Derail Assembly with Angled Bar and Tie Spacer
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Solution Overview
Problem
Existing derails in the railway industry are either single-ended, requiring repositioning for opposite directions of locomotive movement, or are not securely fixed to varying rail and tie heights, leading to safety concerns and inefficiencies in derailing undesirably moving vehicles.
Innovation Solution
A versatile derail assembly that can be double-ended or single-ended, securely fixed to rails of varying heights and tie widths, with a low profile design to prevent dislodgement by locomotive pilots, featuring angled deflecting bars, hooks, and adjustable clamp and spacer systems for robust attachment.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a double-ended derail is used to derail vehicles moving in both directions, then the derailment capability in both directions is improved, but the derail is subject to longitudinal movement along the track and must be repositioned for oppositely moving locomotives
Solution Approach 1:
The derail bar is designed to be movable along the rail within a controlled range, allowing it to dynamically adjust its position. The bar can be longitudinally moved to engage with wheels of locomotives approaching from either direction, providing derailment capability in both directions while maintaining stable attachment to the rail through its mounting mechanism
Solution Approach 2:
The derail assembly is segmented into a movable derail bar and a fixed mounting structure. The bar portion can slide or move independently along the rail to engage wheels from either direction, while the mounting structure remains firmly attached to the rail, separating the functions of mobility and stability
2Reliability
If the derail is made low profile (not more than three inches above the rail) to prevent dislodgement by locomotive pilots, then the resistance to pilot-induced dislodgement is improved, but the derailment effectiveness may be reduced
Solution Approach 1:
The derail bar is designed with a low profile overall height (not more than three inches above the rail) to prevent pilot dislodgement, but locally features an angled configuration and extended reach that allows it to effectively engage with locomotive wheels. The bar angles downward or extends horizontally to contact wheels even though the mounting point remains low, thus maintaining both reliability against pilots and effectiveness in derailment
Solution Approach 2:
Instead of increasing vertical height to improve derailment effectiveness, the derail bar utilizes horizontal extension and angular orientation in the lateral and longitudinal dimensions. The bar reaches outward and angles to contact wheels at a distance from the mounting point, achieving effective derailment without increasing the vertical profile that would make it vulnerable to pilot dislodgement
3Device complexity
If a single-ended derail is used to simplify the structure, then the device complexity is reduced, but the derail must be repositioned for oppositely moving locomotives which reduces productivity
Solution Approach 1:
The derail bar is designed to be movable along the rail within a controlled range, allowing it to dynamically adjust its position to engage with wheels of locomotives approaching from either direction. This dynamic positioning capability enables a single derail assembly to serve both directions without requiring physical repositioning, thus maintaining structural simplicity while eliminating repositioning requirements
Solution Approach 2:
The movable derail bar provides universal functionality by being capable of engaging wheels from either direction along the track. A single derail assembly with the movable bar can derail locomotives approaching from both directions, making the device universal and eliminating the need for repositioning or having separate derails for each direction
Data Source
AI summary
This invention relates to a derail assembly used in the railroad industry for derailing a wheel of an undesirably moving railed vehicle. The invention particularly relates to derailing a moving locomotive having a pilot at the front of the locomotive. The derail may be a single ended derail or a double ended derail. The derail includes a rigid derail plate which is in direct contact with the upper surface of the rail. An upright derail bar is securely mounted on the derail plate and the derail bar is angled outwardly for engaging a wheel of the locomotive or other railway car when moving undesirably for causing a desired derailment. The second derail bar may be provided in the case of a double ended derail. The derail includes longitudinally spaced rigid hooks at opposite ends of the derail to secure one side of the derail to the rail. The opposite side has a clamp mounted on the derail for securing the derail to the rail. A pair of rigid upright members are longitudinally spaced from each other on the underside of the derail plate. An open space is provided between the upright rigid members. A railroad tie is snugly received between the spaced upright rigid members to longitudinally secure the derail against longitudinal movement caused by an undesirably moving railway car or a locomotive.