US1321420A

US1321420A - Bail-anchor

Info

Publication number: US1321420A
Authority: US
Publication date: 1919-11-11
Anticipated expiration: 1936-11-11

Description

E. C. DANNER AND A. OSWALD.

RAIL ANCHOR. APPLICATION FILED JUNE 10. mm.

Patented Nov. 11, 1919.

miZ 614901271162" 3 BY aslflald.

I ATO R: NZEY UNITED STATES PA NT OFFICE.

EMIL C. DANNER, OFWESTMONT BOROUGH, AND AUGUST OSWALD, 0F CONEMAUGH BOROUGH, PENNSYLVANIA.

RAIL-ANCHOR.

Specification of Letters Patent.

Patented. Nov. 11, 1919.

Application filed June 10, 1919. Serial No. 803,137.

T 0 all whom it may concern:

Be it known that we, EMIL C. DANNER, a citizen of the United States, residing at-3rd avenue and Luzerne street, in the borough of Westmont, in the county of Cambria and State .of Pennsylvania, whose post-office address is Johnstown, Pennsylvania, and AUGUST OSWALD, a citizen of the United States, whose residence and post-office address is 118 Oak street, in the borough of Conemaugh, county of Cambria, and State of Pennsylvania, have invented certain new, and useful Improvements in Ra1'lAI1Cl10IS;'

and we 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.

Our invention relates to rail anchors, Which are preferably made of metal, arranged to be secured to and grip the flange of a railroad rail, and when in position adapted to abut against an adjacent railroad tie to prevent the rail from creeping longitudinally.

Our invention consists of a metal rail anchor, preferably of spring steel, tempered or otherwise, having a curved or otherwise oflset intermediate portion, which ma or may not be thinner than the other portions, and adapted to be partially straightened by bending or springing to facilitate putting the rail anchor in place on the rail flange and assist in retaining it in position. Our rail anchor is also provided with two upper rojections or jaws, preferably diagonally ocated with respect to the rail axis and general direction of the rail anchor, which upper projections are adapted to overlap and contact with the upper portion of the rail flange adjacent to its edge, while the lower part of the rail anchor is provided with one or more projections, which extend in the general direction of the rail, these lower projections having sharp upper corners or edges adapted to bite into the lower portion of the rail flange and thereby maintain the anchor in position on the rail to resist the longitudinal creeping thereof. The anchor is further provided with a pair of laterally extending end portions, each of which is adapted to contact with the rail' tie, and the form and construction of the anchor is such that when these end portions contact with the tie as the rail tends to creep, this will slightly cant or tip the rail anchor so that the upper sharp edges of the lower projections will cut or embed themselves into the under surface of the rail flange and the upper projections will also clamp the rail flange and prevent the movement of the anchor on the rail. The upper projections are arranged diagonally and contact with the sloping upper surface of the rail, and any tendency for the rail anchor in general to attempt a diagonal position with respect to the rail axis is resisted by the sloping upper surfaces of the rail flange, for the reason that any attempted movement of one end of the rail anchor would increase the angle of the slope of the contacting edge of the upper diagonal projection and prevent its displacement and the movement of the rail anchor.

Having thus given a general description of our invention, we will now, in order to make the matter more clear, refer to the annexed sheet of drawings, which forms part of this specification, and in which like characters refer to like parts.

Figure 1 is a top plan view of a portion of a railway track showing the application of our invention; Fig. 2 is a vertical transverse sectional elevation taken on the line II-II of Fig. 1; Fig. 3 is a side elevation of the anchor illustrated in Figs. 1 and 2; Fig. 4 is a top plan view of a slightly modified form of our rail anchor; Fig. 5 is a top plan View of another slightly modified form of rail anchor; Fig. 6 is still another slightly modified form of our rail anchor; Fig. 7 is a top plan view of a little more than half of another slightly modified form of rail anchor and Fig. 8 is a side elevation of the same portion. of the rail anchor shown in Fig. 7.

Referring now to the characters of reference on the drawings :1 indicates a rail in general, 2 are the base flanges thereof which are horizontal on the bottom and sloping on their upper surfaces, as is customary. 3 is the railroad tie, which usually has rounded corners as illustrated, so that it contacts only with the lower portion of the rail anclioiwhen in position, in such a way that any tendency of the rail to creep longitudinally will be prevented by the slight canting of the rail anchor. causing the cutting edges of the lower projections thereof to bite into the bottom of the rail flange and prevent its movement, thus acting on the principle of a lever. The railway spikes are 4. 5 is the rail anchor in general as illustrated in Figs. 1, 2 and 3, 6 are portions of the rail anchor intermediate of the ends thereof, 7 is the intermediate thinner offset portion which may be curved or otherwise, this portion acting as a spring when the anchor is bent to put it on the rail, 8 are the end portions of the rail anchor shown as slightly curved and adapted to abut against the railroad tie for the purposes previously described, 9 are the lower ribs or projections, the upper and extreme edges of which are preferably sharp and adapted to bite into the lower surface of the flange of the rail when a movement of the rail causes it to press the anchor against the tie, 10 generally indicates the notch or space in the rail anchor in which the rail flange is seated, 11 are the upper jaws or projections of the rail anchor, which are preferably inclined diagonally as shown, the lower surfaces of which are adapted to contact with the upper surfaces of the rail flange near the edges thereof, the diagonal position of these jaws being such that the angle made by their contact line with the upper surface of the rail flange as measured from the flat or lower surface of the rail flange, is a less angle than that between the base of the rail flange and its upper surface as measured at right angles to the rail axis, so that any tendency to shift one end of the rail anchor on the rail flange would be prevented by the attempted increase of this angle, which would cause the jaws to bite more firmly on the upper surface of the rail flange. The upper extreme ends of'these jaws may be made rounded in such a way as to allow the rail anchor to be placed upon the rail by inserting it below the rail flange and forcibly pushing it upward by means of a lever or a bar or other means, thus causing the projections 11 and the intermediate offset portion to spring slightly to allow the jaws to pass over the edge of the rail flange and.

spring back again over the upper surface thereof. When placing the anchor in position, we may also increase the width of the jaw 1 opening by springing or partially straightening the central intermediate oifset portlon of the rail anchor, which will, of

course, increase the length between the jaws eaneeo spring portion, 17 are the end portions or abutments, adapted to contact with the tie, 18 are the lower ribs or projections formed integrally with the rail anchor by folding the material upon itself as indicated, instead of the solidly formed portions 9 in Figs. 1, 2, 3 and 4, 19 is the rail recess of the rail anchor in which the rail base is adapted to be seated, 20 are the upper jaws or diagonally projecting portions; 21 is the rail anchor in general as illustrated in Fig. 6, 22 are parts of the intermediate portion thereof, 23 are the end portions or abutments of the rail anchor shown asstraight portions, 24 is the central thinner oflset spring portion, 25 is the rail seat .or recess adapted to receive the rail base, 26 are the lower longitudinal extending ribs or projections having sharp upper edges formed integrally by bending the rail anchor, the side portions of these being spaced apart, conducing to ease of manufacture by rolling, pressing or otherwise, 27 are the upper diagonally disposed jaws or projections, 28 indicates a lever shown in dotted lines suitable for securing the rail anchors in place, 29 is the projecting arm thereof adapted to contact with the upper surface of the rail head, 30 is a hook portion-at the bottom of the bar adapted to contact with an anchor member 38, which member has a hook engaged over the edge of the rail flange in such a way that the movement of the upper end of the lever 28 toward the rail forcibly springs the rail anchor into position, as heretofore described. This bar 28 and its attachments are only shown diagrammatically in order that we may simply illustrate the placing of the rail anchor in position, but we wish it understood that any other suitable means may be used, as will be obvious to those skilled in this art. As illustrated in Figs. '5' and 8, 33 is an inclined intermediate portion of the rail anchor 31, which in this case is formed with a greater angle to the rail axis than the corresponding portions of Figs. 4, 5 and 6, the idea of this being to facilitate the manufacture by rolling or pressing by leaving a greater space between the intermediate offset or curved portion 32 and the inclined portion 33, the rail anchor 31 being the rail anchor in general as illustrated in Figs. 7 and 8. 34 is the extremity of the lower longitudinally extending projecting portion of the rail anchor, the forward upper e go of which is hard and sharp and adapted to seat or bite itself into the rail base when pressure is applied to the rail anchor due to the tendency of the rail to creep, 35 is the rail seat or recess in this anchor, 36 is the upper diagonally arrangedjaw and 37 is the end portion, or abutment of the rail anchor shown as straight to contact with the railway tie.

Although we have shown and described our invention in considerable detail, we do not Wish tobe limited to the exact and specific details thereof, as shown and described, but may use such modifications in, substitutions for, or equivalents thereof, as are embraced within the scope of our invention or as pointed out in the claims.

Having thus described our invention, what we claim and desire to secure by Letters Patent is 1. An integral rail anchor having a pair of end portions adapted to contact with the tie, an intermediate portion, a pair of upper diagonally located jaws, and a pair of longitudinally extending lower projections with sharp edges.

2. An integral rail anchor comprising a pair of laterally extending end portions olfset from the body of the anchor, an intermediate portion connecting the same, an offset central portion, a pair of upper diagonally projecting jaws, and a pair of lower projections extending in the general direction of the rail and provided with sharp upper end edges.

3. An integral metal anchor formed of steel plate provided with projecting end portions adapted to contact with the rail tie, a pair of upper jaws adapted to contact with the upper surfaces of the rail flange, a pair of lower projections adapted to contact with the lower surface of the rail flange, and an intermediate offset portion thinner than the other portions of said anchor to permit springing the same.

4. An integral rail anchor comprising a plate of metal having ofi'set laterally extending end portions 1 adapted to contact with the tie, an intermediate portion provided with a pair of upper jaws, and a pair of lower projections extending in the general direction of the rail, the intermediate portion. being offset or curved and adapted to act as a spring.

5. An integral rail anchor comprising a pair of end portions adapted to contact with the tie, an intermediate portion connecting the same, a pair of diagonally disposed upper jaw portions, the corner of at least one of which is rounded or chamfered to permit its easy application over the edge of the rail flange.

In witness whereof we hereunto aflix our signatures.

EMIL C. DANNER. AUGUST OSWALD.