US1804056A - Rail joint connection - Google Patents

Description

May 5, 1931. F. KCTTERITZSCH 1,804,056

RAIL JOINT CONNECTION Filed Ndv. 13, 1929 /n van/or.- AM mm Patented May 5, 1931 UNHTED STATES FRIEDRICH KTTERITZSCH, OF BREDDIN, NEAR WIT'IENIBERGE, GERMANY RAIL JOINT CONNECTION Application filed November 13, 1929, Serial No. 406,902, and'in Germany August 21, 1929.

This invention relates to a rail joint connection which prevents a relative movement of the rail ends in vertical direction, without however impeding shifting movements of the rails in longitudinal directions caused by temperature alterations. This eflect is obtained mainly by two junction pieces inserted in rectangular apertures in the rail webs of the two joining rails, which embrace the rail web and with the inner bevel faces of which a wedge-shaped body engages, which by means of a screw can be tightened perpendicularly to the longitudinal direction. of the rails up to completely filling the apertures. The dimensions of the rectangular apertures are so chosen, that a relative shifting of the rails in longitudinal direction is possible. The rails are however connected with one another by the wedge so that, even at the strongest loading, a vertical relative shifting of the rail ends in the joints cannot occur. The wedge-shaped body has at its two ends, situated in the longitudinal direction of the rails, straight extensions, which end as cams of preferably circular cross section. In the rail web alining apertures are provided and suficient clearance exists in the longitudinal direction of the rails so as not to prevent the necessary longitudinal shifting of the rails. The extensions serve toprevent edging of the wedge and of the junction pieces cooperating with the same, and they relieve at the same time the fishplate screws, as when very cold they are submitted only to tensile stress, whereas the fishplate screws have hitherto been submitted at greater change of temperature or at the creeping of the rails at the height of the rail web by taking up of the frequently changing tensile and shearing forces in the rail rodding, and are therefore exposed to more or less lasting alterations of shape.

A gap bridge is further inserted in the rail head, in order to ensure under all conditions, specially when very cold, a smooth passing over of the car wheels, said bridge having lateral noses at both ends designed to prevent a one-sided shifting of the gap bridge in the longitudinal direction beyond a desired 50 measure. The free space in the rail head, in

which the gap bridge is resting, is evidently of such length that the complete closing of the gap allowed for expansion is ensured.

When this rail oint connection is used, the rails are impaired in no way in carrying out the vibrations occurring, when a train is running on the rails- The rail joint connection differs considerably from those constructions which attempt to make the rail joint rigid and to avoid the absolutely necessary vibrations. The oscillating movements occurring in any case favour the loosening of the joint elements.

Two embodiments of the invention are illustrated by way of example in the accompanying drawings in which:

Figs. land 2 are a cross section through the gap at a joint each of one of the two embodiments of the invention. i

Fig. 3 is a side elevation of Fig. 1.

Fig. l is a top plan view, partly in section of Fig. 3.

Fig. 5 shows a side elevation of the rail joint connection of the second form of con: struction.

The two joint ends of the rail a, according to the form of construction shown in Figs. 1, 3 and 4 and designed for railway rails, have each a rectangular aperture 7) designed to ace commodate the junction pieces 0. These junction pieces engage, as shown in Fig. 1, the rail web in upward and downward direction and they have at their inner sides inclined faces against which bears a wedge d. A'screw 6, bearing preferably against the fishplate f arranged in known manner, serves forot-ightening the wedge. The wedge d has lateral extensions 9 ending each in a cam h 'of preferably circular cross section engaging with alining apertures in the rail web with such clearance that they do not hinder longitudinal shifting of the rails due to temperature fluctuations. In the drawing it is supposed that the gap at the joint is adapted to the lowest temperature occurring, and at this adjustment the inner side of the cams h bear against the rail web whereby the fish bolts 2' are relieved. In order to prevent a relative shifting of the elements '0 and d, the fishplate 7 has a projection is on the surface directed towards the inner side of the track.

In the rail head a bridge Z bridging the gap at the joint, preferably of rectangular cross section, is inserted with sufficient clearance not to prevent the shifting of the rails, whereas lateral noses m of said bridge Z prevent tilting of said bridge.

When all elements are arranged as described and the nut on the screw '6' is strongly tightened, the wedge (Z presses the junction pieces 0 the one away from the other catchi-ng thereby the rail head perfectly and rendering absolutely impossible a relative movement ofthe rail ends in vertical direction.

The form of construction, shown in Figs. 2 and 5 is preferably designed for tramways with Vignoles rails. Although the possibility exists to use for such rails the same arrangement, as shown in Figs. 1, 3 and 4, it is advisable to do without a separate gap at the joint bridge and to fit the upper junction piece 0 with an upper extension 0 engaging with an alining aperture in the rail head and serving as a gap at the joint bridge. Fishplates are not necessary although it is possible to provide the same.

The rail joint connection for tramway tracks has absolutely the same effect as that for railway tracks.

Junction pieces similar to that shown in Fig. 2 might be used for railway rails, in which case the gap at the joint bridge 0 is situated on the inner side of the track.

I claim 1. A rail joint connection, comprising in combinaton with the rail web, two junction pieces having play in longitudinal direction of the rail due to the expansion of the rails, straight outer faces and bevelled inner faces adapted to grip around said rail web at the lower and upper portions, a wedge shaped body adapted to engage with the inner bevelled surface of said two junction pieces, and a screw adapted to tighten said wedge.

2. A rail joint connection, comprising in combination with the rail web and the wedge, junction pieces in the rail joint, lateral eX- tensions one on each side of said wedge engaging with alining apertures of the rail web, and cams of circular cross section forming the ends of said extensions.

3. A rail joint connection, comprising in combination with the rail web, junction pieces in the rail joint, a joint bridge rigidly fixed on the top end of the upper junction piece extending through the rail head and supported by said rail head, and means for pressing said junction pieces against the rail web said junction pieces possessing a clearance in the longitudinal direction of the rails necessary for the expansion of the rails.

' In testimony whereof I atlix my signature.

FRIEDRICH KOTTERITZSOH.

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