US1325285A - Car-replacing chock - Google Patents

Description

1. K. FRANK.

CAR REPLACING CHOCK.

APPLICATION FILED Nov.21. 191s.

1 ,$25,285. Patented Dec. 16, 1919.

JOI-IN KAGrA FRANK, OF NEW ALBANY, INDIANA.

CAR-REPLACING CHUCK.

Specification of Letters Patent.

Patented Dee. 1e, 1919.

Application led November 27, 1918. Serial No.7264,375.

To all whom t may concern Be it known that I, JOHN K. F RANK, a citizen of the Unit-ed States, residing at New Albany, in the countyof Floyd, State of Indiana, have invented a new and useful Car- Replacing Chock; and I do hereby declare the following to be a full, clear, and eXact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The invention relates to railway car replacing checks and has for its object to provide a pair of checks, adaptedto be engaged by the wheels of a truck of a railway car. Each chock being so constructed that when a forward movement is imparted to the car the wheels engaging the Yflanges of the chocks will ride up the inclined surfaces, after which the wheels will ride onto corresponding inclined flanges down which they will slide until they are stopped by ribs said ribs being so positioned that the wheels will be in position to engage the rails when a forward movement is imparted to the railway car.

A further object is to provide a pair of inclined car replacing checks having means for engaging the rails, said means preventing displacement of the chocks during the operation of replacing the wheels of a truck of a car on the rails.

'Vith the above and other objects in view the invention consists of the combination and arrangement of parts, as hereinafter set forth and claimed, it being understood that changes in the precise embodiment of the invention may be made within the scope of the claim without departing from the same.

In the drawings Figure 1 is a plan view of a section of railway tracking showing the car replacing chocks applied thereto.

Fig. 2 is a sectional view on line 2-2 of Fig. 1. f

Fig. 8 is a perspective view of the chock that is placed on theoutside of the rails.

Fig. el is a perspective view of the chock that is placed engaging one of the rails but'V between the rails.

' Referring to the drawings the numeral 1 designates a conventional form of railway, which comprises the usual cross ties 2.and rails 3 and 11. When a car is derailed the wheels usually assume the positions shown in dotted lines as shown at 5 in'Fig. 1 said wheels being designated by the numerals 6 and 7. Each of the wheels 6 and 7 is provided with the usual flanges 8 and 9 for en-`r gaging the rail.Y

When the wheels of a car have jumpedY the track and have assumed the positions as shown in Fig. 1, that is a position wherein one wheel is outside of 'one rail and the other Wheel between the the rails, which is the usual and general condition, it is obv vious that it will be necessary to not only raise the wheels upwardly but valso to move the same inwardly until theyV are in lpositions above the rails,'from which positionV itV is necessaryv to allow the wheels to be placed upon the rails by a forward movement of the wheels. To accomplish the abovemovements of the wheels checks 10 and 11 are provided. The chock 10 Yis placed outside of the rail as clearly shown in Fig. 1 and its under side at its inner edge is provided with an elongated slot 12 adapted toV receive the rail 3 thereby vproviding means whereby the chock is prevented from movea ment when the wheels are forced upon the same. The inner upper edge of the chock is provided with a longitudinal rib 13, adapted to be engaged by the flange 8 of the wheel said rib 13 being positioned slightly inwardly from the longitudinal slot 12V substantially the distance ofthe thickness of the flange 8 so that when the flange is positioned against said ribs a forward movement of the wheel will place the ange on the proper side of the rail. The chocks 10 and 11 comprise body members 111, which may be cast and said castings may be lightened by means of the hollows 15, however their upperV surfaces in cross section for compound vcurves 16, which are of the same degree in both chocks. These compound curves merge at their ends into corresponding inclined surfaces which ineline toward the rails and vanish to an edge 17 said inclined surfaces being designated to receive the rail 4, thereby preventing disi placement of the chock when the wheels of the car are moved forwardly. YA shoulder 2O is so positioned that when the flange .of the wheel comes in contact with theY same,

said flangewill be in position to engage the rail when aforward ro rearward movement is imparted to the wheels. A raised surface isV iiof' provided for the reception of the tread of the f wheel7 said surface being designated by the nulneral 2l its ends curving downwardly as at 22 so that the treads of the wheel will roll easily on the rail, thereby preventing the possibility of the iiange being replaced in theMV lwrong position, such for instance as upon the top of the rail.

The operation is as follows, when a car is derailed, as shown in Fig. l, a forward movement is imparted to the wheels, the flanges 8 and 9 of which will engage the curved surfaces 1S of the. checks* As further forward in veinent is imparted the flanges will inove forwardly, but will be cainniedtoward therails by the compound curves of the blocks until the flanges will come iny contact with the rib 13 and the shoulder Q0, after which a forward inoveinent of the wheels will place the saine upon the rails.

The invention having been set forth, what is clainied as new and useful is Gar replacer checks comprising a pair of chocks one of said chocks being positioned outwardly of one of the rails, said outwardly disposed chock being inclined toward the rail, the inner edge of said chock being provided with a longitudinal channel adapted to receive the raile the portion of the chock immediately above the rail being fiat, the ends of the fiat portion being inclined and tapered to a sharp edge, a flange adjacent said flat portion of the chock, said iange being in parallel relation to the rail and spaced inwardly therefrom substantially the distance of the thickness of a wheel flange, the other chock being located inwardly of the other rail, said chock having an inclined surface `tapering toward the inner side of said rail, said inclined surface terminating adjacent the upper face of the rail, a longitudinal channel in the outer edge of said chock for the reception of the rail, the portion of the chock above said longitudinal channel being Hat and having its ends `Jtapering to a sharp edge adjacent the tread of the rail and the inner edge of said'flat portion forming a flange adjacent the inner edge of the tread of the iail.

ln testimony whereof I have signed my naine to this speciiication in the presence of two subscribing witnesses. i

, JOHN KAGA FRANK.

' Witnesses:

Trios. D. MITCHELL,

Roer. L. FRENCH.

Images