US2980035A - Car re-railer - Google Patents

Description

April 18, 1961 e. w. COLE ETAL 2,980,035

CAR RE-RAILER Filed June 18, 1959 2 Sheets-Sheet 2 INVENTORS Unite CAR RE-RAILER George W. Cole, Jansen, and Ernest Falagrady, Sopris, Colo.; said Cole assignor to said Falagrady, Joe Pompia, and Tom Naglich, Las Animas, Colo.

Filed June 18, 1959, Set. No. 821,166

8 Claims. (Cl. 104-273) The primary objects of the present invention are to provide a very simple supporting base for a plurality of adjustable swinging struts whereby the car may be replaced on the rails by a short forward pull or a rearward push of the car or car train; to provide a very simple base of such form and size that it may be inserted in proper position on a wood tie of the roadbed and may properly extend under the flanges of the rails in such manner and to such degree as to be definitely held in a selected position by the rails and the cross tie against any displacement by the forward pull or push of the locomotive, and will at the same time afford a large range of possible positions of the struts to obtain the largest possible degree of cooperation with the power source; to so mount the struts that they will have a swinging movement in a direction transversely of the rails and at the same time have an independent swinging movement in the direction of the length of the rails; to form the struts for quick adjustment of their lengths, it being understood that when it is finally adjusted each of the struts will be approximately of the same length as the other struts, whereby the car may be maintained in a substantially horizontal position, while it is being picked up, traversed, and deposited on the rails; and to so simplify the construction and association of the parts that the rerailing device may be placed in position and operated to replace the car on the rails by unskilled workmen in a minimum amount of time.

In the accompanying drawings:

Figure 1 represents a side elevation of the invention as positioned on the track cross tie and extending under the flanges of the respective rails, to hold it against movement and with the strut members operatively associated with a derailed car at the beginning of the rerailing operation.

Figure 2 is a view similar to Figure 1 showing the parts in an intermediate position, with the car and upper end of the struts approaching their highest position incident to the rerailing of the cars.

Figure 3 is a view similar to Figure 1 wherein the wheels of the car are shown on the rails with the struts still in contact with the car and just about to drop free by their own weight.

Figure 4 is a fragmentary cross section on the line States ce F 2,980,03$ Patented Apr. 18, 1961 and referring first to Figures 1 to 3, there is shown in these figures a cross sectional view of a railway track structure including relatively spaced parallel rails 1010, each such rail being of conventional construction including the usual head 10a, web 10b and flange 100. As is usual the flange 10c of each rail rests on and is fixedly secured to a series of cross ties, ofwhich there is shown but one, this being designated 11 in the cross sectional views represented by Figures 1 to 3 inclusive.

Disposed for movement along these rails 1010 in usual manner is a conventional car structure, exemplified by the mine car 12 which, as usual, is supported on conventional flanged vwheels 13 which are guided for movement along the heads 10a of the respective rails. These wheels are supported on a rigid frame or chassis structure including the rigid cross members 14 and 15 interconnected between the depending rigid supports 16-16.

As is usual the ties 11 are embedded in ballast 16 of usual nature and have their top surfaces exposed.

The re-railing device of the present invention includes a base, designated 18 in its entirety, which is adapted to rest firmly on one of the cross ties 11 between the rails 10 and be firmly secured against tilting thereon. Universally connected to this base 18 are one or more, preferably a pair, of rigid extensible and contractible struts of similar construction each being designated 19 in its entirety. It will be seen that these struts have their universal connections to the base adapted for adjustment lengthwise of the base and thus transversely relative to the rails, such adjustment preferably being along a bracket 20 constituting an integral part of the base 18. The arrangement is obviously such that each of the struts 19 is freely universally swingable about itsconnection to the base 18, whereby when its upper end is operatively positioned beneath a car 12 with the strut inclined, the

, strut may swing so as to have a component of movement transversely to the rails 10. Thus by judiciously selecting the angles at which the struts are disposed when they are initially operatively positioned with their enlarged heads or upper endsin operative engagement with a derailed car, forward movement of the car in a direction parallel to the tracks may exert on the struts forces which will cause them to simultaneously lift the end of the car adjacent one set of wheels 1313 and raise it sulficiently so that the flanges of its wheels 13 will clear the rail heads 10a. The action of the struts is such as will at the same time cause a transverse movement of the car and wheels to operatively position the wheels on the rails.

Adverting now to a somewhat more detailed description of the several elements above described, the base 18 in accordance with the present inventive concept comprises an angle iron member having a vertical flange 21 and a horizontal flange 22. This angle iron base member 18 is adapted to fit over one upper corner of a tie 18 with the horizontal flange 22 resting on the upper surface of the tie and the vertical flange 21 abutting against the adjacent vertical face of the tie. It will be seen that the horizontal flange 22 and the preferably coextensive bracket 20 are proportioned for easy reception between the rails 10, being sufliciently shorter than the distance between the relatively spaced rail flanges 44 of Figure 1, showing one of the struts in enlarged detail.

ure 4.

Referring now in detail to the accompanying drawings,

Figure 5 is a sectional view on the line 5-5 ofFigthe car during the rerailing operation. The length of the horizontal flange 22 and bracket 20 are such as will permit sulhcient transverse movement of the base 18 between the rail so that it may be manipulated in an obvious -manner to position the vertical flange 23 in operative manner with its extensions 23-23 beneath the respective railflanges 100.

The bracket 20, as shown in cross section in Figure 4,

-Will preferably comprise an H-beam disposed diagonally atan angle of approximately 45 degrees to the vertical,

' walls 25 and 26 of the bracket 20 are providedwith a series of perforations 27 which are in registry with each other inlongitudinal planes parallel to the rails 10. These perforations 27in the present embodiment exemplify one manner in which the struts 19 may be conveniently connected to the bracket for adjustment to any of a series of operative positions of the sets of perforations 27. To this end each strut 1? terminates at its lower end in a universal joint structure which includes a clevis 28 having a bore therethrough adapted for removable reception of a pivot pin 29. The arrangement is such that the clevis may be removably selectively positioned between the side walls 25 and 26 of the bracket 20 and secured between any relatively aligned set of perforations 27 by insertion of a removable pivot pin 29. The pivot pin, as is apparent from Figure 4, permits pivotal movement of the clevis 28 about an axis lying in a plane parallel to the rails 10.

The remainder of the strut structure in eachcase preferably will comprise a pair of threaded shanks 30 and 31 respectively with their free ends ,operatively threaded into an internally threaded sleeve 32 to thus provide a turnbuckle structure wherein manual rotation of the sleeve may operate to extend or contract the strut 19 in each case, it being noted that the shanks of the strut have their threads disposed in opposite directions and that the cooperating threaded portions of the sleeve 32 are similarly arranged for, cooperation with them.

At its lower extremity the shank 31 is positioned within the clevis 28 and pivotally secured thereto by a pin 33 disposed atright angles to the pin 29 to complete the universal joint or connection as between the strut and its supporting bracket 26. The upper extremity of each shank 31 will preferably terminate in a suitably 'shaped enlargement or head 34 for engagement with a rigid portion of the frame or undercarriage of a railway car such as is exemplified in the present instance by the cross beam 15.

In the operation of the invention, where a car has been derailed as shown in Figure 1, with its wheels removed from the rails 19 and displaced laterally to one side thereof, the struts are operatively, positioned with their bases 18 upon a cross tie. The selected tie isone which is normally located somewhat forwardly of the cross beam 15, having due regard to the movement to be imparted to the car to cause its rerailing. Such rerailing movement of the car is herein entitled forward movement though obviously this is mere relative term. In positioning the struts19 relative to the car, they will be initially positioned to extend from the base 18 in an upwardly and rearwardly inclined direction relative to the rails andat the same time at least one of .Figure 1, the left hand strut 19 is shown with its upper end transversely tilted toward the left to move the car in. that direction. If desired bothof the struts'rnay be similarly. tilted. 'In the present instance however the 4 a a right hand strut 19 extends in a generally vertical plane parallel to the rails though of course also it is tilted rearwardly to the same extent as the other strut. However the reason for thus disposing this right hand strut 19 vertically in the one plane is simply that it is required to have a somewhat greater lifting component than the other strut in order that the flange of its adjacent wheel 13 may completely clear and pass over the head of the rail 10 whereas the left hand strut 19 is not required to impart such a great lift in order to cause its adjacent left hand wheel 13 to be replaced upon the adjoining railhead 10a. This is because the flange of the last mentioned left hand wheel is not required to pass over the railhead in order to be operatively positioned with respect thereto.

With the struts thus positioned as shown in Figure 1, the car 12 may be either pushed or pulled forwardly by a locomotive or other appropriate means. The term for- Wardly is utilized in this description to mean movement toward the viewer in each of Figures 1, 2, and 3 of the drawings. It will be seen that, mid-way of the rerailing operation as seen in Figure 2, the car will have been partially lifted on its left hand side and, at the same time, by virtue of the transversely tilted left hand strut 19 the left hand wheel 13 will have been moved into abutting engagement with the side of the adjoining rail head 100. At approximately this same time, the right hand wheel 13 will have been lifted to a point wherein its flange is located above and has commenced to pass transversely over the right hand rail 11 Subsequent continued forward movement of the car will cause the struts 19 to swing forwardly through the vertical or dead center position and then to lower the wheels 13 in operative position onto the rails. It will be apparent that during the last stages of such movement engagement between the rail head 10a and the flange of the left hand wheel 13 will serve tolimit the transverse movement of the car and its wheels and maintain the wheels in proper transverse registry with the rails. Thus at the conclusion of the rerailing operation the car will be properly positioned with its wheels on the rails as shown in Figure 3. After the car has reached this position it will be apparent that continued forward movement of the car will automatically rail flanges.

disengage the struts from the car and cause them simply to drop away in a forward direction. This automatic disengagement feature constitutes an important safety factor in the use of the invention since it eliminates any necessity for a workman getting beneath the car to accomplish this function. It will also be readily apparent that during this entire operation there may be exerted on the base of the rerailing device a forward tilting force of considerableextent. However this will be readily resistedby engagement of the extensions 23 beneath the Similarly forward translational displace ment of the base 18 will be firmly resisted by the abutting engagement between the depending vertical flange 21 and the adjoining rearface of the cooperating tie 155.

In this-application there is shown and described only the preferred embodiment of the invention, simply by way .of illustration of the preferred mode of carrying out the invention. However it will be readily apparent that the invention and its several details may be modified in various obvious ways all without departing from the inventive concept as defined in the accompanying olaims.

Having thus'described our invention, we claim:

1. A car re-railer comprising an angle iron base having a vertical flange and a horizontal flange for disposition on a railroad tie between the rails of a track, with said flanges abutting against vertical and horizontal faces of said tie respectively at an uppercorner of the tie, said horizontal flange being proportioned for reception with clearance atits ends between the rails, and said vertical flange having extensions at its opposite ends for projection beneath said rails to prevent upward'tilting of said base,

a bracket carried by said base and generally coextensive in length with said horizontal flange, said bracket being formed with a series of perforations extending through out its length, a pair of universal joints mounted for lengthwise adjustment along said bracket transversely to said nails, and pins selectively insertible through said joints and through said perforations, rigid extensible struts having their lower ends respectively operatively connected to said universal joints for swinging movement relative to said base, each said strut comprising threaded upper and lower shanks interconnected by a threaded turnbuckle sleeve, the upper extremity of each said strut being enlarged for operative engagement with a portion of a car to be re-railed.

2. A car re railer comprising an angle iron base having a vertical flange and a horizontal flange for disposition on a railroad tie between the rails of a track, with said flanges abutting against vertical and horizontal faces of said tie respectively at an upper corner of the tie, said horizontal flange being proportioned for reception with clearance at its ends between the rails, and said vertical flange having extensions at its opposite ends for projection beneath said rails to prevent upward tilting of said base, a bracket carried by said base and generally coextensive in length with said horizontal flange, a pair of universal joints mounted for lengthwise adjustment along said bracket transversely to said rails, rigid extensible struts having their lower ends respectively operatively connected to said universal joints for swinging movement relative to said base, each said strut comprising threaded upper and lower shanks interconnected by a threaded turnbuckle sleeve, the upper extremity of each said strut being enlarged for operative engagement with a portion of a car to be re-railed.

3. A car re-railer comprising an angle iron base having a vertical flange and a horizontal flange for disposition on a railroad tie between the rails of a track, with said flanges abutting against vertical and horizontal faces of said tie respectively at an upper corner of the tie, said horizontal flange being proportioned for reception with clearance at its ends between the rails, and said vertical flange having extensions at its opposite ends for projection beneath said rails to prevent upward tilting, of said base, a pair of universal joints mounted for lengthwise adjustment along said base transversely to said rails, rigid extensible struts having their lower ends respectively operatively connected to said universal joints for swinging movement relative to said base, each said strut comprising threaded upper and lower shanks interconnected by a threaded turnbuckle sleeve, the upper extremity of each said strut being enlarged for operative engagement with a portion of a car to be rerailed. j

4. In a car re-railer, an angle iron base having a vertical flange and a horizontal flange for disposition on a railroad tie between the rails of a track, with said flanges abutting against vertical and horizontal facesaof said tie respectively at an upper corner of the tie, said horizontal flange being proportioned for reception with clearance at its ends between the rails, and said vertical flange having extensions at its opposite ends for projection beneath said rails to prevent upward tilting of said base, a bracket carried by, said base and generally coextensive in length with said horizontal flange, a universal joint mounted for lengthwise adjustment along said bracket transversely to said rails, a rigid extensible strut having its lowerend operatively connected to said universal joint for swinging movement relative to said base, said strut comprising threaded upper and lower shanks interconuected by a threaded turnbuckle sleeve, the upper extremity of said strut being enlarged for operative engagement with a portion of a car to be rerailed.

5. In a car re-railer, an angle iron base having a vertical flange and a horizontal flange for disposition on a railroad tiebetween the rails of a track, with said flanges abutting against vertical and horizontal faces respectively of said tie at an upper corner of the tie, the length of said horizontal flange being appreciably less than the distance between the rails of the track with which it is intended for use, and said vertical flange being of a length greater than that of the horizontal flange and exceeding the distance between such rails, a bracket carried by said base, a universal joint mounted for adjustment along said bracket in a direction lengthwise of said base, and a rigid extensible strut having its lower end operatively connected to said universal joint for universal swinging movement relative to said base, said strut comprising relatively reversely threaded shanks interconnected by a turnbuckle sleeve.

6. In a car re-railer, an angle iron base having a vertical flange and a horizontal flange for disposition on a railroad tie between the rails of a track, the length of said horizontal flange being appreciably less than the distance between the rails of the track with which it is intended for use, and said vertical flange being of a length greater than that of the horizontal flange and exceeding the distance between such rails, a universal joint mounted for adjustment along said base in a direction lengthwise of said base, and a rigid extensible strut having its lower end operatively connected to said uni versal joint for universal swinging movement relative to said base. a

7. In a car re-railer, an angle iron base having a vertical flange and a horizontal flange for disposition on a railroad tie between the rails of a track, with said flanges abutting against vertical and horizontal faces respectively of said tie at an upper corner of the tie, the length of said horizontal flange being appreciably less than the distance between the rails of the track with which it is, intended for use, and said vertical flange being of a length greater than that of the horizontal flange and exceeding the distance between such rails, a universal joint mounted for adjustment along said base bracket in a direction lengthwise of said base, and a rigid strut having its lower end operatively connected to said universal joint for universal swinging movement relative to said .base. a

8. In a car re-railer, an angle iron base having a vertical flange and a horizontal flange for disposition on a railroad tie'between the rails of a track, with said flanges abutting against vertical and horizontal faces respectively of said tie at an upper corner of the tie, the length of said horizontal flange being appreciably less than the distance between the railsof the track withwhich it is intended for use, and said vertical flange being of a length greater than that of the horizontal flange and exceeding the distance between such rails, a bracket carried by said base, and a rigid extensible strut having its lower end operatively connected to said base for universal swinging movement relative to said base.

References Cited in the file of this patent UNITED STATES PATENTS 634,100 Wise Oct. 3, 1899 810,482 Gilman Jan.23, 1906 900,720 Gilman et al. Oct. 13, 1908 978,858 Devitt Dec. 20,1910 2,270,004 Hines Jan. 13, 1942

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