BRIEF DESCRIPTION OF THE DRAWINGS
The accompanying drawings are incorporated into and form part of the description of the invention. The drawings illustrate certain embodiments of the present invention and, together with the detailed description of the invention provided below, serve to explain and describe preferred embodiments of the invention. The drawings are not to be construed as limiting the scope of the invention but are intended to assist in fully describing the invention.
Referring to the Drawings
FIG. 1 is a perspective view of a railroad worker moving the derail shoe of one embodiment of a derail, made in accordance with the invention, from the inoperative position to the operative position;
FIG. 2 is perspective view of the derail embodiment of FIG. 1 with the derail shoe of the invention being in the operative position with the deflecting block positioned for engaging the wheel of an undesirably moving railroad car;
FIG. 3 is a perspective view, similar to FIG. 2, showing the derail shoe of one embodiment of the present invention being in the inoperative position with the deflecting block spaced away from the top of the rail;
FIG. 4 is a top plan view of the derail embodiment of FIGS. 1-3, of the present invention with the derail shoe being in the operative position on top of the railroad rail;
FIG. 5 is an end elevational view of the derail embodiment shown in FIGS. 1-4, as viewed from the pivot end of the derail;
FIG. 6 is a side elevational view of the derail embodiment of FIGS. 1-5, with the derail shoe being in an operative position on top of a rail;
FIG. 7 is a sectional view of the derail embodiment of FIGS. 1-6, as viewed along line 7-7 of FIG. 5, showing the derail shoe mounted on a rail;
FIG. 8 is an illustrative drawing showing the derail shoe of FIGS. 1-7 in solid lines, when the torsion spring is in a substantially relaxed condition without biasing the derail shoe in either direction and also showing, in dotted lines, the positions of the derail shoe in both the inoperative position and in the operative position;
FIG. 9 is a top plan view of another embodiment of the derail of the present invention wherein the derail is a double ended derail and wherein the double ended derail is in the operative position on top of the railroad rail;
FIG. 10 is an end elevational view of the derail of FIG. 9 as viewed from the pivot end of the derail; and
FIG. 11 is a side elevational view of the derail of FIGS. 9 and 10 with the derail shoe being shown in the operative position.
DETAILED DESCRIPTION OF THE INVENTION
The Embodiment of FIGS. 1-8
Referring to FIG. 2, one derail assembly, generally 20, of the present invention is shown in the operative or derailing position, as will be described in more detail hereinafter. The derail assembly 20 includes a derail base, generally 22, which pivotally carries a derail shoe, generally 24. FIGS. 1-3 illustrate a pair of spaced railroad ties 26 of conventional construction, usually of wood or other material which can be penetrated by conventional railroad spikes. As shown in FIGS. 1-3, a section of a railroad rail, generally 28, in a conventional manner rests upon the outer portions of the railroad ties 26, transversely thereto. The rail 28 is of conventional steel construction and includes a lower rail flange 30 which rests upon the upper portion of the railroad ties 26, an upper rail flange 32 and a generally upright web 34 which unitarily interconnects the lower rail flange 30 with the upper rail flange 32.
Referring to FIG. 2, the derail assembly 20 is shown in the operative position. The derail assembly 20 is shown in the inoperative position in FIG. 3. In the operative position, the derail shoe 24 is operatively positioned on the upper surface of the upper flange 32 of the rail 28. Referring to FIG. 3, the derail shoe 24 of the derail 20 is pivotally mounted about a pivot shaft 36 which is spaced laterally inwardly from the rail 28 and is rigidly mounted on the derail base 22, as will be described hereinafter in greater detail.
A torsion spring member, generally 38, as seen in pictorial view in both FIGS. 2 and 3 provides upward biasing or lifting assistance to the operator when the operator manually lifts the derail shoe 24, when the derail shoe 24 is both in the inoperative position of FIG. 3, and in the operative position of FIG. 2. Specifically, the torsion spring 38 is designed to be in a stressed condition, that is, in the wound or unwound conditions when the derail 20 is in either the operative position (FIG. 2) or the inoperative position (FIG. 3).
Referring to FIGS. 2-6, the derail base 22 of the present invention is generally of welded steel construction. The derail base 22 includes a pair of spaced horizontal plates 40, each of which rests upon the upper surface of each of the spaced railroad ties 26. The horizontal plates 40 include multiple apertures 43, as seen in hidden view in FIG. 5, for allowing the passage of multiple railroad spikes 42 which are driven into the spaced railroad ties 26 in a conventional manner to secure the assembly 20 in place on the ties 26. The inner facing edges of the horizontal plates 40 each have upright, rigid support flanges 44 mounted thereon, as by welding. The outer faces of the flanges 44 project towards and bear against the inner facing edges of the railroad ties 26 and provide added positioning support for preventing rotational and transverse movement of the derail base 22 and the derail assembly 20 when securely positioned on the ties 26 and adjacent the rail 28. The upright flanges 44 each include a unitary projection 46, having upwardly angled lower portions, which project towards the rail 28. An angled cross support 48 is rigidly welded to the under portions of the projections 46 of the upright flanges 44. The angled cross support 48 extends generally for the entire width of the derail base 22 and is positioned against the upper face of the lower flange 30 of the rail 28. The angled support 48 is also welded to the inner facing edges of the horizontal plates 40 of the derail base 22.
A rigid support rod 50 is welded to the outermost portions of the upright flanges 44. The support rod 50 provides added rigid strengthening for the derail base 22. Preferably, the support rod 50 is in general alignment with the horizontal plates 40. In order to provide further support for the base 22, a pair of support blocks 52 are welded to the upper surface of each horizontal plate 40 and to the outer face of each of the upright flanges 44. Each block 52 is rigidly positioned just below the pivot shaft 36. In summary, the derail base 22 is of heavy duty, rigid, construction and design accomplished by the spaced horizontal plates 40, the upright flanges 44, the angled flange 48, and the support rod 50. The derail assembly 20 is securely positioned adjacent the rail 28 once the spikes 42 are driven through the apertures 41 provided in the horizontal plates 40.
Referring to the perspective views FIGS. 2 and 3, the pivotal derail shoe 24, like the base 22, is of welded steel construction. The derail shoe 24 includes a horizontal deflecting plate 54 which is designed to rest upon the upper surface of the upper flange 32 of the rail 28 when in the operative, derailing position, as seen in FIG. 2. Specifically, the lower surface of the deflecting plate 54, when in the operative position, bears against the upper rail flange 32. A deflecting bar 56 is mounted by welding onto the upper surface 58 of the deflecting plate 54, as seen when the derail shoe is in the operative position of FIG. 2.
As seen in FIG. 4, the deflecting bar 56 is angled, broadly in a range of 11 degrees to 28 degrees from left to right, along and relative to the center line of the upper surface of the upper rail flange 32. When a rail car is undesirably moving along the rail 28, a wheel (not shown) of a railroad car (not shown) will be deflected off the rail 28. This derailing action thereby derails and stops the undesired movement of the car. It is to be understood that such deflecting bars may also be angled in the opposition direction, that is, in case of movement of a railcar in the opposite direction, as from right to left in FIG. 2. Furthermore, double ended derails, such as seen in U.S. Pat. No. 6,202,564, are designed to deflect a runaway rail car moving in either direction along a set of rails. Such a double ended derail embodying the present invention will be described in greater detail with reference to FIGS. 9-11. An added support block 60 is welded to the deflecting plate 54 and abutting against the deflecting bar 56 to provide added rigidifying support for maintaining the angled position of the deflecting bar 56 on the upper surface of the rail 28, as the wheel of an undesirably moving heavy rail car strikes the deflecting plate 54 and the angled deflecting bar 56.
A pair of spaced upright side plates 62 are rigidly mounted, as by welding on the under surface of the deflecting plate 54, as viewed when the deflecting plate 54 is in the position of FIG. 2. The laterally spaced side plates 62 are rigidly interconnected by a front cross brace 64 and a spaced rear cross brace 66, as viewed in FIG. 3. The front brace 64 and the rear brace 66 are each interconnected, by welding, to the inner faces of the spaced side plates 62. Another cross support brace 69 is welded to the top edges of the side plates, as viewed in FIG. 2. The side plates 62 and thereby the entire derail shoe 24, are pivotally carried on the pivot shaft 36 which is rigidly mounted on the base 22. The pivot shaft 36 is secured, as by welding, at its opposite ends to the flanges 44. The torsion spring 38 is mounted on the shaft 36 at the time of construction, as will be hereinafter described in greater detail.
The provision of the torsion spring 38 on the pivot shaft 36, as described herein, provides the desired assistance to manual lifting of the derail shoe 24. One problem with prior manually operated hinged derails is that the manual lifting of the heavy derail shoe 24 can cause injury, particularly back injuries, to the worker. Generally, prior derail shoes 24 of the type used in the railroad industry may weigh 80-120 pounds. The present derail 20 provides a convenient lift handle 68 for the operator to more easily grip the shoe 24. The handle 68 is fixed to the central outer portion of the deflecting plate 54 of the derail shoe 24. The operator must manually lift and pivot the derail shoe 24 upwardly between both the operative and inoperative positions of FIG. 2 and FIG. 3 respectively. The derail shoe 24 is the heaviest when it is completely on the rail, that is in the operative position, or off rail, that is, in the inoperative position. The weight of the shoe 24 is concentrated at its center of gravity which is horizontally farthest away from the pivot axis 36 when the shoe 24 is in the operative and inoperative positions.
During construction of the derail assembly 20, the torsion shaft 36 is passed through the spring 38. The shaft 36 thereby passes through the torsion spring 38 and also passes through the apertures provided in the upright support plates 62 and flanges 44. The outer ends of the shaft 36 are then securely mounted by welding in the openings provided in the upright flanges of the base 22. As seen best in FIGS. 6, 7 and 8, one substantially straight projecting end 67 of the torsion spring 38 is positioned in an aperture 70 on the rear cross brace 66 of the derail shoe 24. As seen in FIGS. 4, 5, 7 and 8, a cylindrical support member 72 is rigidly secured, as by welding, to the support rod 50 of the derail base 22. The support member 72 faces angularly upwardly and inwardly and includes a central aperture 74 which receives the opposite substantially straight projecting end 76 of the torsion spring 38. The spring 38 is thereby operatively secured at both ends 67 and 76 to the derail base 22 and to the pivoted derail base 24.
The torsion spring 38 is installed on the pivot shaft 36, when the pivoted derail shoe 24 is in the generally upright position, as shown in FIG. 8, when the center of gravity of the shoe is substantially directly above the pivot shaft 36. At this rotated position, the derail shoe 24 can be readily held in this generally upright position which is the approximate balance point of the shoe 24 pivotally carried on the base 22. The torsion spring 38 is passed around the pivot shaft 36. As previously described, the pivot shaft 36 is then passed through the openings in the upright flanges 44 of the derail shoe 24. The pivot shaft 36 is rigidly secured, as by welding, within the openings provided in the derail base 22. The shoe 24 is then pivotal relative to the base 22.
In further explanation, the torsion spring 38 is installed when in the solid line position of the upright derail shoe 24 shown in FIG. 8. The spring 38 is in an unstressed condition, because the center of gravity of the shoe is above the pivot axis of the shaft 36. When the shoe is pivoted to the inoperative position (FIG. 3) or to the operative position (FIG. 2), the spring 38 is in the wound or unwound position, that is, the spring is stressed. The torsion spring 38 tends to return to its unstressed condition when in either position. However, the weight of the derail shoe 24 is designed so as to not allow the spring 38 to move the shoe up to an unstressed condition. The stressed spring 38 thereby exerts a lift force against the derail shoe 24 in both positions but the torsion spring 38 and the weight of the shoe 24 are cooperatively designed to keep the shoe down in both the operative and inoperative positions.
Referring to FIGS. 1-8, a lighter weight derail, as about 95 pounds, is shown and the torsion spring 38 is in an unwound, stressed condition when the block or shoe 24 is on the rail 28 as seen in FIG. 2 and is in a wound, stressed condition when the spring 38 is in the off the rail position of FIG. 3. As most preferred, when the derail shoe 24 is on the rail 28 the weight of the shoe 24, such as about 95 pounds, overpowers the lift force of the stressed, unwound spring and the effort to lift the shoe 24 with the handle 68 is only approximately 15-20 pounds. Without the spring 38, the lift force would be at least 30-50 pounds. As the block 24 is further rotated to the off rail position, the spring 38 winds to the stressed, wound condition, increasing its potential energy. The weight of the block 24 overcomes the stressed spring. The lifting effort of the derail shoe 24 from off rail to on rail is also in the 15-20 pound range. In one embodiment, for example, when the weight of the shoe is lighter in weight and is approximately 95 pounds, the specifications of the spring 38 are as follows:
|
Torsion
Cylind
Close Wound Chrome Vanadium
Round
|
|
Wire Dia (in)
0.3310
Mean Dia (in)
1.5790 ± .032
Active Coils
11.2383
|
Rate (#-in/deg)
5.2195
Inside Dia (in)
1.2480
Total Coils
11.2383
|
Spring Index C
4.7704
Outside Dia (in)
1.9100
Active Legs (in)
0.0000
|
Nat Preg (Hz)
94.9118
Min I.D. (in)
1.2081
Addl Feed (in)
0.0000
|
Body Length (in)
4.0509
Devel Lngth (in)
55.7482
|
Max Bdy Len (in)
4.1474
Weight (lbs)
1.3624
|
|
Free
Point 1
Point 2
|
|
Moment Arms (in)
|
Force at Arm (lbs)
|
Moment (#-in)
265.7702
|
Angle (deg)
|
Deflection (deg)
|
UNK Stress (psi)
|
UNK Stress % of MTS
|
|
The specifications for the spring 38, as would be apparent to one skilled in the art, vary depending on the weight of the derail shoe 24 as will be described hereinafter.
Manufacturing Method for the Embodiment of FIGS. 1-8
More specifically, the method of manufacturing the derail assembly 20 is as follows relative to the assembly of the torsion spring 38 on the assembly 20 as described. The derail shoe 24 is inserted into the base assembly 22. The pivot shaft 36 is passed through one side of the support flange 44 of the base 22 and then into the plate 62 of the derail shoe 24. At this time, the end 67 of the torsion spring 38 is inserted into the aperture 70 of the rear cross brace 66 of the shoe 24. The pivot shaft 36 is then passed in the same direction through the center of the torsion spring 38. The end 67 of the spring 38 is positioned in the brace 66 and then the pivot shaft 36 is passed through the opposite side plate of the shoe 24. The pivot shaft 36 is lined up with the aperture in the support flange 44 and the end of the pivot shaft 36 is inserted into the support flange 44. The pivot shaft 36 is then welded at both ends to the support flange 44 of the base 22. The aperture 74 of the cylindrical support member 72 is then slid over the straight projecting end 76 at the torsion spring 38. The derail shoe 22 is then pivoted upwardly approximately 65 degrees to a point where the derail shoe balances at its center of gravity relative to the pivot shaft 36. The spring 38 is unstressed when the derail shoe 24 is balanced. The final method of assembly is to then secure, as by welding, the cylindrical support member 72 to the support rod 50 at the base 22. The spring 38, being unstressed in the upright, balanced condition of the derail shoe 24, comes into a stressed condition, that is, in a wound or unwound condition, when the shoe 24 is in either the operational position or the inoperative position.
Referring again to FIG. 8, the dotted line views show the position of the derail block 24 in the operative position as well as in the inoperative position. As described and as shown in the drawings, there is approximately a 65 degree angle from the horizontal when a relatively light in weight derail shoe 24 is in the solid line position, that is, when the torsion spring is unstressed. Rotating the lighter derail shoe approximately 65 degrees to the on rail position unwinds the spring 38 and the spring 38 stores the strain energy for assisting in rotating the derail off the rail 28 when desired. In the opposite direction, which is from the 65 degree position of FIG. 8 to the hidden line, off rail position shown in FIG. 8, the lighter shoe 24 is approximately 105 degrees from the horizontal. Moving the shoe 24 to the inoperative position of FIG. 8 causes the spring 38 to store the strain energy and winds the spring. The strain energy thereby assists in rotating the lighter derail shoe to the on rail position of FIG. 2 from the off rail position of FIG. 3.
Double Ended Derail Embodiment of FIGS. 9-11
A second embodiment of the invention is shown in FIGS. 9-11. A double ended derail assembly, generally 200, is shown. The derail assembly 200 includes a derail base, generally 202 which pivotally carries a derail shoe, generally 204. The derail assembly 200 is shown in the operative position on a rail 28, shown in dotted line view in FIGS. 9 and 11. Also shown in dotted line view is a pair of railroad ties 26 mounted in a conventional manner transverse to the rail 28. The rail 28 rests upon the upper surface of the ties. The derail shoe 204 of the derail assembly 200 is pivotally mounted about a pivot shaft 206 which is spaced laterally inwardly from the rail 28 and is rigidly mounted on the derail base 202, to be described hereinafter in greater detail.
A torsion spring, generally 208, as seen in solid-line view in FIGS. 9 and 10 and in dotted-line view in FIG. 11 provides upward biasing or lifting assistance to the operator when the operator manually lifts the derail shoe 204 whether the derail shoe 204 is in the operative position of FIGS. 9-11 or in the inoperative position (not shown). As with the assembly of FIGS. 1-8, the torsion spring 208 is in a stressed condition, that is, in the wound or unwound conditions when the derail assembly 200 is in the operative position as shown in FIGS. 9-11 or in the inoperative position (not shown) such as shown, for example, in FIG. 3 of the single-ended derail embodiment of FIGS. 1-8.
The derail base 202 includes a pair spaced horizontal plates 210, each of which rests upon the upper surface of each of the spaced railroad ties 26. The horizontal plates 210 include multiple apertures 212 for allowing the passage of multiple railroad spikes 42 which are driven into the spaced railroad ties 26 in a conventional manner, for securing the assembly 200 in place on the ties 26 and adjacent a rail 28. The inner facing edges of the horizontal plates 210 have upright rigid support flanges 214 rigidly mounted thereon as by welding. The outer faces of the flanges 214 project downwardly and bear against the inner facing edges of the railroad ties 26 to provide added support for preventing rotational and transverse movement of the derail assembly 200 while being positioned on the ties 26 and adjacent to a rail 28. The upright flanges 214 each include unitary projections 216 having upwardly angled lower portions which project towards the rail 28. An angled cross support 218 is rigidly welded to the under portions of the projections 216 of the upright flanges 214. The angled cross support 218 generally extends along the entire width of the derail base in its position against the upper face of the lower flange of the rail 28. The angled cross support 218 is also welded to the inner facing edges of the horizontal plates 210 as seen best in FIG. 11.
A rigid support rod 220 is secured, as by welding, to the outermost portions of the spaced upright flanges 214. The support rod 220 is in general lateral alignment with the horizontal plates 210. A pair of support blocks 222 are welded to the upper surface of each horizontal plate 210 and to the outer face of each of the upright flanges 214. Each block 222 is positioned just below the pivot shaft 206. The derail base 202 is of heavy duty, rigid, construction and generally is comprised of the spaced horizontal plates 210, the angled cross support 218, the upright flanges 214 and the support rod 220. The derail base 202 is securely positioned against the rail 28 once the spikes 42 are driven through the apertures 212 in the horizontal plates 210.
Referring to FIGS. 9-11, the pivotally mounted derail shoe 204, like the base 202, is of welded steel construction. The derail shoe 204 includes a horizontal deflecting plate 224 which is designed to rest upon the upper surface of the upper flange of the rail 28 when in the operative or derailing position as seen in FIG. 11. As shown, the lower surface of the deflecting plate 224, which is in the operative position, bears against the upper rail flange of the rail 28. The opposite ends of the deflecting plate include downwardly and outwardly tapered surfaces 226 located above the rail and are designed to engage a wheel (not shown) of a wheeled vehicle (not shown) such as a freight car undesirably moving whether from the left side or the right side of the rail 28 as viewed in FIG. 9. A pair of transverse flanges 228 are welded to the outer portions 229 of the deflecting plate 224 and project generally rearwardly from the deflecting plate 224 when resting on the rail 28.
A pair of oppositely angled deflecting bars 230 are mounted on the upper surface of the deflecting plate 224 when in the operative position. The deflecting bars 230 abut each other at the center of the deflecting plate 224 and are welded to the upper surface of the deflecting plate 224, as seen in FIG. 9. Each bar 230 extends laterally and angularly outwardly toward the opposite sides of the shoe 204. The outer portions of the deflecting bars 230 are also rigidly supported at their outer positions by the transverse flanges 228 which are secured to the deflecting plate 224. The deflecting bars 230 and the deflecting plate 224 are constructed and arranged to derail a wheel (not shown) of an undesirably moving rail car whether moving from the left side or the right side as viewed in FIG. 9, thereby defining the double-ended derailing capabilities of the double-ended derail assembly 200. Preferably, as seen in U.S. Pat. No. 6,202,564, the deflecting bars each have a deflecting surface which preferably is angled relative to the longitudinal axis of the rail 28 of not more than about 15°. The disclosure concerning double ended derails of U.S. Pat. No. 6,202,564 is incorporated herein by reference.
A pair of rigid, upright support plates 232 are welded to the rear side of each of the rearwardly and outwardly angled deflecting bars 230 to thereby provide added rigid support for maintaining the angled position of the deflecting bars 230 on the upper surface of the rail 28 as the wheel (not shown) of an undesirable moving heavy rail car (not shown) strikes either deflecting plate 224 and ultimately either of the deflecting bars 230, whether the car movement is left to right or right to left as viewed in FIG. 9.
A pair of spaced upright side plates 234 are rigidly mounted, as by welding, on the under surface of the deflecting plate 224 as viewed in FIGS. 9-11. The laterally spaced side plates 234 are rigidly interconnected by a front cross brace 236 and by a rearwardly spaced cross brace 238. Another cross support brace 240 is secured as by welding to the top edges of the side plates 234. The side plates 234, and thereby the entire rigidly constructed derail shoe 204 are pivotally carried on the pivot shaft 206 for pivotal or hinged movement about the derail base 202. The pivot shaft 206 is secured as by welding at its opposite ends to the transverse flanges 214. The torsion spring 208 is mounted around the shaft 206 at the time of manufacture.
The provision of the torsion spring 208 on the pivot shaft 206 provides the desired assistance to the manual lifting of the derail shoe 204. A double-ended derail such as the double-ended derail 200 of the present invention is quite heavy due to the use of additional steel and is close in weight to 120 lbs. The derail 200 further includes a lift handle 242 for the operator so as to more easily grasp and lift the shoe 204. The handle 242 is secured at the central outer portion of the deflecting plate 224 of the derail shoe 204. The torsion spring 208 provides lifting force for manual lifting both when in operative and inoperative positions. The derail shoe 204 is the heaviest when it is completely on the rail 28 or off the rail 28. The off rail position of the derail assembly 200 is not shown but for purposes of simplicity and as will be apparent to one skilled in the art, the off rail position will be substantially the same as the off rail position of the derail assembly 20, as shown in FIGS. 1-8 hereof.
During construction of the derail assembly 200, the pivot shaft 206 is passed through the torsion spring 208. The shaft 206 is also passed through apertures provided in the side plates 234 of the shoe 204 and the opposite ends of the shaft 206 are received in and secured, as by welding, in apertures provided in the flanges 214 of the base 202. One substantially straight projecting end 244 of the torsion spring 208 is received in an aperture 246 provided in the rear cross brace 238. A cylindrical support member 248 is rigidly secured, as by welding, to the support rod 220 of the derail base 202. The support member 248 projects angularly upwardly and inwardly towards the rail 28 and includes a central aperture 249. The opposite substantially straight projecting end 250 of the spring 208 is received in the aperture 249. The torsion spring 208 is thereby operatively secured at both ends to the derail base 202 and to the derail show 204.
The specifications for the spring 208, as would be apparent to one skilled in the art, vary depending on the weight of the derail shoe 204. In the double ended derail embodiment 200 of FIGS. 9-11, for example, when the weight of the shoe is heavier in weight and may weigh about 110-120 pounds, the specifications of the spring 208 are as follow:
|
Torsion
Cylind
Close Wound Chrome Vanadium
Round
|
|
Wire Dia (in)
0.4060
Mean Dia (in)
1.7300 + .032
Active Coils
13.2300
|
Rate (#-in/deg)
9.1600
Inside Dia (in)
1.3240
Total Coils
13.2300
|
Spring Index C
4.2611
Outside Dia (in)
2.1360
Active Legs (in)
0.0000
|
Nat Preg (Hz)
82.3814
Min I.D. (in)
1.2867
Addl Feed (in)
0.0000
|
Body Length (in)
5.7774
Devel Lngth (in)
71.9045
|
Max Bdy Len (in)
5.8958
Weight (lbs)
2.6437
|
|
Free
Point 1
Point 2
|
|
Moment Arms (in)
|
Force at Arm (lbs)
|
Moment (#-in)
|
Angle (deg)
262.8000
|
Deflection (deg)
|
UNK Stress (psi)
|
UNK Stress % of MTS
|
|
Manufacturing Method for the Embodiment of FIGS. 9-11
It is to be understood that the method of manufacturing the double ended derail embodiment 200 of FIGS. 9-11 is substantially the same as for the method of manufacture for the derail assembly 20 of FIGS. 1-8. Therefore, it is considered unnecessary to substantially repeat the method of manufacture of the derail assembly 200 in order for one skilled in the art to fully understand the method of manufacture.
While in the foregoing there has been provided a detailed description of two embodiments of the present invention, it should be recognized to those skilled in the art that the described embodiments may be altered or amended without departing from the spirit and scope of the invention as defined in the accompanying claims.
Patent Application
20080023592
