US2250785A - Rail and tie fastener - Google Patents

Description

W. S. WALTZ July 29, 1941.

RAIL AND TIE FASTENER Filed NOV. 16, 1939 Fig.1

INVENTOR. WINFIELD S. WALTZ $1 7% )Kr/C ATTORNEY.

Patented July 29, 1941 UNITED STTES PATENT OFFIQE RAIL AND TIE FASTENER Winfield s. Waltz, Wadsworth; Ohio Application November 16, 1939, Serial No. 304,773

7 Claims. (01. 238-279) This invention relates to a rail fastener and particularly to a fastener for use in connection with rail and cross tie combinations for fastening a rail and cross tie together with the rail in upright operating position. V

One of the principal objects of the present invention is to provide a relatively simple and economical device for securing the rail and tie more firmlytogether in a manner which pre-' vents endwise creeping of the rail with respect to the tie as well as lateral shifting or tilting.

Another object is to provide a fastener which may be readily mounted on the tie in a position to receive the rail and which, when the rail is lowered into final position on the tie, is operated by the rail to engage and clamp the rail securely in final position.

Another object is to provide a fastener of which the rail clamping action is augmented by the weight superposed'upon the rail, and particularly in which forces applied to and tending to tilt the rail laterally, and thus to lift one margin of the base flange of the railfrom the tie, are transferred and reapplied, by' 'cooper'ation of the other margin of the flange withithe fastener, to the marginwhich tends to be lifted so as to increase the clamping pressure at the latter margin.

Another object is to provide a fastener from which the rail can readily be detached by relatively simple operations and-concurrent lifting of the rail vertically from the tie.

Another object is to provide, in combination with a cross tie and a rail, a fastener secured to the tie and fixed in position thereon length-1 wise of the rail and operated by the rail to clamp the tie and rail firmly together. v

Other objects and advantages will become ap parent from the following specification, wherein reference is made to the drawing, in which:

Fig. l is a front elevation of a fastener eme bodying the principles of the present'invention and showing the same installed on a solid cross tie, part of the fastener being shown in section for clearness in illustration; x

Fig. 2 is a view similar to Fig. 1, showing the fastener in clamping relation to the rail flange;

Fig. 3 is a perspective view of one of the clamping elements of the fastener; and,

Fig. 4 is a top plan View of the fastener and'a metal cross tie, showing the manner of installing the fastener thereon. 1

Referring to the drawing, a preferred form of the fastener comprises a pair of clamping elements which are relatively movable laterally of the rail into and out of clamping position. Since both clamping elements are the same and are merely reversed in position, only one will be described in detail.

In Fig. 3, a single clamping element I is illustrated. The element I is formed from heavybar steel stock and comprises an arm 2 having a clamping jaw 3 adjacent one end thereof. In-

wardly from the jaw 3 the arm has a bearing 4 which is adapted to receive a pivot for pivotally securing'the element I on a cross tie. At the opposite side of the pivot from the jaw 3, the clamping-element I is conflgured to provide a raised abutment or cam portion 5 which is arranged for engagement by: the underside of the rail base flange for moving the 'jawsinto clamping en-' gagement with the base flange when the rail is lowered, as will later be described more fully, into final position.

Beyond the abutment 5 in a direction away.

from the pivotal axis, the end of the arm is provided with a lug 6 which preferably extends normal to one face of the element I. The otherj V likewise is provided with an abutment portion Hand lug I2 corresponding to the portion'5 and lug-B'of the'element I. The elements I and! are reversely positioned with respect to each other,-as illustrated in'Fig. 1, and are connected by means of a bolt I3 to the tie: I4, the pivotal axis extending generally parallel to the rail I5 and a considerable distance below the base flange thereof} Thus the'elements I and I arefree to swing about the axis of the pivot or bolt I3 transversely or laterally of the rail.- The abutment portions 5 and I I are shaped and positioned so that,when theelementsare pivotally secured to the tie, the portions 5 and II extend above the upper surface of the tie. The

jaws'3'and 9 are positioned so as to be spaced a sufficient distance apart to receive the flange of the rail I5 therebetween as the rail is low on top of thetie; the underside of the rail base flange first'engagcsthe abutmentportions 5 and 1 II, and as the rail approaches'=final position, it

bears on these portions, pressing them downwardly and swinging the arms about their pivotal' axis so as .tol'cause thejaws 3 and!) to move up wardly and inwardly into clamping relation with respect to the base flange, as illustrated in Fig. 2. The portions and II are so related to the jaws 3 and 9 and to the pivotal axis that when the rail flange rests upon the tie, the abutment surfaces 5 and H are in engagement with the underside of the flange and the jaws 3 and 9 are in firm clamping relation to the lateral margins of the rail flange. Thus the rail is firmly clamped to the tie and is constrained from movement endwise by the bolt I3 and fastener, one member of the fastener being in face to face contact with the side of the tie. Any load or superposed force on the rail causes a firmer engagement of the under-surface of the flange with the portions 5 and H and thus augments the gripping and clamping effect of the jaws 3 and 9. Likewise, any attempt to tilt the rail laterally augments the gripping action. For example, if in Fig. 1 or 2 an attempt were made to tilt the rail counterclockwise, greater pressure would be exerted on the portion H, and this would cause the jaw 9 to engage the flange more firmly at the opposite margin and thus more effectively resist such tilting action. Thus, tilting of the rail, lateral shifting of the rail, and longitudinal creepage of the rail are effectively prevented under all conditions, and the usual rail anchors are not required.

For convenience, both of the elements are mounted on a single bolt or pivot l3, but separate pivots providing these are disposed a considerable distance below the base-flange-supporting surface of the tie and within the lateral limits of said flange, may be used with some advantages, if desired. If the pivot axis or axes is or are close to the lower face of the base flange, then inadequate inward movement of the clamping surfaces of the jaws toward the rail flange would result; and if the pivots were disposed beyond the lateral limits of the flange, then the jaws would not resist forces tending directly to separate the rail and tie.

The bolt 13 preferably is positioned a little higher than its true theoretical position so as to assure full pressure contact between the base flange and the abutment portions 5 and H. Any tendency of this positioning to cause the rail flange to be supported by the fastener in a position spaced above the tie is overcome because when a train passes over the rail the superposed weight permanently deforms or bends the bolt l3 downwardly the necessary slight distance to cause the flange to rest on the tie. As a result, the fastener is self-adjusting.

Each of the clamping elements is overbalanced by the portion on the opposite side of the pivot from its jaw so that the jaws normally are swung upwardly and toward clamping position by gravity. Consequently, if the fastener becomes loosened, it remains in, or returns to, a position for re-engagement in which the weight of a passing train will cause the jaws to clamp the flanges effectively.

. Again it should be noted that the lugs 6 and I2 engage end faces of the elements I and 1 which are generally concentric with the pivotal axis established by the bolt 13 and reinforce the jaws 9 and 3, respectively, and tend to prevent outward bending of the jaws. The lugs also hold the elements I and I in open position, since otherwise the counter-balancing by the heavier end portions would swing the jaws inwardly, by slight wedging engagement with the generally concentric end surfaces, as illustrated in Fig. 1, prior to the lowering of the rail onto the tie. In final working position of the elements I and I, the lugs 6 and I2 fit tightly over the associated jaws and cause the two clamping elements to bind tightly together when they are operated even if they fit somewhat loosely on the pivot, or the pivot becomes displaced or broken off. Consequently, they always serve as anchors to restrain longitudinal oreepage of the rail. The bolt I3 is also an important factor in the use of the present invention as an anti-creeper, because with the assembly comprising the elements I and! in operative abutment with the tie, in a direction lengthwise of the rail, as when engaging the side face of the tie, and with both elements hooked to the bolt and gripping the rail, the latter cannot rock the tie because of the restraining influence of the bolt. Anti-creepers (anchors) as now made are not fastened to the tie but only to the rail. Any suitable auxiliary one-way-acting locking mechanism which is essentially the equivalent of a ratchet or friction clamp can, as a further modiflcation, be operatively interposed between lugs 6 and I2 and the adjacent portions of the respective jaw members.

Referring next to Fig. 4, the fastener is shown in connection with a steel cross tie with which it operates in the same manner as above described. As there illustrated, the steel cross tie 20 is provided with a central opening 2| of suflicient width to accommodate the fastener. The tie is reinforced adjacent this opening by flanges 23 which extend downwardly from the top wall of the tie. The fastener is secured to the tie by means of a bolt 24 which is received through suitable holes in the flanges 23.

In either event, for installation, it is only necessary to drop the clamping elements I and 1 onto the bolt l3 or 24 and then spread them so that the base flange of the rail can be received between the clamping jaws. Then, by lowering the rail onto the tie while the rail is held in upright position, the fastener is operated for effecting the results described. If it is desired to unfasten the rail and tie, this can be accomplished by lifting of the rail (or undermining and dropping of the tie) while concurrently tapping inwardly on the lugs 6 and I2.

I claim: v

1. A fastener for a railway rail and cross tie, said fastener comprising two operatively elongated upright rigid members, both pivotally secured to the tie on a single pin or bolt fixed to the tie and extending crosswise of the tie a considerable distance beneath the rail flange and inwardly from the lateral limits thereof, each member having a jaw at or near one end adapted to overhang and clamp a respective rail flange edge and a rigid abutment at or near the'other end in position to be pressed downwardly by the under face of the opposite marginal portion of the rail flange, means independent of such downward pressure on the abutments and acting on said members in a manner to maintain the jaws in contact with respective rail flanges, the members being reversely positioned end for-end, whereby the jaws are rendered operative to pull the tie against the rail flange through the intermediary of the pin or bolt by downward pressure of the rail flange margins on the respective abutments of the members.

2. A fastener and anti-creeper for coupling a cross tie and conventional railway rail having a double base flange adjacent the upper face of the tie; said fastener comprising two operatively elongated relatively broad, substantially flat substantially identical plates of sufficient thickness so that they are rigid, the narrow edge of each plate near one end thereof being relatively indented to form a jaw adapted to overhang and clamp a respective rail flange edge and an opposite end portion of each plate being positioned to underhang and be pressed downwardly by the margin of the flange lying opposite the flange edge engaged by the jaw, the plates being reversely positioned endfor-end and mutually overlapped at their end portions, both ends of one plate being in abutment with the tie in a direction to resist creeping of the rail, and the two plates having respective bearing portions intermediate said end portions identically positioned on respective plates and adapted for engagement with a common securing bolt or pin fixed to the tie and extending crosswise of the tie beneath the rail, the bearing portion of each plate being constructed and arranged to extend around the bolt or pin a sufficient distance so that the bolt or pin resists upward pull of the jaw of the plate on the rail flange and resists the downward force of the opposite margin of the flange on said opposite end portion of the plate, and said plates each being overbalanced about the axis of its bearing portion toward said opposite end portion thereof so that the jaws, in the operating position of the plates, tend to'swing into contact with the respective rail flange edges.

3. The arrangement according to claim 2 wherein each plate has an open generally circular notch on its bottom edge constituting said bearing portion, part of which forms a hook adapted to underhang the bolt or pin, so that the plates can be applied to the bolt or pin laterally thereof.

4. A fastener for coupling a cross tie and conventional railway rail having a double base flange adjacent the upper face of the tie; said fastener comprising two operatively elongated relatively broad plates of suflicient thickness so that they are rigid, each having means thereon establishing a pivot center, said means being adapted to engage a pivot pin or bolt fixed to the tie and extending crosswise of the tie beneath the rail, one

end portion of each plate extending generally concentric with the pivot-establishing means, a portion adjacent the same end being relatively in dented to form a jaw adapted to overhang and clamp a respective rail flange edge, each plate having a portion near the opposite end adapted to underhang and be pressed downwardly by the margin of the rail flange lying opposite the flange edge engaged by the jaw, the plates, for operation, being reversely positioned end-for-end and mutually overlapped at their end portions, said opposite end of each plate having a lug overhanging and in snug contact with said generally concentric portion of the other plate in the rail gripping and pivot engaging position of the plates.

5. A railroad rail and tie fastener comprising a pair of operatively identical rigid clamp elements, each having a clamping jaw at one end, a single pivot means for securing the elements to the tie in superposed relationship reversely of each other and against being bodily raised and in fixed position lengthwise of the rail in one direction, said elements being swingable into one relative position wherein the jaws can receive the base flange of the rail therebetween and into another relative position wherein the jaws can become forced into engagement with respective lateral margins of the base flange, means independent of the weight of the rail and acting on said elements in a manner tending to hold the jaws in contact with respective rail flange margins, said jaws having straight edges adjacent the rail flange which in the second mentioned relative position of said elements extend in upwardly convergent relation to each other and to thevertical longitudinal median plane of the rail so as to bear inwardly and downwardly on respective lateral margins of such base flange, each element having an upwardly disposed abutment adjacent the jaw of the other element and operable by engagement of the under side of the base flange of the rail therewith when the rail is moved into final position over the tie, whereby to dispose and retain the jaws in fixed clamping relation to the rail flange.

6. In a railroad rail and tie combination, a fastener for securing the rail flange and the tie together and comprising a pair of clamping elements, means common to the two elements and vertically aligned with the rail flange and pivotal- 1y securing the elements on the tie for swinging movement of the element relatively toward each other transversely of the rail, clamping jaws on the elements engageable, respectively, with opposite upper margins of the base flange of the rail for clamping the rail and tie together when the elements are swung relatively toward each other a predetermined distance, said jaws in the rail engaging position of said elements being inclined upwardly substantially toward the head of the rail so as to engage the margins of the base flanges with a downward and inward clamping action, means on and rigid with each element and positioned horizontally at the opposite side of the pivotal axis of the associated element from the jaw thereof and serving as a counter-weight normally tending to move the jaw thereof about the pivotal axis toward the rail flange, said last named means extending upwardly beyond the pivot a sufflcient distance so as to be engaged and moved downwardly by the under surface of the base flange opposite the region engaged by the jaw as the rail is lowered into final position for swinging the associated jaws into clamping engagement with the base flange.

7. In a rail and cross tie combination, a fastener comprising two operatively identical, 'reversely positioned relatively overlapping clamping plate elements, a common means pivotally securing the elements in upright position, one in lateral abutment with the side of the tie with the pivotal axis extending lengthwise of the rail, said elements being swingable in opposite directions toward the rail with respect to the pivotal securing means and both having upper edge portions lying underneath the base flange of the rail and engaged and pressed down by respective opposite marginal portions thereof, jaws on said elements spaced horizontally from said edge portions, respectively, for engaging and gripping opposite margins of the base flange when the said edge portions are pressed downwardly by the rail. to a position wherein the rail is resting on the upper surface of the tie, and lugs on each element overhanging and tightly engaging the jaws of the other in one relative position of the elements.

WINFIELD S. WALTZ.

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