US1552602A - Railway - Google Patents

Description

L. GRIFFITH RAILWAY Origihal Filed Feb. 28, 1923 2 sheetsheet l 11v VENTOR Sept. 8, 1925. 1,552,602

L. GRIFFITH RAI LWAY Original Filed Feb. 28, 1923 2 Shets-Sheet 2 A TTORNE Y3 Patented Sept. 8, 1925.

UNITED "STAT-Es PATENT OFFICE.

RAILWAY.

Application filed February 28', 1923, Serial No. 621,770. Renewed May'lii, 1925.

To all whom it "may concern.

Be it known that I, LAWRENCE GRIFFITH, a citizen of the United States, and a resident of Yonkers, in the county of Vestchester and State of New York, have in-.

vented certain new anduseful Improvements in Railways, of which the following is a specification.

This invention relates to improvements in railways, and more particularly to means for supporting and holding the track rails.

The objects of the invention are to provide simple and eflicient rail fastening means which will permit a limited up and down or wave movement of the rails as a car or train passes along the track; to provide .a rail fastening of the tie-plate type in which the rail has a limited vertical movement relatively to the tieplate; to provide a rail fastening of the tie-plate type'so constructed that the rail may be readily inserted in and removed from the tie-plate and in which the rail is locked in the tie-plate without employing spikes, bolts, or tightly driven wedges; to provide a tie-plate constructed to permit limited vertical movement of the rail and to restrain lateral rocking or tilting as well as undesirable spreading movement of the rail; to provide a rail fastening of the tie-plate type in which the tie -plate is spiked to the cross-tie on both sides of the rail while the rail is held to the tie-plate independently ot the spikes, adjusting means being provided for permitting the spikes to hold the tie plate in dill'erent adjusted positions In the accompanying drawings wherein the preferred embodiment of the invention is illustrated,

Figure 1 is a transverse section through one rail of a railway track, the rail-fastening means and the adjacent end portion of the tie being shown in elevation;

Fig. 2 aplan view of the parts shown in Fig. 3 I thesame line as Fig. 4, showing the method of lnserting the rail in the tie plate;

' Fig. & a vertical transverse sectional view taken on'the line llof Fig. 2,'the-rail being shown in its normal lowerp'osition;

Fig. 5 a view similar to Figlshovv'ing the rail elevated in the tie-plate;

' Fig. 6 a plan view of the tieplate withthe spike-heads broken away toshowthe adjusting shims;

Fig. 7 a perspective view showing the tieplate'with the rail fastened tliereinp Fig. 8 a perspective view of the angular rail-locking shim or filler piece;

' Fig. 9 a perspective view ofone of the track rail, and a the spikes for holding the tie-plate ontheupper face of the cross-tie near one end of the tie. The spikes 4 shown are screw threaded' spikes of well known form-having wrench-receiving lie'ads 5 and head flanges 6. It will be' understood how ever, that bolts, spikes of the nailor driving type, or other 's'uitable'fknown forms of tie-plate fastening devices may be employed insteadof the screw spikes.

The tie-plate 2 comprises a flat metal base" plate of sutiicient width to project asubstantial distance beyond both edges of the base of rail 3, said flat base plate being provided nearea ch end with a plurality of spike apertures 7 which are elongatedtrans versely'ot the tieplate. Between the two sets of spike-receiving apertures the tie-plate is formed with two integral rail-holding flanges 8 and 9 which extend parallel with each other longitudinally of t'l'ietie-pl'ate and rail. The flanges 8 and S eXtend upwardly from the base 'ofthe tie plate and then turn' inwardly toward each other as shownat 8 and 9, the under faces of parts 8 and 9* of the flanges being" inclined upwardly'and inwardly to conform with the inelinatio'iv of the upper t'ace of the base of rail 3.

a detail sectional View, taken on cal face 8 with the under face of the inclined part 8 of the flange. The height of face 8 of flange 8 is greater than the thickness of the railbase at the outer edge edge of the rail base.

of the rail base so that a free space is left between the under face of part 8 of the flange and the upper face of the rail base. I prefer to employ a rail 3 having a base the longitudinal side edges of which are perpendicular and relatively thick to afford a bro-ad flat bearing surface along each Flange 9 has a perpendicular inner face 9 parallel with but higher than face 8 of flange 8, and the inclined. part 9 of said flange 9' is substantially twice the width of the inclined part 8 of flange 8. The distance between the 'plane of face 9 of flange 9 and the vertical plane of the inner edge of part 8 of flange 8 is slightly greater than the width of the rail base, and the distance between the inner edges of parts 8 and 9 of the flanges is substantially equal to the width of the rail base minus twice the width of flange part 8. p

It will be obvious that the rail may be readilyengaged in the tie plate while the tie plate is spiked to the cross-tie by simply sliding the rail upwardly and inwardly over flange 8, then rocking the rail inwardly and sliding it downwardly and laterally until the inner edge of the rail base abuts face 9 of flange 9, then lowering the out- 7 er edge of the rail base until the rail seats on the base of the tie-plate, and finally sliding the rail laterally outwardly until its outer edge abuts face 8 of flange 8, as shown in Fig. 3.

lVith the rail in this position-it will be noted that parts 8 and 9 of the v flanges overhang the rail base substantially equal distances. These movements of the rail are of such character that the rail may be inserted or removed easily by means of crow bars or the like with a minimum of effort.

The tie-plates are preferably secured on the ties 1 so that flanges 8 will be between the rails and the adjacent ends of the tie s. This arrangement of the tie plates facilitates the laying and removal of the rails as they may be readily shifted over the low flanges 8directly to or from points at the sides of the track. A. further important advantage of this arrangement of the tie plates is that even should the shims or filling means, hereinafter described, become dislodged or he accidentally omitted in laying the rail, trains may pass over the track without dislodging the rail, as the thrust of the wheel flanges will maintain the rail in the position shown in full lines in Fig. 3, while the rail may only be dislodged by moving it inwardly against face 9 and then rocking the outer edge upwardly and finally shifting the rail outwardly and upwardly along a diagonal line.

In order to hold the outer edge of the rail base in loose sliding engagement with face 8 of flange 8 and to provide a vertical thrust-receiving and guiding face having a loose sliding engagement with the inner edge of the rail base, I provide suitable 7 filling means for insertion between flange 9 and the inner edge of the rail base, said filling means also serving to partly fill the space between the under side of part 9? of flange 9 and the upper face of the rail base so that the overhanging rail retaining means will arrest upward movement of both edges of the rail base at the same distance from the base of the tie-plate. The parts are preferably constructed to permit a rise of the rail of atleast one-six- I inwardly inclined portion abutting the under face of part 9 of'said flange. The under face of the inclined part of shim 10 is spaced the same distance above the rail base as the under face of part 8 of flange 8 and cooperates with part 9* of flange 9 toform an abutment for limiting the lift of the inner side of therail base; Between the inner edge of the rail base and the vertical part of shim 10 two shims 11 are inserted, said shims being preferably formed of long flat strips of metal and being arranged so as to stand on edge. The shims 11 preferably extend the full height of the vertical part of shim 10. At least one of the shims l1, and preferably both as shown, is made sufiiciently long to permit the ends thereof to be bent laterally outward against the ends of shim 10 and also againstthe ends of flange 9, whereby all the shims may be securely locked in place by means of a chisel or similar tool without employing eX 'traneous fastening devices of. any sort.

The width of the rail base plus the thickness of shims 11 and the vertical part of shim 10 is preferably about one thirtysecondth of an inch less than the distance between faces 8 and 9 of the flanges 8 and been indicated 011 the drawings by heavy 10, an inclined part 13 of the same thickness as the inclined part of shim 10, and reduced bendable end portions or lugs 14 adapted to .be bent against the ends of flange 9 to lock the shim in place.

To correct variations in the track gauge due to wear of rail treads and to facilitate lining up the rails in laying a track, means is provided for adjusting the tie-plate longitudinally of the tie without unfastening the rail from the tie-plate and without changing the location of the spikes in the tie. This adjusting means comprises the elongated, rounded end, spike slots 7 in the ends of the tie-plate and the segmental metal shims 15, In the drawings each of the slots 7 is shown as of sufiicient length to receive the shank of a spike 4 and three of the shims 15. In Figs. 1 to 6 all three shims in each slot are shown located between the spike shank and the end of the slot nearest the adjacent end of the cross-tie 1. It will be obvious that if one of the shims of each set is transferred to the opposite end of the slot the tie-plate together with the rail 3 will be shifted inwardly along the tie. The plate may be adjusted farther inward by transferring two or all of the shims of each set to the other ends of the slots. The head flanges 6 of the spikes hold the shims in the slots and the shims may be transferred by partially unscrewing or drawing the spikes, then removing one or more shims of each set, shifting the tie-plate, inserting the removed shim or shims of each set in the opposite end of the slots, and again screwing the spikes home.

The improved rail mounting and holding means above described provides simple, efficient, and safe means for supporting the track rails which permits a floating or wave motion of the track rails relatively to the ties whereby the pull on thepikes is re duced and pumping or up-and-down movements of the ties in the road ballast are eliminated or greatly reduced. Liability of spreading of the rails is reduced to a minimum as all the spikes, both inside. and outside of the rail take. the outward lateral thrust exerted on the rail by the wheel flanges. The rails may be easily laid and removed and may be readily adjusted laterally without unfastening the rail from the tieplate and without entirely drawing the. tieplate spikes if desired. The rail is held against lateral tilting but is'free to move up and down, andit' will be further observed that dislodging of the rail by the wheels of a ear is impossible evenif'the filling means is not in place.

Vhat I claim is:

1. In a railway, the combination of a cross-tie, a tie plate'sea-ted on the cross-tie, means connecting the cross-tie and tie plate for holding the plate against movement relatively to the cross-tie, a rail having a base seated loosely on the tie-plate, said plate being formed with an integral flange having a vertical face engaged by one edge of the rail base and of greater height than the thickness of said edge of the. rail base, said flange also having a laterally extending part overhanging and spaced above the upper face of the rail base, means independent of the tie plate and seated thereon having a part thereof formed with a vertical face engaging the other edge of the rail base and of greater height than the thickness of said edge of the base and a part thereof overhanging and spaced above the upper face of the rail base, said tie plate being formed with a second integral flange havingan upstanding part at the outer side of saidindependent means for holding said independent means against lateral movement'away from the -rail base and having a laterally extend ing part engaging over said independent means to prevent upward movement of said means, said independent means being removable by endwise movement thereof longitudinally of the rail, andmeans for holding said independent means against accidental endwise movement.

2. In a railway, the combination of a cross-tie, a tie plate seated on the cross tie, means rigidly holding the tie plate to the tie, a floating rail having a base loosely seated on the tie plate, an endwise removable member loosely seated onthe tie plate at one side of the rail formed with a vertical edge slidably engaged by the adjacent edge of the rail base and alsoiformed with a part overhanging and spaced above the upper face of the rail base, means integral with the tie plate at one side of the rail extending upwardly alongside the outer edge of said member to restrain lateral movement of the member relativelyto the tie plate away from the rail and having a lateral extension engaging over said member to prevent upward movement of the mem ber relatively to the tie plate, and means integral with the tie plate at the other side of the rail formed with a vertical edge slidably engaged by the adjacent edge of the rail base and also formed with a part overhanging and spaced above the upper face of the rail base, and means for holding'said removable member against accidental endwise movement.

3. A holdingand guiding means for the base of a floating track rail comprising a tie plate having two parallel flanges on its upper face spaced apart. to receive a rail base therebetween, said flanges extending vertically and then laterally toward each other, a removable member loosely seated on the tie plate at the inner side of one ofsaid flanges and held against upward movement by the laterally extending part of said flange and having a vertical inner face of the same height as, the inner face of the vertical part of the other flange and a part extending laterally toward the laterally extending part of said other flange and spaced the same distance above the upper face of the tie plate, and means for releasably holding said removabl member to the tie plate against endwise movement.

4:. In a railway, the combination of a cross-tie, a tie plate seated on the cross-tie,

a rail having a base seated loosely on the tie plate, said plate being provided with a pair of parallel flanges at opposite sides of the' rail base having upstanding portions spaced apart a greater distance than the width of the rail base and parts extending laterally toward each other, said laterally extending parts of the flanges being spaced above the upper face of thevrail base and having their inner edges spaced apart a distance less than the width of the rail base, one of said laterally extending flange parts being wider than the other, one edge of the rail base abutting against the'upstanding part of the flange having the narrower laterally extending part, removable means under the wide laterally extending part of the other flange filling the space between, the upstanding part of said flange and the adjacent edgeof the rail base, and means holding the tie plate to the cross-tie.

5. A holding and guiding means for a floating track rail comprising a metal plate provided with spike apertures adjacent both ends thereof andformed with two parallel rail-base embracing flanges. between the apertured end portions of said plate, said flanges extending vertically and then laterally in-- ally inward toward each other, one of said flanges having its vertically extending portion higher than the vertical portion of the other flange and its inwardly extending portion wider than the inwardly extending portion of said other flange, and endwise removable filling m'eans detachably interlocked with the higher and wider flange for reducing the channel at the inner side of said flange to substantially thesame crossv; sectional area as the channel at the inner side of the other flange. v I

7. A holding and guiding means fer a floating track rail comprising; a metal plate provided with spike apertures adjacent both ends thereof and formed with two parallel rail-base embracing flanges between the apertured end portions: of said plate, said flanges extending vertically and then laterally inward toward each other, one of said flanges having its vertically extending portion higher than the vertical portion of the other flange and its inwardly extending portion wider than the inwardly extending portion of said other flange, said spike apertures in the plate being elongated and having their sides of greatest length extending on lines at right angles to the flanges.

8. In a railway, the combination of a cross-tie, a tie plate seated on the cross tie, fastening means rigidly securing the end portions of the tie plate to the cross-tie, said tie-plate having a pair of" parallel flanges extending vertically andthen inclined inwardly and upwardly toward each other from its upper face, a track rail seated loosely on the tie plate with its base between holding the opposite edge of the rail base in loose sliding engagement with the vertical part of the lower flange, a part of said filling means underlying the inclined part of the higher flange and having its under face spaced above the upper face of the rail base the same distance as the under face of the inclined part of the lower flange. V

9. In a railway, the combination of a cross-tie, a tie-plate seated on the cross-tie, fastening means rigidly securing the end portions of the tie plate to the cross-tie, said tieplate having a pair of parallel flanges extending vertically and then inclined inwardly and upwardly toward each other from its upper face, a track rail seated loosely on the tie plate with its base between the flanges, the vertical part of one flange being higher and its inclined part being substantially wider than the corresponding parts of the other flange, the rail base being of substantially less thickness at its edges than the height of the vertical part of the lowest flange and being wider than the distance between the inner edges of the inclined parts of the flanges but substantially narrower than the distance between the vertical parts of the flanges, and filling means at the inner side of the higher flange loosely engaging one edge of the rail base for holding the opposite edge of the rail base in loose sliding engagement with the vertical part of the lower flange, a part of said filling means underlying the inclined part of the higher flange and having its under face spaced above the upper face of the rail base the same distance as the under face of the inclined part of the lower flange, said filling means being formed of metal and having parts thereof bent outwardly around the ends of the adjacent flange.

10. In a railway, the combination of a cross-tie, a tie-plate having transversely elongated apertures adjacent both ends thereof, a rail seated on the tie plate, a plurality of shims in each aperture in the plate, spikes extending through the aperture-s'into the cross-tie and having head portions overlying the apertures and shims therein, and rail retaining means on the tie plate intermediate the apertures slidably engaging the edges of the base of the rail and having overhanging portions spaced above the upper face of the rail base to limit the vertical sliding movement of the rail in said retaining means. I a

In testimony whereof I hereto afiix my signature.

LAWRENCE GRIFFITH.

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