US1798591A - Rail splice - Google Patents

Description

Mach 31, 1931.

O. CRAWFORD mm. SPUG? Filed Deo.

Patented Mar. 31, 1931 PATENT OFFCE OWEN CRAWFORD, OF BAY ST. LGUIS, MISSISSIPPI RAIL SPLICE Application led December 1 4, 1929i Serial No. 414,041..

This invention relates to rails and particularly to rail splices.

Among other objects, the invention is in- .tended to provide a practical and durable rail splice constructed and arranged to carry wheels of rolling stock over the joint between adjacent rail ends and thereby preserve both wheels and rails from much wear and tear. Other objects will be in part obvious and in part pointed out hereinafter.

The invention accordingly consists in the features of construction, combinations of elements, and arrangements of parts, which will be exemplified in the construction herecation of which will be indicated in the subjoined claims.

in the accompanying drawings in which is shown one of the various possible embodiments of the invention Fig. ly is a side elevation of a rail joint showing the outer rail splice.

Fig. 2 is an enlarged sectional view taken on the line-2 2 of Fig. l and showing the rail and the outer and inner splices.

I am aware of many prior rail splices designed to carry wheels of rolling stock over rail joints. All of said prior devices have been impracticable for many reasons, particularly, however, because no satisfactory provision was made for permitting adjustment of the splice following the wearing away 0f contact surfaces between the splice and the rail.

The present invention permits such adj ust ment and provides a practical rail splice ada ted to meet the exacting conditions of trac r-laying and maintenance.

In the drawings the rail is designated by the reference numeral l, the outside splice by the reference numeral 2, and the inside splice by the reference numeral 3. The splices 2 and 3 are firmly bolted to the rail l by bolts 4: and nut 5 and nut locks 6.

The upper surface of the outer splice 2 is preferably iush with or raised slightly above the upper surface of the rail head at and adjacent the joint betweenthe rail ends so that the wheels may ride on the splice in passing 5 the' joint. However, with certain types of inafter described and the scope of the appli-k from, the raised portion of the splice and prey venting any jarring contact between the wheel and the splice.

As best shown in Fig. 2, the splice 2 pref erably rests upon the upper surface 9 of the rail base' and contacts with the under surface of the rail head at l0 and with the side of the rail head at ll. Preferably there are no other points of contact betweenthe splice 2 and the rail l, and a substantial space is left between the splice 2 and the web of the rail.

It will be noted that the contact at li is preferably limited to a slight tangent contact to' cause suiiicient wear at said point to permit adjustment of the splice and the rail following wear at the Contact points 9 and 10.

It will be apparent that as each wheel passes over the rail l and splice 2 the contact points 9 and 10 will be subjected to heavy strain and wear, and as the wearinoreases at said points the splice 2 (unless prevented by adjustment) will loosen and settle and become ineective for carrying the wheels over the rail joint.

When such wear occurs at the points 9 and l0 the splice 2 may be tightened and raised by turning the nut 5 to press the splice 2 into firm contact with the rail l at contact points 9, 10 and 11, the space provided between the splice 2 `and the web of the rail permitting an indefinite number of such adjustments.

Inner splice 8 preferably rests upon the upper surface l2 of the rail base and extends upwardly to and-contacts with the under surface 13 of the rail head. Preferably splice 3 does not contact with the rail l at points other than at 12 and 13 and sufficient space is provided between splice 3 and the web of the rail to permit adjustment of splice 3 toward the rail.

It will be seen that there is provided a construction of an essentially practical nature in which the several objects of this invention are. attained.

As many other embodiments may be made without departing from the scope of this invention it is to be understood that all matter herein set forth or shown in the accompanying drawings is to be interpreted as illus` trative and not in a limiting sense.

claim l. The combination of a rail joint, a splice therefor, bolt and nut loclr means to secure the splice to the rail; said splice. including an outer member resting on and having surface contact with the rail base, spaced from the rail web, having surface contact with-the under surface of the rail head, extending upwardly substantially ush with the upper surface of the rail head at said joint, and having a limited tangent contact with the side of the rail head, whereby wear at said tan* gent contactpoint will be at least as rapid as at other contact points and permit adjustment of said member and the rail following wear at said other Contact points.

2. The combination of a rail joint, a splice therefor, and means adjustably to secure the splice to the rail; said splice including an outer member resting on and having surface contact with the rail base, spaced from the rail web, extending upwardly substantially flush with the upper surface of the rail head at said joint, and having alimited contact wit-h the side of the rail head to provide a s ace between said member and a snbstantial portion of the side of the rail head.

3. The combination of a rail joint, a splice therefor, and means adjustably to secure the splice to the rail; said s lice including an outer member substantiaily ush with the upper surface of the rail head at said joint, spaced from the rail web, having surface contact with .the rail base and having a limited contact with the side of the raii head to provide a space between said member and a the member and the rail following wear at a contact point.

In' testimony whereof, I have signed my name to this specication this 10th day of lecembcr, 1929. Y

OWEN CRAWFORD.

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