US2215593A

US2215593A - Rail fastening

Info

Publication number: US2215593A
Application number: US178665A
Authority: US
Inventors: Eben R Packer
Original assignee: RAILS Co
Current assignee: RAILS Co
Priority date: 1937-12-08
Filing date: 1937-12-08
Publication date: 1940-09-24
Anticipated expiration: 1957-09-24

Description

Patented Sept. 24, 1940 UNITED STATES- aan. FAs'rENrNG Eben R.. Packer, New'Ri-ochelle, N. Y., asslgnor to The Rails Company, New Haven, Conn., a corporation of Connecticut Application December s, 1937, serial No. 178,665

1 Claim.

5 base bearing portion which frictionally clamps' the rail to its support.

This invention has for an object the provision of resilient means for holding a railroad rail and its tieplate support on a Wooden tie by driving the fastening, which has a divided shank, through an opening in the tieplate, preferably leither the regular spike opening or the anchor spike opening as desired, and into a prebored hole in the tie, the spring wedge effect resulting 5 from the acute divergence of the two members of the divided shank serving to grip the tieplate as Well as to help in anchoring the fastening in the tie, and a curved bearing portion formed at the extremity of one member of the shank serving to overlie and clamp the rail base while the extremity of the other shank member is formed to provide a head whereby the fastening may be driven with a spike maul or the like, avoiding special tools. l An object of the invention is to provide a rela-I tively cheap, easily installed drive fastening for present rail construction requiring no special tieplate and no special tools or equipment and serving both to anchor the tieplate and to frictionally hold the rail in such manner as to prevent creeping but permit wave motion and yet which does not fasten the rail and tieplate together in such manner that upwards motion of the rail lifts the tieplate olf the tie.

Another object of the invention is to provide a rail fastening which may be readily driven into f place and easily removed, and which'is rugged and capable of exerting great force agains undesired rail movement. 40 With the foregoing andother objects in view, as will be apparent as the description proceeds, my invention resides in the combination and arrangement of parts and in the details of con.- struction described in this specification and particularly pointed out in the appended claim, it being understood that changes may be made in the particular embodiment of the invention, within the scope of what is claimed, without departing from the spirit of the invention. I

intend no limitation other than those of the l claim when fairly interpreted in the light of the full disclosure and the presentv state of the art.

In the drawing, Fig. l illustrates in side elevation a preferred form of rail fastening according to this invention; Fig. 2 illustrates in fragmentary vertical section a preferred application of the fastening of Fig. 1 toa rail structure, in this case using the anchor spike hole of the tie"- plate; Fig. 3 illustrates a modified form of rail fastening. Similar reference characters relate to similar parts in all the views.

For the most part present tieplates are provided with spike openings approximately inch square and my preferred'form of rail fastening for general usewith such tieplates according to this invention is preferably formed of spring steel strip or band approximately -'inch wide and approximately inch thick and the completed fastening is approximately 'I1/4 inches long overv all, thus corresponding generally with the dimen sions of the usual rail spike which is also the generally used anchor spike.

A band or strip of the required dimensions is preferably bent double and the point end .4 shaped,` which forces the two cooperating

shank members

2 and 3 to hug tightly at and near the point I and for a considerable distance up the shank above which they diverge acutely so that they may be as much as 1/2 inch apart at the to'p where the longer member .3 is curved to provide a rail base bearing member I and-the other shank member 2 is formed to provide a drive head, either by turning the end over, as at 5 (Fig. 3), which makes it easier to Withdraw with a spike puller, or by presenting an upstanding end, as at 5A (Figs. 1 and 2), which is free from the rail base bearing member I. Preferably in the latter case a curve or bend 6 is provided in the leg 2 below the driving head 5A of such character that when the fastening is driven into operating position (Fig. 2) the short leg 2 strikes the other member of the shank and reinforces the rail bearing portion I, as at Il, tending to stiIIen it.

In practise the wooden tie 'I is prebored, the size of the opening being such (say, 5A; inch diameter) that the corner edges of the

shank members

2, 3,- cut into the wood of the tie as the fastening is driven into place.. In preparing the tie I prefer to drive part way into the bore a routing or forming tool, usually a short spike, of the dimensions of the spike hole I0 in the tieplate 8, to enlarge the upper part of the bore of the tie so that it does not prevent the

shank members

2, 3, from gripping the faces of the spike opening III. This short spike is Withdrawn', of course, before driving in the rail fastening. l

It is apparent to those skilled inthe art that if the fastening of Fig. 1 or Fig.v 3 is driven in suficiently, there is a change in the form of the resilient bearing portion I which creates downward pressure on the rail base 9 and a frictional ,holding force of several hundred pounds may be created, the force acting not only between the portion l and thelrail 9 but also between the rail 9 and the tieplate 8. Any upward tendency to motion of the rail 9 is resisted by a. orkn changek in the portion I and the

bands

2 and 3, resulting in added pressure, but the force component which tends to lift 4the shank is so small as to be of slight eiect in the withdrawal direction of the fastening which is wedged tightly into the hard wood of the tie 1. Without an upward movement of the fastening the tieplate 8 continues to be clamped iirmly to the tie 'i by the

spring legs

2 and 3 and is held against lateral motion. It is apparent that the rail 9 and tieplate 8 are not fastened together by the rail fastening.

What I claim is :l A resilient rail fastening for securing a railroad rail and its support to a wooden tie, consisting of a drive yspike comprising a pair of metal bands of resilient material forming a two part shank of substantially the same cross section as a rail spike at and near the point only and of similar length, the two bands diverging acutely thereabove to form a V-shaped spring wedge, one of said bands provided with a curved upper portion adapted to overlie the rail base and the other of said bands formed to provide a driving head and curved towards said rst band below said driving head and of such character as to provide a, reinforcement for said curved upper portion of said first mentioned band when said rail fastening isdriven into operative position, the said V-shaped wedge being of such character and dimensions that the two said bands are forced together when driven into a spike opening of a tieplate to operating position.

EBEN R. Paolina. m