US1662618A - Railway-rail anchor - Google Patents

Description

March T3, 1.928. 1,662,618

H. G. NoRwooD RAILWAY RAIL ANCHOR Filed Sept. 29, 1927 @magnum ...r

Patented Mar. 13, 1928.

UNITED STATES PATENT OFFICE.

HARRY G. NORWOOD, F BALTIMORE, MARYLAND, ASSIGNOR T0 CONTINENTAL RAIL- WAY SUPPLY CORPORATION, OF NEW YORK, N. Y., A CORPORATION OF DELAWARE.

RAILWAY-RAIL ANCHOR.

Application led September 29, 1927. Serial No. 222,764.

This invention relates to an improved one piece rail anchor or anticreeper especially designed to be secured to the base portion of railway track rails and in engagement with stationary parts of the road bed for the purpose of preventing longitudinal displacement of the rails during the travel of the rolling stock thereover.

The prime object of the invention is to provide a simple, novel, durable, economical, practical and thoroughly eliicient rail anchor from a single piece of suitable high grade spring steel possessing maximum strength, which may be easily applied to the base of a track rail and securely retained in its proper operative position thereon, and which will always eii'ectively grip the rail and cooperate with a stationary part of the road bed to prevent the track rail from creeping.

Another object of the invention is to so construct the improved anchor that `it will alway maintain an intense, eiective and rigid engagement with the track rail under all conditions of service.

Further objects of this invention are to so construct the anchoring device that it will be corrugated throughout its entire length thus permitting the anchor to be made of comparatively light material and at the same time possessing unusual strength; that it may be removed and reapplied any number of times and always retain its effective tension and gripping power; that it furnishes the required bearing surface against the railway tie and extends downwardly into the road ballast, and is soshaped at' the point where it extends into vthe ballast that the vibration and wave motion of the rail will push the ballast apart so that it will not be in constant contact with said ballast thereby preventing interference with the railway electric signaling systems now commonly em loyed.

he foregoing and such other objects as may appear from the ensuing description are accomplished by the construction, arrangement, location and combination of the several part-s hereinafter more fully described, illustrated in the accompanying drawings, and particularly pointed out inv the claims appended hereto, it being understood that slight changes in the precise' form, proportions and minor details of construction may be resorted to Without departing from the spirit or sacrificing any of the advantages of the invention.

In the accompanying drawings forming a part of this specification it will be seen that:

Figure 1 1s a side elevation of the improved device embodying my invention applied to a track rail, showing the track rail in cross-section and in side elevation a railway tie broken away.

Figure 2 is a lan view of the same.

Figure 3 is a p an showing the anchor detached from the track rail, and

Figure 4 is an end elevation thereof.

In the embodiment of my invention as illustrated it will be seen that the numeral 1 designates a railway track rail and 2 an underlying cross-tie forming'a stationary part of the road bed and .supporting the rail 1, the said rail having a tendency to creep, when subjected to the strain caused by the travel of the rolling stock thereover.

My improved rail anchor 3 is formed from a single piece or bar of high carbon spring steel of the` desired or required length provided with a plurality of corrugations throughout its entire length adapted to greatly strengthen the material, having a jaw portion 4 bent upon itseliI in the manner such as is clearly shown in Fig. 1, the body portion being formed with a downwardly extended portion 5 to provide the desired bearing surface against the railway cross-tie 2, while its outer end terminates with an upwardly extended portion 6, which is adapted to firmly and tightly grip one edge of the rail base and overlap its upper surface as shown in Figs. 1 and 2. The corrugations are formed by hot rollin the material strips or bars, and are more rmly held in their original shape, by having the dies so shaped v as to correspond therewith, said corru ations being intended to furnish great rigidity, and at the same time to s ring outward when the anchor is compresse or driven on the rail.

It will be seen that the anchor is formed with an off-set portion 7 said off-set beginning at about the inner point of contact with the cross-tie at 8 and terminating at a distance from the cross-tie with the upwardly extended portion 6, thus forming an anchor with its opposite clamping ends off-set from each other, hence when excessive pressure or strain is applied to the depending portion 5,

which is normally in contact with the crosstie, said pressure will by a shackle action immediately cause the off-set clamping or gripping portion of the anchor at each side of the rail to more intensely tighten its gripping contact with the rail, thus permitting the anchor to be formed of considerably lighter material than that heretofore employed in the construction of anchors possessing the requisite strength.

It will be perceived by reference to Fig. 3 of the drawings. that the corrugations are substantially S-shaped in cross-section which whenunder pressure will tend to spread, due to the corrugations being thoroughly heat tested, and, hence the corrugations will always naturally tend to spring back to the normal position. thereby imparting a greater ressure and gripping effect against the rail ase.

It will be readily obvious that this particular form of rail anchor may be readily driven onto the rail, or may be applied in any suitable or desirable manner.

It is well known that. many rail anchors become loose after installation due to corrosion. However, in this type of construction there is always suiiicient resiliency to comensate for such corrosion thereby increasing its longevity.

Owing to the particular construction of this anchor, as hereinbefore referred to, it will be evident that the greater the tendency of the track rail to creep, the more intense the gripping action will be im )arted to the clamping ends of the anchor, t ereby creat ing a practical and thoroughly effective anticreeper. p

Having thus described my invention what I claim, and desire to secure by Letters Patent is 1. A single piece rail anchor comprising a bar of spring steel corrugated throughout its length and having an ofi-set clamping mem ber at each end thereof.

2. A single piece rail anchor comprising a bar of spring steel corrugated throughout its length, an intermediate depending portion, and an off-set clamping portion at each end thereof.

3. A single piece rail anchor comprising a bar of spring steel corrugated throughout its length. a depending portion adapted to contact with a cross-tie. an oil" -set extendingY from said depending portion of the opposite end thereof, and an off-set gripping member at each end.

4. A single piece rail anchor comprising a bar of spring steel formed with substantially S-shaped corrugations in cross-section throughout its length, a depending portion intermediate its length, an off-set portion extending from the depending portion to one end thereof, and a gripping member formed at each end.

5. A single piece rail anchor comprising a bar of spring steel formed with substantially S-shaped corrugations in cross-section throughout its length, a clamping jaw formed at each end off-set from each other. a depending portion intermediate its length. and an ott-set portion extending from the `depending portion to one end thereof.

6. A single piece rail anchor comprising a Vbar of spring steel formed with corrugations throughout its length, a clamping jaw at each end thereof adapted to overlap the upper surface of the rail base, a downwardly extended portion adapted to contact with a cross-tie, and an off-set portion beginning at the inner end of the downwardly extended portion and terminating at one end thereof.

HARRY G. NORWOOD.

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