US2116463A - Track rail joint - Google Patents

Description

y 3, 1938. E. M. LIVINGSTON 2,116,463

TRACK RAIL JOINT Filed June 18, 1956 2 Sheets-Sheet l INV EN TOR.- Edmund M. Lwmysian,

4T ORNEYS.

ga 1% f l May 3, 1938. LIVlNGSTON 2,116,463

- TRACK RAIL JOINT Filed June 18, 1956 2 Sheets-Sheet 2 FIG 17 FIGJZH W1 TNESSES: INV EN TOR.-

Edmund MLwznystom A T ORNEYS.

' exact duplicates of each other.

Patented May 3, 1938 UNITED STATES PATENT OFFICE I 8 Claims.

This invention relates to track rail joints, that is to say, to means for securing together the contiguous ends of aligned sections of railroad track rails.

In the main, my invention is directed toward the provision-of a rail joint structure wherein the parts are so organized as to not only reinforce the rails against lateral flexure along the length of the joint, but which will, as well, effectively brace the center webs of the adjoining rail sections, and at the same time vertically stiffen said rail sections against vertical flexure under load,-- all to the end of rendering the joint substantially rigid and minimizing wear of its component parts.

wear as it occurs in the joint after extensive periods of. service.

Another object of my invention is to provide rail connecting means wherein the parts are adaptable to the formation of effective joints in instances where the heads of old rails are worn adjacent the ends of adjoining sections or where therail baseflanges are worn at the end regions of the joints.

Still other objects and attendant advantages of this invention will be manifest from the detailed description following in connection with the attached drawings, wherein Fig. I is a fragmentary view inside elevation showing a four bolt track rail joint embodying my invention.

Fig. II is a cross sectional view of the joint, taken as indicated by the arrows 11-11 in Fig. I, and drawnv to a larger scale.

Figs. III and IV are perspective views respectively of. one of the splice bars and one of the wedge bars comprised in my improved joint.

Fig. V is a side view of the wedge bar shown in Fi IV.

Figs. VI and VII are views corresponding to Fig. V showing slightly modified forms of wedge bars adapted to be used at worn joints; and,

Fig. VIII is a side view of a six hole splice bar constructed in accordance with my invention.

With detailed reference first more particularly to Figs. I and II of these illustrations, the numeral I0 indicates the contiguous ends of two rail sections which meet at the joint, the split of the joint being indicated at II. The joint organization of my invention, it will be observed, comprises a pair of splice bars I2, I2, which are As shown in Fig. II, these splice bars are of substantially channel cross sectional configuration and characterized by outwardly-bowed flexible vertical webs I3 that connect top and bottom flanges I4, I5. At their bottoms, the splice bars I2 are reinforced by outward continuations I5a of. the flanges I5; and it will be noted that said bars are so propor tioned as to fit, flanges first, into the side hollows of the aligned rail sections III at opposite sides of the vertical center webs I6. The top faces of the flanges I4, it will be further observed from Fig. II, are sloped as at IT to correspond with the slopes I8 of the bottom faces of the rail head I9. Similarly, the bottom faces of the lower flanges I5 of the splice bars I3 are sloped as at to correspond with the declination 2I of the base flanges 22 of. the rails I0. 'My improved joint further comprises wedge bars 23 which correspond in length to the splice bars I2 and which in turn fit the hollows of said splice bars. The upper and lower edgesof the wedge bars 23 are sloped outwardly contrariwise at an acute angle as at 24, 25 to correspond with and engage complementary slopes 26, 21 respec tively at the bottoms of the top flanges I4 of the splice bars and the tops of the lower flanges I5 of said splice bars. The backs of the wedge bars are curved as at 28 and adapted to abut the center web I6 of the rail at opposite sides, the curvature of the wedge bars being somewhat less than. that of the rail sides so as to permit rocking and positional-self adjustment of said wedge bars in respect to the splice bars. As shown in Figs. I and III, the splice bars I2 are in this instance provided with four holes 29 through their bowed webs I3 substantially midway of the height of the latter, while the wedge bars 23 are similarly provided with holes '33 at corresponding intervals as shown in Fig. IV for passage of draw bolts such as indicated at 3| in Figs. I and II. As shown in Fig. III, the holes 29 in the splice bars I2 are made elliptic to receive the correspondingly shaped portions 3Ia of the bolts 3|. The holes 30 in the wedge bars 23, on the other hand. are made circular to conform. with the cross section of the'shanks of the bolts 3|. For a purpose hereinafter explained, the splice bars I2 are longitudinally slit as at 32 between the inner two of the bolt holes 29. i I In making up the joint, the splice bars I and the wedge bars 23 are assembled at opposite sides of the joint as shown in Fig. II, and the bolts 3| passed through the apertures 29, 30 in the parts I2 and 23, and also through preallocated registering apertures 33 in thevertical center webs l6 of the rail ends l0. As the nuts 34 associated with the bolts 3| are tightened, it will be evident from Fig. II that, by the action of the wedge bars 23, and pull of the bolts, the splice bars will be drawn inward and their curved webs l3 flattened. This action is attended by vertical expansion of the splice bars |2 whereby the sloping surfaces at H and 20 are brought into firm contact with the contiguous sloping surfaces l8, 2| of the rail heads and base flanges, and the surfaces 26, 21 similarly brought into firm contact with the contiguous surfaces 24, 25 of the wedge bars 23, the latter being free to rock on the curved sides of the web l6 of the rail to accommodate the action. With the parts assembled and secured as illustrated in Fig. II, the contiguous ends of the rail sections II] are effectively braced both against up and down and lateral flexure, the overhangs of the rail heads l9 being supported along the dotted lines :1::v in Fig. II through interposition between said head and the rail base flanges 22, of the flanges I4, I 5 of the splice bars |2 and the wedge bars 23. In other words, the arrangement in effect provides between the heads I9 of the rail sections H! and the rail base flanges substantially solid columns of metal which greatly add to the rigidity of the joint as a whole and strengthen it to better withstand the loads of passing trains. At the same time, the wedge bars 23, by abutting the center webs of the rails I brace the latter throughout their height and thus stiffen the joint against lateral flexure.

@As'a consequence of being slitted at 32, the splice bars l2 have the capacity to yield more readily to being vertically expanded by the wedge bars 23 incident to drawing up of the bolts 3| as above explained. The slits 32 may however be omitted if desired without impairing the action of the splice bars. In the latter case, however, greater effort will have to be expended in drawing up on the bolts 3|.

' As wear occurs in the joint, it may be taken up from time to time simply by drawing up tighter on the bolts 3| to bring the wedge surfaces of the several parts into closer contact as required. In orderto prevent the formation along the wedge surfaces of the parts of shoulders such as would be likely to interfere with the efliciency of the joint, I preferably round the upper and lower flanges l4, of the splice bars |2 as at 35, 38 and cut back the slopes 21 of the flanges l5 adjacent the webs l3 as at 31, 38.

:For new rails, I employ in conjunction with the splice bars |2, wedge bars 23 having absolutely straight and parallel top and bottom edges as shown in Figs. 1, IV and V. In the modified wedge bar 2317- delineated in Fig. VI, the upper edge slopes downward from the center 39 at a slight angle indicated in each instance at 40 toward the opposite ends 4| of the bar. This modified bar 23b is designed for use with rail sections wherein the bottom faces of the heads have been worn adjacent the split of the juncture. The effect of the bars 23b in an assembled joint will, under the drawing action of the bolts 3|, be to raise the center portions of the top flanges I4 of the splice bars |2 into contact with the worn areas above referred to of the rail heads, so as to effectively brace the rail at such worn regions.

The modified form of wedge bar 230 illustrated in Fig. VII is somewhat arched, that is to say, both its top and bottom edges decline at a slight angle outward from the center 39c toward the ends 4| 0 as will be seen by comparison with the dotand-dash horizontal lines shown at 42, 43. Bars of the type 230 are thus useful in instances where the base flanges of the rail or the splice bars |2 have been worn at the end regions of the joint. When incorporated in the joint, the wedge bars 230 will warp, i. e., adapt the splice bars |2 to the channel configuration of the rail sections at the worn regions aforesaid.

Fig. VIII shows a siX hole splice bar |2d, which, except for having two additional bolt holes and being longer than the splice bar of Fig. III, is identical with the latter, its slit 32d being continuous through the four bolt holes 2912 at the center of the bar. Obviously, the wedge bars to be used in association with the splice bar |2d of Fig. VIII are made to a corresponding length and similarly provided with six bolt holes.

To those skilled in the art, it will be apparent from the foregoing that I have provided a novel joint organization whereby the ends of the contiguous rail sections are connected more rigidly and solidlythan is possible with joints of ordi nary construction. Accordingly through my invention, the rails are more efiectively strengthened and brace both against vertical and lateral flexure with attendant minimization of wear of the parts and assurance of correspondingly greater longevity of the joint.

Having thus described my invention, I claim:

1. A track rail joint comprising a pair of vertically-expansible channel section splice bars adapted to engage, flanges first, into the hollows of the alignedrail sections, the top and bottom flanges of said bars being tapered for wedging action respectively with the rail heads and base flanges of said sections and connected by outwardly-bowed-flexible webs; wedge bars with convexed backs abutting opposite sides of the vertical webs of the rail ends and in turn adapted to engage the hollows of the splice bars, said wedge bars having their top and bottom longitudinal surfaces counter-sloped outwardly for wedging action with the in-sides of the splice bar flanges; and transverse bolts operative to draw inward upon the bowed webs of the splice bars.

2. A track rail joint comprising a pair of outwardly-bowed vertically-expansible channel section splice bars adapted to engage, flanges first, into the hollows of the aligned rail sections at opposite sides of the joint; wedge bars with convexed backs abutting opposite sides of the con vexed. vertical webs of the rail sections and adapted in turn to wedgingly fit the hollows of the splice bars, the backs of said wedge bars having a curvature of a radius less than that of the rail web sides; and transverse bolts operative to draw the splice bars inward to coact with the Wedge bars, said wedging fit normally opposing inward movement of the splice bars.

3. A track rail joint comprising a pair of channel section vertically-cxpansible splice bars to fit, flanges first, into the side hollows of the aligned rail sections, said bars'having outwardly bowed flexible webs, the tops of the upper flanges being sloped to correspond with and to engage the under faces of the rail heads, and the bottoms of the lower flanges being sloped to correspond with and engage the top faces of the rail base flanges; wedge bars in turn fitting the hollows of the splice bars and having convexed backs abutting opposite sides of the vertical webs of the rail sections, the top and bottom surfaces of said wedge bars being counter-sloped outwardly to engage complemental slopes respectively on the bottom faces of the upper flanges of the splice bars, and the top faces of the lower flanges of said splice bars; and transverse bolts operative to draw inward upon the bowed webs of the splice bars with attendant vertical expansion of the latter by the wedge bars and determination of firm wedge contact between the several opposed sloping surfaces aforesaid, whereby the rail ends are rigidly braced both against vertical and lateral flexure.

4. In a joint for aligned rail sections wherein the under sides of the rail heads are worn adjacent the split, a pair of vertically-expansible channel section splice bars adapted to engage, flanges first, within the side hollows of the aligned rail sections, the flanges of said splice bars being tapered and connected by outwardly-bowed flexible webs; wedge bars with their backs abutting opposite sides of the vertical webs of the aligned track sections and in turn wedgingly fitting the hollows of the splice bars, said wedge bars having their upper and lower surfaces sloped outward contrariwise and their upper edges additionally sloped from the center toward opposite ends of said bars; and transverse bolts operative to draw inward upon the bowed webs of the splice bars with attendant warping of the latter by the wedge bars so that their upper flanges are brought into firm contact with the undersides of the rail heads, and their bottom flanges into firm contact with the rail base flanges along the length of the joint.

5. In a railroad track joint wherein the top faces of the base flanges of the aligned rail sections are worn at the end regions of the joint, a pair of vertically-expansible channel section splice bars adapted to engage, flanges first, into the hollows of the rail sections at opposite sides of the joint, the flanges of said bars being tapered and connected by outwardly-bowed flexible webs; wedge bars with their backs abutting opposite sides of the vertical webs of the contiguous rail sections and in turn adapted to wedgingly fit within the hollows of the splice bars, said wedge bars being arched lengthwise and having their upper and lower longitudinal surfaces sloped outward contrariwise; and transverse bolts operative to draw inward upon the bowed webs of the splice bars with attendant warping of the latter by the wedge bars so that the upper flanges of said splice bars are brought into firm contact with the unclersides of the rail heads and their bottom flanges into firm contact with the rail base flanges along the length of the joint.

6. A track rail joint comprising a pair of outwardly-bowed vertically-expansible channel section splice bars adapted to engage, flanges first, into the side hollows of the aligned rail sections, said bars having their top and bottom flanges sloped exteriorly for wedging action respectively with the heads and the base flanges of the rail sections; wedge bars with convexed backs abutting opposite sides of the vertical webs of the rail sections and having their top and bottom surfaces oppositely sloped for wedging action with the corresponding inner surfaces of the top and bottom flanges of the splice bars; and means operative to urge the splice bars inward for coaction with the wedge bars and the rail sections.

7. A track rail joint according to claim 1, wherein the webs of the splice bars are longitudinally slitted part way of their lengths between bolts.

8. A track rail joint according to claim 3, wherein the webs of the splice bars are longitudinally slitted part way of their lengths between bolts.

EDMUND M. LIVINGSTON.

Images