US1036518A - Rail-anchor. - Google Patents

Description

B. B. BBTTS.

RAIL ANCHOR. APPLIGATIUN FILED JUNE 1, 1910.

Patented 20, 1912.

a SHEETSSHEBT 1.

WZZIYESSES m g M B. B. BETTS.

RAIL ANCHOR.

.APPLIUATION FILED JUNE 1,1910.

1,036,518 Patented Aug.20, 1912.

3 SEEETSSHBET 2.

1772127220!" 1722728565 ely'aflzz'n 5.86139 B. B. BBTTS RAIL ANCHOR.

APPLICATION 21pm) JUN}; 1,1910.

1,036,518, Patented Aug". 20, 11912.

3 SHEETS-3mm a.

W'znsaaes 56719121777272 5 Betas:

WWW j a prevent the removalof the anchor form the ably simple and eflicie'ntra-ilanchor-applia,

UNITED STATESPATENT OFFICE.

BENJAMIN B. Bn'r'rsor s'r'. tours MIssoUnI, Assm von 'rorosrrrvn RAIL Anc or COMPANY, ,OF LOUISVI LLE, KENTUCKY, A CORPORATION OE VIRGINIA.

RMM C To allnbkom it may concern p Bei' known that I, BENJAMIN B; Burrs, acitizen of -thef. United States, and residentof St. Louis, Missouri, have invented certziin new and useful Improvements in Rail Anchors, of which the following is a full,

true, andv exact'description, such as will enable others [skilled in the art to which it appeit-ains to make and use the same. My invention relates to improvements in rail" anchors -or anti-creeping vdevices and 'hasfp articular reference to a modification of one of the rail anchor forms shown in Letters Patent No. 915,655 granted to me March 16, 1910p In employing rail anchors upon elevated structures 1t -1s desirable and practically necessary to secure them to the-rails in a positive .manner'so that they cannot-dropfrom the rail.'. My so-called one-piece rail anchor, shown in said patent,if properly driven into place upon the rail and against the tie, cannot be easilydislodgedtherefrom, but if carelessly or improperly applied might be loosened by the vibration of pass ing trains and fall 'from the rail. The avoidance of such mischance is the primary object of the present invention.

' j My invention consists in a rail anchor comprising a bar having rail flange engagiiig' 1 'gaged. and disengaged from the rail base prevent the removal of the anchor from the rail afterthe anchor has been placed thereon, My invention also conslsts in a rail anchor comprising a bar having relatively offset or angularly positioned rail base engaging jaws provided with strengthening ribs which are substantially parallel, and which occupy positions substantially perpendicular to respective edges of the'rail when the device is'in operative position thereon;

My invention also consists in various details of construction and in forms and relations, of parts, which, being brought together in one device, constitute a remarkaws at opposite ends adapted to be en-- .Specifioat ion of Letters Patent. Patented Aug, 20, 1912. a Application filed June 1, 19 10. Serial No. 564,499.-

parts appear when the anchor is being.

placed upon or removed from the rail; Fig. 2 1s aslmllar View showlng the railfanchor, rail and the cross t1e in operative positions;

'Fig. 3 is a section ofqthe rail on the line 3-3 of Fig 1 showing the anchor in end elevation. Fig. 4 is a view in end elevation of the anchor before the anchor has been turned to'its clamping position; Fi 5 is a View, similar to Fig. 3 showing the anchor locked to the rail by the bent down retaining lug; Fig. 6 is a detail section of one of the jaws on the line 66 of Fig. 2; and Fig. 7 -is a detail section of one of the jaws on the line 7-7 of Fig. 2.

In said drawings A represents a rail and B a cross tie. The rail shown is of ordi nary cross-section having the usual T base flanges, 11. The bottom 2, of the rail is flat and the upper surfaces 3 of the flanges are slightly inclined.

4tare the edges of the rail base.

The cross tie B is the usual Wooden or metal tie upon which the rail rests, the rail and the tie being arranged at right angles.

The rail is secured to the tie by the usual other fastenings not shown) which prevent lateral displacement of the spikes or rail upon the tie, but do not prevent'longitudinal movement or creeping of the rail,

across the tie. My anchor is designed to prelvent such longitudinal movement 'of the ma 1 This device is made up of four principal parts or integral portions, namely: The bar portion 5, the rail engaging-hooks 6-and 7 and the strut or tie-engaging portion -8. Said bar portion 5 is comparatively thin and Wide and its upper surface lies fiat against the'bottom 2 of the rail when the anchor is raised into engagaing posit-ion.

Thehook 6 forms a continuation of the bar {band its-lower surface9 is coincident with engage the rail flange-in the position shown the top of'the bar. The uppersurface 10 of the hook conforms to the inclined surface 3 of the rail flange, oneportion being inclined at a slightly greater angle'than the inclination of said surface 3 of the rail flange to permit the engagement of the anchor with the rail as more fully described hereinafter. The endsurface, or bottom 11 of the hook conforins to the edge 4 of the rail flange. The end surface llis of'less width than the width, of the hook, being cut-back on the outer side of the anchor or on the side away from the tie as indicated by the dotted line 12 (see-Fig. for the purpose of .increasingthe effective distancebetween the- hooks 6 and ,7 to permit the placing of the. anchor upon the rail base.

The side edge 13 of the hook 6 overhangs.

the inner edge of the bar 5', that is, the edge toward the tie- B, thereby increasing the effective clamping surface of thehoolgan'd as this portion of the hook does not fully in Fig. 1, but is brought into engagement therewith as the/anchor is rotated. to the diagonal position,the inclination of the upper surface 10 of this portion of the hook conforms to the inclination of the surface 3 of therail flange. Consequently as the anchor is rotated to its diagonal or engaged position, said hook Gis wedged upon the rail: flange and engages the upper and lower surfaces of the flange as well' as the'outer edge thereof. The opposite point or edge 14 of the hook is provided with an extension or;

projecting lug '15, whose under or rail engaging-surface extends in a plane with the surface 10'o'f the hook (see Fig. 3).

The space between the outer end of the hook and the bar 5 is greater than the'thickness of the rail engaged at this point as indicated in Figs. 3, 4 and 7, and this permits the placing of the anchor upon the rail in the manner described, as the hook 7 may be passed beneath the rail to'the position illustrated in Fig. 3 as the hook 6 is being'placcd upon the rail. 'After the anchor has been placed upon the rail to the positionlillustrated in-Fig. 3 the bar 5'is raised into con. tact with the lower'surface of-the rail base and the anchor can then be twisted or roaway-.from therail and even beingxrotated back to its: freeing position. This results from the fact that for the anchor to be turned back as shown in Fig. '1, it is neces sary that the edge of the rail flange be forced into the cut away portion of the inner face of the hook 6 and against said face. To accomplish this the .lug 15 would have to be forced farther up into the upper face of the rail flange, but this is prevented by the slop:-

ing surface of said rail flange andthe fact that said. lu 15 has been bent 'into'close contact with the upper face of said rall .flange' when in the position shown in Fig; 2. The space then between the lug 15w and the bar 5 is too small to permit of the thicker portion ofthe rail flange be:

ing forced therein. The anchor is thus .securelylocked upon the rail and cannot'be removed therefrornwithout first bending the projection 15 back to its original position which" can readily be done if desirable by end of the anchor in an obvious manner.

The hook 7 is similar to the hook 6, its lower I surface 16 being coincident with the upper surface of the bar'5 and its upper surface 17 being inclined to conform with the surface 3 of the rail flange. 'The bottom surface 18 of thehook? is cut back away from the edge of the rail so that even in the extreme r0- tated position itdoes not engage the edge 15 of the rail. In-other words, the hook 7 is formed toengage'only the upper and lower surfaces'of the rail flange and not the edge .downward pressure applied tothe opposite of the rail. The free end19of the hook 7 is substantially parallel with the cut-back portion 12 of the'bottom surface 11 of the hook 6 and the distance between the surface12 ofthe hook dand the free end ,19 of the hook 7 is slightly greater than'the width of the rail base thus permitting the placing of the anchor upon the rail in the manner described. Said hook portion 6 is'provided with flanges orribs -20"and 21 which ex-" tend from the free end of the hook around theouter endof same and back along the bottom of the bar 5 merginginto it adjacent the .Il'llddlQiPOIt-lOIl thereof. Said flanges are comparatively. thin and deep and ex tend along the lateral edges of the hook and between said ribs 20 and 21; The hook portion 7 is provided with ribs 23 and 24 along its lateral edges similar to the ribs 20 and 21 on hook 6 and with a shallow central rib 25. Y

The anchor is designed to be placed upon the rail from beneath when the bar 5 issub,-.

stantially' at right angles to the rail, as

bargThe hook portion 6 is also provided with a comparatively shallow central rib 22 shown in Fig. 1, and it is then rotated to a. diagonal position, as shown in Fig.2, in

which position the hooks 6 and 7 are in en? stantially at right angles to the rail when the anchor is in its diagonal or engaged position and therefore the strengthening gagement with. the rail flanges. mThe hooks 6' and 7 are relatively offset to stand subflanges on the hooks also stand substantially atright angles to the. rail in which relation they are best adapted to resist the opening or the breaklng of the hooks by the strains incident to their engagement with the rail base.

The strut or tie engaging member 8 is integral with and joins the hook 7. This strut merges in the back of the hook and the ribs thereon at one end, adding considerable to the strength of the hook, and is preferably inclined downwardly and forwardly toward'the tie. The free end of the strut is provided with a base or pressure foot 26 so arranged that when the anchor is rotated to working engagement with the rail,-as illustrated in Fig. *2, the said base will lie substantially flat against the adjacent face of the tie. It is obvious that as the hook 6 is moved toward the tie the free end of the strut will move out from the rail and being positioned against the tie will tend to force the hook 7 upon the-rail base. The arm 8 may be round or oval in section and either solid or hollow, but in most cases I prefer that its cross-section shall be of an inverted U-shape, as shown in dotted lines in the various figures.

In applying my anchor to a rail, the hook 7 is passed beneath the rail, the bar being substantially at right angles thereto and the hook 6 being brought into engagement with its adjacent rail flange. The anchor is then raised into contact with the bottom of the rail, the hook T. freely passing its adjacent rail edge. From -this position the anchor is freely rotated to a diagonal position thus reducing the effective distance between the hooks and causing them to engage the rail flanges with a wedging action as described. Atthe time that the anchor is rotated the base of the strut is positioned against the adjacent face 0 the tie and the anchor is set in place by a few light hammer blows delivered on the hook 6 to drive it toward the tie. The lug 15, which in this position projects above the rail flange, is now driven or ham mered down into contact with the rail and securely locks the anchor to the rail. As long as the anchor is firmly held against the tie by the tendency of the rail to creep or move in that direction, there is no danger of the anchor falling from the rail, but when by a change in the tide of traflic, or for any other reason the anchor is carried away from or out of contact with the tie, the continual vibration imparted to the rail by the passing wheels may'cause the anchor to be so loosened from the rail flanges that it will rotate back toits transverse position. Should this occur it will still beheld in its raised 05'!- tion and the hook 7 is thus prevented rom passing beneath the rail and consequently the anchor cannot drop from the rail.

Having thus described my invention, I

lug or extended claim as new, and" desire to secure by Letters Patent: a

1'. A rail" anchor comprising a bar of greater length than therwidth of the rail to which it is fitted,.rail engaging members on the bar and a tie engaging portion, said members being so located on the bar thatin one position thereof it may be. lifted against the bottom of therail and rotated to engage said members with therail flanges and one of said members having that part of its upper jaw farthest from the tie provided with an inwardly projecting portion, said port-ion formed to be bent down upon the rail after the device is rotatably positioned thereon, such bendable portion, after it is thus bent, serving to prevent the device from dropping from the rail and from rotating in a backward direction. a

2. A rail anchor comprising a bar of greater length than the width of the rail to which the device is to be attached, angularly disposed opposite rail baseengaging hooks on the bar, and a tie engaging portion, said hooks being so positioned that the bar may be lifted against the bottom of the rail when it is substantially at right angles thereto, and rotated to engage the hooks with the rail, and a bendable projection on the'upper end of one of said hook's formed to be bent down against the rail after the device is positioned thereon, such bendable projection after it has been bent down serving to prevent the device from dropping from the rail, or being turned to its disengaging position.

3. A rail anchor comprising a body portion to extend beneath theflanges of the rail, an armor extension to engage the tie, hooks or jaws at each end of said body pdr tion to grip the flanges of the rail, and a portion on the upper side of to be 'bent against the rail one of said aws flange. a

4. A railanchor formed of a single piece and comprising a body portion 5, a hookor jaw 6 to grip the flange of the rail, the cavity of with a portion of the inner face of the outer wall cut-away, a lug or extended portion 15 at the upper side of said hook or jaw 6 to be bent downward into close contact with the rail flange when in a posit-ion of use, a hook or jaw 7 at the opposite end of-sa1id body portion 5 to grip the opposite rail flange,

and an -arm or extension 8 to engage the said hook or .jaw being formed" of use, a hook or jaw 7 at the opposite end In testimony ivher eof, I have hereunto set of said body portion .5 to grip the opposite my hand, this 10 day of May, 1910, in the 10 7 mil flanTge, and an 01' extension 8 t; presence of two subscribing Witnesses.

engage t'1e tie, said 00 s or jaws 6 and 5 being at such a distance apart-and said. jaw BEL JAMIN BETTS 7 having its inner edge so inclined that the Witnesses: anchor may be readily slipped into engage,- FREDK. J 0. WILSON, ment with the flanges ofthe rail. K. S. STONER.

flit: E

Images