US1847205A

US1847205A - Frog point

Info

Publication number: US1847205A
Application number: US500527A
Authority: US
Inventors: David E Anderson
Original assignee: Individual
Current assignee: Individual
Priority date: 1930-12-06
Filing date: 1930-12-06
Publication date: 1932-03-01
Anticipated expiration: 1949-03-01

Description

March 1, 1932. D. E. ANDERSON FROG POINT Filed Dec.

6, 1950 2 Sheets-Sheet l Qwuentoz Dan/0d Z. fluierson,

dummy Patented Mar. 1, 1932 DAVID E. ANDERSON, OF ST. I AULQ MINNESOTA FROG Application filed December My invention relates to frog points for railways where it is desired to provide a frog having a reinforced nature at the extreme point and from there back into the main body of the rail.

A feature of the invention resides in providing a shoulder by forming a bevel conforming to the flare of the wheel flange of the railway truck wheels which are adapted to pass over the frog, the flare of bevel from the extreme point back into the frog being greater than any flare in the head of the rail and thereby providing a distinct and pronounced shoulder right down to the very extreme tip of the frog point.

It is also a feature of my frog point to provide an extended portion which projects beyond the wheel engaging point end of the frog or beyond the point where the wheel leaves the end of the frog which is formed integral with the frog point and which is provided with shoulders formed by beveling the side walls of the rail at an angle conforming to the flare of the wheel flange which passes over the frog point i In a frog point for railway tracks it is important that the wheel flange have a proper clearance and that the sleeve of the wheel which bears on the point be supported by the same out to the extreme end of the frog point so as to carry the wheel over onto the adjoining rail or the guards without a jar or pounding effect which causes unnecessary wear. By holding the frog point up to its proper height right out to the extreme tip end this can be accomplished. My frog point is designed with a portion extending beyond the wearing surface which is arcuated down j away from the wearing surface toward the 49 web ofhe rail which forms the frog point and this portion provides a nose on the end of the frog point which is adapted to reinforce and protect the same. This nose is an integral part with the frog point rail and is formed at the same time that the frog point is formed by beveling the sides of the rail head away to the desired shape. In forming this nose portion I carry the bevel of the frog point out into the same which provides sub 59 stantial reinforcing shoulders under the nose POINT 6, 1930. Serial No. 500,527.

of the frog point and thereby provides a frog point of a stronger nature with a substantial guard or protective portion projecting beyond the wheel engaging point of the frog.

This nose structure formed on my frog point as herein set forth also provides a wheel flange guide in advance of the frog point and reinforces the tip of the frog point to stand more wear and wheel friction than has been accomplished heretofore.

The features, details and particular construction will be fully and clearly defined.

In the drawings forming part of thisspecifloat-ion:

Figure 1 is a plan view of my frog point as associated with the supporting fillers and guard rails.

. Figure 2 is an enlarged plan view of the frog point and filler blocks.

Figure 3 is a perspective end View of my frog point.

Figure 4 illustrates a perspective of the nose portion of the frog point as it would appear cut away from the frog point on the line 41-4 of Figure 3.

Figure 5 is a section on the line 55 of Figure 1.

Figure 6 is a section on the line 6-6 of Fig ure 1.

Figure 7 is a section on the line 77 of Figure 1.

The drawings illustrate the frog point A which is formed from the ordinary railroad rail which is provided witha head portion 10, a web 11, and a base flange 12. Informing the frog point A the head portion 10 of the rail is cut on a bevel to provide the angularly sloping sides 13 which extend at an angle or bevel conforming to the flare of the wheel flange which is adapted to pass over the frog point A. r

The beveled sides 13 extend at a greater angle than the sloping of the side of the rail head 10 and to conform with the flare of the wheel flange which rides over the frog point.

This provides a frog point with pronounced shoulder portions 14L extending under the frog point right down to the extreme tip end 15 of the frog point A. The extreme end 15 as indicated in the drawing of the frog point A means which strengthens the frog represents the end of the wheel bearing portion of the frog point A. The wheel in riding over the frog point A leaves the frog point A at the point when traveling away from the point. l/Vhen traveling toward the point A the wheel first engages and starts to ride on the frog point at the point 15. This point 15 is the point which ordinarily would terminate the frog end heretofore; however, I carry the frog point A beyond this point to provide the nose B which is formed with an arcuated portion 16 extending from the point 15 down to the point 17 which joins with the rail web 11. This arcuated nose portion 16 formed on the front end of the frog point A provides a reinforcing portion to the end of the frog point A which acts as a guard extending beyond the point 15.

Normally the frog would end at the point 15 but with this guard nose B on the end of the frog point A, I accomplish a reinforcing at the point 15 and guards the end of the same. This guard nose B on the end of the frog point A acts to insure the carrying of the wheel flange C, a portion of which is illustrated in dotted outline in Figure 5, onto and off of the frog point A with greater assurance of the proper riding of the wheel on and off of the frog point as the wheels of the railroad trucks pass over the same.

The shoulders 14 extending along under the sides of the frog point A extend right down to the very extreme tip of the nose B or virtually right to the point 17. In this manner the shoulders 14 act to reinforce the frog point A and to protect the wearing end 15 of the frog. This nose portion carries the web 11 out beyond the end 15 of the frog point and provides an extra bolt hole 18 in the web 11 which extends ahead of the end 15 of the frog point A.

Suitable fillers D are adapted to be bolted against the web 11 of the frog A and these fillers are provided with shoulder portions 20 which extend up under the shoulders 14 and engage closely therewith to firmly support the frog point A and the nose B thereof between the sides of the fillers D. The guard rails E are positioned on each side of the frog point A and are bolted or connected rigidly with the fillers D. The fillers D carry the weight of the frog point directly to the lower fianges12 of the rails and when the guard rails, which are formed with the head portion 10, web 11, and the base flange 12, are connected by suitable bolts, not shown, the parts are all held togetherrigidly and the frog point A is supported in a substantial manner being reinforced by the shoulders 14:

and the nose portion B so as to provide a frog point A having a very long wearing and serviceable nature. The nose will guide the wheels readily onto and off of the frog point- A and the added material provided by the nosestructure with the shoulders 14 extending right out to the top 17 provides a frog point capable of carrying the heavy loads even with the present day increased weight of the rolling equipment now being used on railways.

In accordance with the patent statutes I have described the principles of my frog point and the advantages thereof, all of which I have endeavored to represent the best em bodiment thereof. The drawings show the structure and variations may be made within the scope of the following claims without departing from the purpose and intent of the invention.

I claim:

1. A railroad frog point formed from a stock rail section, beveled sides conforming to the flare of the wheel formed on said frog point to the extreme end thereof to provide supporting and frog point wearing surface, said nose portion being integral with the frog point and having shoulders formed as a continuation of the shoulders formed by beveling the frog point a on either side thereof.

2. A frog point formed from a stock railroad rail section including, a beveled wearing surface at an angle with the vertical formed on either side thereof to the extreme tip of said frog point, an integral nose guard formed on said frog tip end including an arcuated portion of the rail head and a web portion of the rail with a base flange and shoulders extending under said beveled edge of said frog point and nose guard.

3. A frog point formed from a stock railroad rail including, a nose guard formed on the tip end of said frog point having an arcuate guard portion extending from the tip end of the frog to the web of the rail, and beveled wearing surfaces at an angle with the vertical on either side of said frog point and nose guard, the bevel of which conforms to the flare of the wheel flange which 1 is adapted to ride over the frog point.

1-. A frog for railroad tracks including, a section formed from the rail having a head, flange and base flange portion, a forward guard portion formed extending from the tip of said frog point and integral therewith, and beveled wearing surfaces on either side of said guard and frog point extending from the tip end of said guard to the body of the rail forming said point, said beveled sur faces being greater than the rail head side to provide a longitudinal shoulder extending to the tip end of said guard beyond the wearing tip of said frog point.

5. A railroad frog including, beveled wheel flange wearing surfaces formed on the sides of the frog point to the extreme tip, the bevel of which is greater than the side formation of the main rail to increase the wearing material down to the extreme tip of the frog shoulders under the frog point, anose portion extending beyond the point, and a forwardly projecting guard portion integrally formed as a continuation of the tip of said frog projecting beyond the point of contact of the wheel and having beveled wheel wearing flanges on either side thereof as a continuation of the flanges of the frog point, and shoulders extending lon gitudinally under said guard and continuing along the sides of said frog point to the main rail.

6. A frog point guard including, a projecting portion formed of the rail head from which the frog point is formed, and including beveled wheel flange wearing surfacesv on either side thereof converging into the beveled wheel flange wearing surfaces formed on the sides of said frog point to form a continuation thereof, and shoulders under said beveled wheel flange wearing surfaces to the extreme end of said frog point and guard, adapted to be engaged by the filler block engaging under the same.

7 A frog for railways and guard for the end thereof including, beveled wheel flange wearing surfaces formed along the sides of said frog to provide longitudinal shoulders under said flanges, filler blocks for engaging said shoulders and a guard portion formed integral with the frog point and extending beyond the wheel engaging top surface thereof, said guard including beveled wheel flange wearing surfaces as a continuation of the beveled wheel flange wearing surfaces on said frog point, and shoulders under said wheel flange Wearing surfaces on said guard to the extreme tip thereof as a continuation of the shoulders under the beveled sides of said frog point.

8. A frog point including, a guard end ex tending beyond the wearing wheel engaging surface on top of the rail head, longitudinally extending beveled wheel flange wearing surfaces on the sides of said guard and said frog point adapted to converge into the rail head and having a bevel greater than the side slope formation of the rail head, and longitudinal shoulders under said flanges adapted to engage with the filler blocks of a frog to support the same to the extreme tip end of the frog point and guard.

DAVID E. ANDERSON.