US1814199A - Tie, joint and rail fastening combination - Google Patents

Description

July 14, 1 931. w. F. WALKER TIE, JOINT, AND RAIL FASTENING COIIBINATION Filed. March 21, 1930 s Sheets-Sheet 1 w R QMQ hm. \.M A \h m E x N 9 @w kw \M m \QMWUA DAHQN m 2 RN M Q Walii'elg 7 July 14, 1931. w. F. WALKER .TIE, JOINT, AND RAIL FASTENING COMBINATION :s Sheets-Shef 2 Filed March 21, 1930 mm Qwmm mm Sm m mmww m N QW Qhww llillnll an flmwu July 14, 1931. w. F. WALKER 1,314,199

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Patented July 14, 1931 UNITED STATES PATENT OFFICE WILLIS'F. WALKER, OFFIAGUNGIE, PENNSYLVANIA Application filed March 21, 1930. Serial No. 437,886.

This invention aims to provide in combination, an improved fastening, joint, and insulation for a railroad rail, and to improve such structures generally. A mechan- .5 ic, working within the scope of what is claimed, can make changes without depart ing from the spirit of the invention.

Figure 1 is a plan; Figures 2, and 3, are sections on the lines 22 and 33 of Fig- 1c ure 1; Figure 4 is a section on the line 4-4 of Figure 3; Figure 5 is a section on the line 5-5 of Figure 1; FigureG is a section on the line. 6-6 of Figure 1; Figure 7 is a plan showing the construction used at,

F curves; Figure 8 is a perspective showing one of the insulating plates; Figure 9 is a perspective showing another insulating plate; Figure 10 is a perspective of the shoe; Figure 11 is a perspective of the keeper; Figure 12 is a fragmental top plan of the tie; Figure 13 is a cross section of one of the sleeves.

The tie 1 is made up of I-beams 2 united by any desired number of separators 3, which are inverted channels, having their downwardly extended flanges connected by securing elements 4 to the I-beams. The space between the I-beams 2 is filled with cement 5, but there are openings 6 through the cement, under the rails 7. A plate 8 of insulating material goes under the rails 7 at the ties, and each insulating plate has a vertical flange 9 provided with a lip 10, the edge of the flange of the rail fitting under the lip 10, as shown in Figure 5. A steel shoe 11, in the form of a plate, lies between the insulating member 8 and the top of the tie 1 and has a flange 12 that lies against the outer surface of the flange 9 on the insulating plate. A vertical keeper 14, preferably made of steel, fits against the flange 12 of the shoe 11 and has a lip 15 that overhangs the lip 10 of the insulating plate. The keeper 14; has a notch or seat 16 in its lower edge and into this notch or seat the upper edge of the tie 1 fits.

On straight track, diagonally opposite retainers 17 are provided and have lugs 18 (Figure 5) that extend down on the sides of the tie l. The intermediate portions 19 of it being a matter.

the tops of the retainers'press against the parts 15 of the keepers 14. The sides of the retainers 17 extend beyond the top flanges oi the I-bean1s 2 and receive the ends of U- shaped hitch bolts 20 mounted in holes 21 inthe webs of the I-beams 2.

The holes 21 are reinforced at 22. The retainers 17 are hollow, as shown in Figure 5 and have seats 24* in their tops to receive the tapered end 25 of nuts 23 threaded on the arms of the hitch bolts 20. When the nuts 23 are tightened down, the retainers 17 will spring-enough to letthe parts19 of the retainers bear yieldably in the positions shown in Figure 5, security being afforded, but a rigid track construction being avoided, of common knowledge that absolute rigidity in track construction is undesirable. On curves, additional retainers, marked by the numeral 26 in Figure 7 may be used to supplement the two diagonally disposed retainers of Figure 1.

At the joints, bridge bars fit in the channels formed by the balls, the webs, and the flanges of the rails 7. The bridge bars can be reversed, both end for end, and on a longitudinal axis. Insulating plates 27 are provlded and have wings 28 and 29 arranged at an angle to each other. The flanges 29 extend between the bridge bars 30 and the web of the rail." The wings 23 lie between the ball of the rail 7 and the upper edge of the bridge bars 30, and between the flange of the rail and the lower edge of the bridge bars,.as shown in Figure 5. Between the upper and lower insulating plates 27 are located longitudinally split insulating sleeves 31 extended through holes 32 in the web of the rail 7.

Fastening bolts 33 go through the holes 34 of the bridge bars 30 and through the split sleeves 31, the bolts being reduced at 35 to form shoulders 36 for the ends of the sleeves 31. The heads 37 of the bolts are received in trough-shaped insulating memagainst the bridge bars 30,

bers 38 abutting the bridge bars having seats 39 for the reception of the tapered ends $0 of the nuts 41 that are threaded on the bolts 33. Between the abutting ends of the rails 7 may 1 posed between be placed plates of insulation shown at 42 in Figures 3 and 4.

The combination shown in the drawings causes the rails to become, in practice, continuous girders of substantially uniform strength, low joints being done away with. Provision is made for heavy traffic at high speed, both on straight track and on curves, and will permit the operation of trains'at a speed hitherto regarded as prohibitively dangerous, high speed being maintained easily, because locomotives will be given greater tractive power. The cost of operation and maintenance will be cut down greatly, compared with the ordinary wooden crosstie construction, and the structure forming the subject matter of this application will cost about the same per mile as the old-time wooden tie construction.

Having thus described the invention, what is claimed is 1. In a device of the class described, a rail including a ball, a web and a flange, bridge bars on opposite sides of the web and having transverse openings, insulating plates disposed in upper and lower pairs, the upper pair having outwardly extended flanges disposed between the ball of the rail and the upper edge of the bridge bars, the lower pair having outwardly extended flanges disposed between the flange of the rail and the lower edge of the bridge bars, securing elements passing through the openings of the bridge bars and through the openings of the web of the rail, the securing elements having reduced intermediate portions defining shoulders located within the openingsof the bridge bars and spaced from both the inner and the outer surfaces of the bridge bars, and split sleeves of insulating material around the securing elements and located between the shoulders, the sleeves extending through the rail and between the upper and lower pairs of insulating plates, the outer ends of the sleeves being located within the openings of the bridge bars in spaced relation to both the inner and outer surfaces of the bridge bars.

2. In a device of the class described, a rail including a ball, a web and a flange, bridge bars on opposite sides of the web and having transverse openings, insulating plates disposed in upper and lower pairs, the upper pair having outwardly extended flanges disthe ball of the rail and the upper edge of the bridge bars, the lower pair having outwardly extended flanges disposed between the flange of the rail and the lower edge of the bridge bars, securing elements passing through the openings of the bridge bars and through the flange of the rail, and sleeves of V insulating material around the securing elements, the sleeves extending through the rail and between the upper and lower pairs of insulating plates,

the outer ends of the sleeves being located within the openings of the bridge bars, in spaced relation to both the inner and outer surfaces of the bridge bars, and means for holding the sleeves against longitudinal movement on the securing elements, with open spaces between the ends of the sleeves and the outer surfaces of the bridge bars.

In testimony that I claim the foregoing as my own, I have hereto aflixed my signature.

WILLIS F. WALKER.

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