacent the rails, said rerailers each havin inside and outside walls, said inside walls being adapted to bear upon the base of said rail at a point substantially removed from the edge of said base whereby said rerailer will avoid resting upon the head of said securing means, and an overhanging element integral with the intermediate portion of each rerailer adapted to contact the lower side of the tread of the rail when the rerailer is raised. T

In testimony whereof I aflix my signature.

WILLIAM GAKLE.

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