US1670879A - Railway rail - Google Patents

Description

y May 22, 1928.

D. DAVIS RAILWAY- RAIL Filed April 27, 1926 Patented May 22, 1928.

UNITED STATES PATENT-orifice.

DAVID DAVIS, or NEWPORT, KENTUCKY.

RAILWAY RAIL.

Application iled April 27, 1926. Serial No( 105,008.

This invention relates to that class of railroad rails which are constructed of longitudinally-extending sections bolted together in such manner that the joints of the sections are staggered with reference to each other to thereby provide as nearly as practicable a. continuous tread-surface for t-he wheels to run on, whereby the noise andjar and wear on thc roadbed as well as onthe rolling stock will be greatly reduced, as more fully hereinafter set forth.

In the drawing Fig. 1 is a plan view of a. rail constructed in accordance with my invention;

Fig. 2 is a side elevation thereof;

Fig. 3 is a plan view of the base member of the rail;

Fig. 4 is a vertical sectional View of the assembled rail taken through the line 4--4 of Fig. 1.

Referring` to the accompanying drawing by reference characters, 10 designates a base member having the usual spike or foot flanges 11 and also having a pair of separated vertical webs 12, these vertical Webs and the base flange being rolled integral. These webs are provided with bolt-holes spaced at any suitable intervals, and at their upper edges their inner corners are bevelled off to form wedge surfaces 13.

The tread portion of the rail consists of two tread sections 14 constructed exactly alike and having their inner faces made so as to abut solidly against each other. yThese tread sections have each a depending flange 15. and these two lianges, in abutting relation, fit down in the space between the webs 12 and rest upon the bottom of a central groove in the base member. The usual overhanging portions of the rail-head rest upon the upper edges of the webs 12, these over-k hanging parts being provided with longitudinal grooves to receive said upper edges of the webs.

At the juncture of the flanges and the railheads, there is provided a wedge-surface positioned to abut against the similarly-inclined wedge-surfaces of the webs, so that the weight of the rail-head sections and the rolling stock will cause a wedging action which will thrustl the two rail-head sections inwardly toward each other and thus cause them to act virtually as a solid rail.

As shown in Fig. 3, the base rail members are rabbeted at their adjoining ends s0 as to partly overlap to any Suitable extent and thus break the joint at the meeting ends. As will be seen in Figs. l and 2, the rail-head sections are so arranged on the base that the joints at vtheir abutting ends are staggered with reference to each other. In this way,

the assembled rail is virtually a continuous rail, yespecially in View of the fact that the load ensures such a powerful wedging of the rail-head sections together that they are virtually one under, load stresses.

I t will be observed that at 17 each of the tread surfaces at the ends of the rail-head sections is bevelled of downwardly toward the joint, the bevel beginning at a point (say an inch or more) from the joint and eX- tending to the joint. Thus bevelling the adjacent tread surfaces of the rail-heads produces a slight depression in one half of the tread surface of the rail at this point. The object of this is to eliminate clicking and jarring at the joints of the rail-head sections. The wheel, of course, runs on the tread surfaces of both tread sections, but for a very briefinstant at each joint the load will be carried entirely lby one of the tread sections by reason of the fact that at thatpoint the wheel' is travelling over the' depression in the opposite tread section. In this way, the wheel will be prevented from encountering `any end shoulders of the tread sections, no

need be very slight, since it need be deep enough only to compensate for the slight depression or compression the loaded' wheel causes in the tread section at that point.

It will be understood that the depending flange 15 is provided with bolt-holes properly spaced apart to coincide With the boltholes in the webs 12. It will be understood also that, in order to obtain the full benefit of the wedging action, there will preferably be a slight clearance between the horizontal faces of the base and the tread members. This clearance will be taken up by the rolling-stock load on the rails. y

The base of my rail will preferably be made by a rolling process. This method will be covered by a separate application. In accord-ance with this process, generally speaking, after the main shape is rolled out in the flat, the side portions are folded over upon the central portion, as shown in Fig. 4.

`What I claim as new is:

A sectional railway rail embodying an integral base having a pair of parallel sepa rated vertelalvwebs Whoseinner..11pperfedges Wedge zsun'fjaees of the Webs ltoiherby cause are bevelled to form Wedge surfoes, and a Said l'Wedge surfaces to Wedgethe't-Wo tread 10 rail-head embodying a. pair of lo'ngtudisections together when the same are Carrynallyabutting tread sections ".havinggrooves .ngfa'load l in their overhangng head portions ,for the In testimony whereof I hereunto aX my reception of the upper ends of Said Websgthe Signzt't'ure.

inner Walls of said grooves being provided n with Wedge surfaces corresponding to Athe Y DAVID DAVIS.

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