US1702668A - Rail connection - Google Patents

Description

Feb. 19, 1929. 1,702,668

. B. PERCICH RAIL CONNECTION Filed March 8, 1928 Patented Feb. 19,1929.

BEN renown, or W RREN, 01110;

RAIL CONNECTIONV Application filed March 8, 1928. Serial No; 260,045.v

My invention relates to improvements in rail connections and has for its primary object to provide a novel and improved anti-creeping means for connecting the rail sections at their meeting ends. I

A further object of the invention is to provide a device of this character which is so constructed that it will greatly facilitate the installation of rails,-this being particularly desirable as the time for this work is frequently limited by the train schedule.

A. still further object of the invention resides in the provision of a novel saddle or seat which is adapted to be semi-per manently attached :to the ties, the saddle having means cooperating with the rail. end for holding them against endwise or lateral movement and particularly reinforcing the connected rails attheir meeting ends. I

The foregoing and other objects are attained by means of a novel combination and arrangement of parts to be hereinafter described and claimed, reference being had to the accompanying drawing which illustratets the now preferred form of the invention. It is to be understood, however, that the invention is capable of various changes and modifications within the scope of the subject matter claimedhereinafter.

In the drawing,

Figure 1 is a perspective view of a rail joint incorporating my invention;

Figure 2 is a cross section on the line 22 of Figure 1, and,

Figure 3 is a group perspective view of the rail and saddledisassembled.

Referring specifically to the drawing, wherein the same reference characters have been used to designate the same parts throughout, numeral 5 refers to the rails which have the usual flanged base 6, it being noted from Figure 3 that each rail 5 has its opposed base flanges 6 cut away at the ends, as indicated at 7, and also at a point spaced inwardly from the rail ends, as indicated at 8. Thus, there is provided a flangeless portion at the meeting ends of the rails and also opposed recesses or notches 8 at either side of the rails spaced inwardly from the meeting ends the other ties (not shown) isa saddle-like forging or casting 11. upon its base portion three pairs of spaced opposed, preferably integral upstanding cleats or shoulders 12, 13, 14, respectively.

These shoulders are arranged in longitudina-l series and are longitudinally spaced, it being understood that the respective shoulders of each pair are spaced from each other so that the upstanding portion of the rail can be inserted therebetween.

' The intermediate pair of shoulders 13 are relatively longer,-that is to say in the lengthwise direction of the saddle fthan the shoulders 12, 1 1. The intermediate shoulders 13 receive therebetween the flangeless end portions of the rails 5 and provide a generous bearing surface against, opposite sides of the rails fora substantial distance inwardlyof the meeting ends thereof. I

The recesses 8 or cutaway portions of the base flanges 6 are of sufficient width to receive the pairs of end shoulder-s12, 14;. The facility with which the rails can be assembledin the saddle 11 will be readily appreciated since it is seenthatthe rails can simply be dropped into place from above, *itbeing understood that the saddle 11 is bolted as at 17 to the ties 9.

If need be,-the workmen can simply drop a new rail into place when a train is approaching and when there is not time to spike it down. The saddles 11 at either end would give the rail the necessary stability to support the same and the engagement of the transverse edges of the cut away portions of the base flange with the ends of the shoulders will prevent the rail from creep,- ing endwise in addition to supporting it against lateral or transverse strain.

As has been stated earlier herein, the upper surface of the base portion of the saddle 11 is on a plane with the upper surfaces of the intermediate ties. In order to effect a very rigid connection between the rails and the saddle, the latter has intermediate the shoulders 12, 13 and 13, 14; spike holes 16. Spikes 17 can be driven through theseholes 16 and into the ties 10 with their heads engaging the flanges 6 of the rail to hold them The casting 11 has at either side through which spikes 18 may be driven into the ties to hold the saddle semi-permanently in place thereon.

From the foregoing description taken in connection with the accompanying drawing it is believed that the novel features and advantages of the present invention will be readily appreciated by those skilled in the art. The construction described eliminates entirely the necessity for transverse bolts at the meeting ends of the rails. The present day rail joint construction calls for bolts at the meeting ends of the rails and these are frequently becoming loose or shearing OE and frequently result in wrecks. The railroads have to employ track walkers and others to periodically inspect the rail joints and tighten these bolts. In addition to the facility of installing new rails, the elimination of the transverse end bolts, referred to, is a tremendous safeguard and economy.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is:

1. A rail joint construction for the adjacent ends of rail sections comprising a saddle adapted to be rigidly and semipermanently attached to the ties beneath the rails, longitudinally spaced pairs of transversely spaced opposed bosses rising from said saddle and adapted to receive the rail ends therebetween, the rail sections having base flanges, said flanges being cut away at the ends of the rail sections whereby an intermediate pair of bosses will flatly enepposit-e sides of the upstanding portion of the rails at and for a substantial distance in each longitudinal direction from their meeting ends, the ends of the flange of each rail inwardly of the cutaway portion thereof engaging the end of the intermediate pair of bosses, said flange of each rall at points longitudinally spaced from their cutaway ends having opposed cut out portions at each side for receiving the other bosses whereby the latter flatly engage the sides of the upstanding rail portions and the ends of the cutouts to prevent creeping of the rails in a longitudinal direction, and said saddle having spike holes intermediate said bosses and on opposite sides of the base flanges of the rails whereby spikes may be driven therethrough to engage said flanges with their heads 2. A rail joint construction for the adjacent ends of rail sections comprising a saddle adapted to be rigidly and semi-permanently attached to the ties beneath the rails, longitudinally spaced pairs of transversely spaced opposed bosses rising from said saddle and adapted to receive the rail ends therebetween, the rail sections having base flanges, said flanges being cut away at the ends of the rail sections whereby an interrncdiate pair of bosses will flatly engage opposite sides of the upstanding portion of the rails at and for a substantial distance in each longitudinal. direction from their meeting ends, the ends of the flange of each rail inwardly of the cutaway portion thereof engaging the end of the intermediate pair of bosses, and said flange of each rail at points longitudinally spaced from their cutawayends having opposed cut out portions at each side for receiving the other bosses whereby the latter flatly engage the sides of the upstanding rail portions and the ends f the cutouts to prevent creeping of the rails in a longitudinal direction.

In testimony whereof I aiflX my signature.

BEN PEROICH.

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