US1364263A - Rail-anchor - Google Patents

Description

J. Nl. FAIR.

RAIL ANCHOR. APPucATloN HLED 11116.19, 1920.

Patented Jan. 4, 1921.

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1. M. F y

AIL ANC N FILED'A APPL! Fig/'.4-

@www JAMES Mmm u UNITED STATES PATENT oEl-l'cE.

JAMES M. FAIR, 0F NARBERTH, PENNSYLVANIA.

y RAIL-ANGHR.

Specification of Letters Patent.

Patented Jan. 4, 1921.

Application led August 19, 1920. Serial No. 404,605.

4 tionary parts of the road bed to prevent longitudinal displacement or creeping of the rails over the supports therefor.

The object of the invention is to provide a novel, simple and efficient anchor formed of a single piece of metal which may be readily applied to a railroad rail and which will be held in operative position thereon by the tendency` of the anchor to resume a conf` dition from which it` was sprung when applied to the rail, and vwhich will eectually grip the rail and coperate with a stationary part of the road bed to prevent the rail from creeping when in service.

vWith the above and related objects in view, the invention consists in the novel construction, combination and arrangement of parts hereinafter described and claimed.

In the accompanying drawings, illustrating my invention,

anchor and a part 4of the rail base, on line Figure 1 is a. plan view of a portion of a railroad rail, a cross tie supporting the same and a rail anchor applied to the rail, showing one form of embodiment of my invention.

. Fig. 2 is a side view thereof.

Fig. 3 is a vertical section, on line 3--3 of Fig. 1.

Fig. 4: isa sectional detail through the rail 4-4 of Fig. 3.

Fig. 5 is a view showing one position of the rail anchor relatively to the rail while it is being applied thereto.

Referring to the drawings, 2 designates a railroad rail and 5 an underlying cross-tie forming a stationary part of the road bed1 and'sup orting the rail 2 and over which the rail ten s to creep forwardly or in the'dlrection of the arrow .in Fig. l under the well known conditions.

My improved rail anchor 6 is applied to the base 7. of the rail 2 and it is formed of a single piece or bar of steel or'other suitable metal, preferably rectangular in crosssec t1on, and bent into the form shown in the drawings.

The'anchor 6 thus formed andv applied to the rail Qcomprises a straight or substantially stralght bar 8 engaging the bottom of the ra1l base 7 and extending transversely beneath the same in parallel relation thereto, an arm 9 extending upwardly from one end of thebar 8 and inwardly over one side of the ra1l base 7, and a projection 10 on the other. end of the bar 8 and extending upwardly therefrom a slight distance above the bottom vof the rail base.'

The fr ee end portion of the arm 9 is engaged with the top of the rail base '7 inwardly from the edge thereof, and the remaining portion of the arm 9 is out of engagement and preferably out of contact .with the' top of the rail base, asv Clearly shown in Fig. 3. y l

In the normal condition of the anchor 6, before belng applied to the rail 2, the distance between the top of the bar 8 and the i, bottom of that part of the arm 9 which is engaged with the top of the rail base 7 is less than that shown in Fig.`3 or less than the thickness of that part of the rail base 7 which is between them, and the bar 8 and arm 9 are sprung apart when the anchor is applied to the rail so that the anchor in tending to resume its normal condition presses the top of the bar 8 up against the bottom of the rail base7 and the bottom of the arm 9 down upon the top of the rail base by the resilient action of the metal forming the anchor, and thereby causes the lanchor 6 to firmly grip one side of the rail ase.

The accidental displacement of the anchor 6 in a direction which would move the arm 9 outwardlyfrom its gripping position and thereby loosen the same is prevented by the projection 10 which rests adjacent to the opposite edge of the rail base 7 and is adapted to engage the same for that purpose.

In applying the 'anchor 6 to the rail 2, the anchor is first placed in the position relatively to the rail as shown in Fig. 5. In this position, the extreme free end of the armv9 is engaged with the top of the rail base 7, at 11, the top of the bar 8 is engaged with the bottom of the rail base 7, at 12, and the top of the projection 1Q is engaged with the bottom of the rail base 7, at 13. After the anchor 6 is thus placed, it is driven on to the rail i2y in the direction of the arrow in" Fig. 5,.V As the anchor is thus driven on to the rail, the free end portion of the arm 9 and the bar 8 are sprung apart d ue to the1 horizontal bottom face of the rail base l and the upwardly inclined face of the side thereof engaged b the arm 9. As the anchor is driven in t e directionof the arrow,

the pressure at the points 11, 12 and 13 of the arm 9,' bar -8 and projection 10 increases until just before the inner face of the projection 10 comes into registry with the edge of the adjacent side of the rail base, so that when such registry occurs theresiliency of the metal forming the anchor will cause the full length o f,the bar 8 beneath the rail` fbase 7 to be snapped up into engagement therewith and into parallel relation with the bottom thereof, as the anchor reaches its final position, as shown in Fig. 3. Therefore, it will be understood that, afterv the anchor reaches its final position, the projection 10, engaging the adjacent edge'of the rail base, will effectually prevent accidental dispacement of the anchor from the rail because it will be necessary to spring the arm 9 and bar 8 apart in order to lower the top of the projection 10 into the p lane of the bottom of the rail base 7 which is necessary for theV removal of the anchor fromthe rail.

Should'it be desired to remove the an-v chor 6 from the rail 2, the same may be done by ydriving the projection 10 and the adjacent end of the bar 8 downwardly, and dr iv ing the lentire anchor in a reverse direction' to that described for applying it to the rail.

After the .projection 10 moves up to the position shown in.Fig, 3, after applying the anchor to the rail, as above described, the distance between the top of the bar 8 andV the free end portion of the arni 9 is greater than in the normal condition of the anchor before being applied to the -rail, so that, as theanchor tends to resume its normal condition, yits resilient action presses lthe bar '8 firmly 4up against the' bottom of the rail base 7 and the f ree end portion of the arm 9 firmly down upon the top of the rail base 7 and firmly grips the rail base between them.

The anchor 6 is driven on to the rail 2 adjacent to a cross-tie 5, as shown in Figs. l, 2 and 3, and, thereafter, as the rail 2 tends to creep forwardly or in the direction of the arrow in Fig.,1,.the bar- 8 will engage the Across-tie 5 and prevent the cree ing of the rail, due to the grip of the anc or 6 upon the rail base 7. As the`rail`2 tends to creep,

it presses the bar 8 against the cross-tie- 5A and thereby tends to tilt the anchor in-a manner to f'throw the bar 8 thereof rear- (l0 wardly and the arm 9 thereof forwardly.' This action tends to force tlie'arm 9 .\down wardly into l firmer gripping engagement with the top of the rail-4 base 7, and to force the-bar 8 upwardly into firmer gripping engagement with the,bottom of the rail base,

,in proportion to the s and having its free end Leganes sothat the 'gripping engagement of the anchor with the rail will be increased by and pressure of thel` forces tending to cause the rail'to creep.V

VThe metal bar forming the anchor 6 is bent, as clearly shown in Figs. l and `2, to

deflect the arm 9 laterally of the bar 8 from a position directly above the same and in la l v direction reversely to that indicated by the arrow in Fig. 1

in which the rail tends to creep. The

purpose of this is to'bring the ,lower forward edge 14 of the arm 9 closer,-

to a position directly above the upper rea-r-A ward edge l5 of the bar 8. As the tendency of the anchor to tilt, under the tendency of the rail to creep, as just described, tends to obliterategthe gripping action of the anchor upon the rail at the corners 16 and 17 of the arm 9 and bar 8, respectively, and tends to increase `the gripping action at the corners 14 and l5, I obtain vgreater leverage and more efficient action by deflecting the arm 9, as above described, than would be obtained if the arm 9 were not deflected and the corners 14 and ,16 ofthe arm 9 were directly over the corners 17 and 15, respectively, of the bar 8.

While the top of the bar 8 is engaged with lthe bottom of the rail base 7 throughout the width f the rail base, the greatest pressure of theliar againsbthe bottom of the rail base o urs at that portion of the bar 8 which is engaged with the rail base 7 directly beneath the free end portion of the arm 9 which is engaged with the top of the rail base, or that portion of the bar 8 which engages the rail base withV the arm 9 in a vertical .plane which extends parallel to the longitudinal center of the rail 2 and which is indicated by the line 4-4 hereinbefore referred to.

I claim as my invention l. The combination with a railroad rail, of `a rail anchor comprising a substantially straight bar engaging the bottom ofthe rail base and extending transversely beneath the same in parallel relation thereto, an arm extending upwardly from one 'lend of the bar and inwardly over one side of the rail base portion engaged with the top of the rail base and the remaining portion thereof out of engagement with the top of the rail base, other end of the bar extending above the bottom of the rail base adjacent to and adapted to engage the edge of the other side of they rail base, said anchor in tending to resume a condition from which it was sprung bottom of the rail 'a downward pressure against the top of the rail base.

2.- The combination with a railroad rail, of a rail anchor comprising a bar extending and a projection on the base, and said arm to exert transversely beneath the rail base and engaging the bottom thereofi an arm extending upwardly from one end of the bar and inwardly over one side of the rail base and engaging the `top thereof, and a projection on the other end of the bar extending above the bottom of the rail base adjacent to and adapted to engage the edge of the other side of the rail base, said bar and said armengaging the bottom and the top of the rail base, respectively, at points in a vertical plane which extends parallel to the longitudinal center of the rail and being pressed into engagement therewith by said anchor in teiiding to resume a condition from which arm, said bar and said arm being pressed into engagement with the rail base bylsaid anchor in tending to resume a condition from which it was sprung when it was applied to rthe rail andthe downward pressure of said arm againstthe top of the rail base being resisted wholly by the upward presrsure of said bar against the bottom of the` rail base.

4. The combination with'a railroad rail,

.of a rail anchor formed of a single pieceof metal ofvsubstantially uniform cross-section throughout its length and comprising a bar extending transversely beneath the rail base and engaging the bottom thereof, an arm extending upwardly from one end of the bar and inwardly over one side of the rail base and engaging the top thereof, and a projection adapted to engage the other side of the rail base to prevent outward displacement of said arm, said bar and said arm being pressed into engagement with the rail base b said anchor in tending to resume a condition from which it was sprung when it was applied to the rail and the downward pressure of said arm against the top of the rail base being resisted wholly by the upward pressure of said bar against the bottom of the rail base, and said arm being deflected laterally of the bar from a position above the same in a direction reversely to that in which the rail tends to creep.

5. The combination with a railroad rail, of a rail anchor formed of a single piece of metal of substantially uniform cross-section throughout its length'and comprislng a bar extending transversely beneath the rail base and engaging the bottom thereof, an arm extending upwardly from one end of the bar and inwardly over one side of the rail base and having its free end-portion engaged with the top 'of the rail base and the remaining i portion thereof out of engagement with the top of the rail base, and a projection adapted to engage the other side of they rail base to prevent outward displacement of said arm, said bar an said arm engaging the bottom and the top f the rail base, respectively, at points in a vertical plane which extends parallel to the longitudinal center of therail.

and being pressed into engagement therewith by said anchor in tending to resume a condition from which it was sprung when it was applied to the rail, and said arm being deiected laterally of the bar from a position above the same in a direction reversely to that in which therail tends to creep.

In testimony whereof I aiix my signature hereto. 'f

JAMES M. Fara

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