US2450559A

US2450559A - Railroad rail clamp

Info

Publication number: US2450559A
Application number: US765880A
Authority: US
Inventors: Louis R Parsons
Original assignee: W W HOLLAND
Current assignee: W W HOLLAND
Priority date: 1947-08-04
Filing date: 1947-08-04
Publication date: 1948-10-05
Anticipated expiration: 1965-10-05

Description

Oct. 5, 1948. l R. PARSONS 2,450,559

/ RAILROADI RAIL CLAMPA Filed Aug. 4, 1947v 2 sheets-*Sheet 1 l.. R. PARSONS RAILROAD RAIL CLAMP oct. 5,i 1948.

2 Sheets-Sheet 2 Filed Aug. 4, 1947 Patented Oct. 5, 1948 RAILROAD RAIL CLAMP Louis R. Parsons, Macomb, Ill., assigner of oneifth to W. W. Holland, Macomb, Ill.

Application August 4, 1947, Serial No. 765,880

Claims.

This invention relates to railroad rail clamps or fasteners and more particularly to multiple bearing spring fasteners.

There are many types of rail clamps or fasteners on the market and described in the literature relating to this subject. These prior art fasteners, however, are all subject to the same criticism in that they are too expensive, in view of the large quantity that are used, and/or they fail to exert the necessary pressure on the rail.

Having in mind the defects of the prior art devices, it is an object of the present invention to provide a fastener that exerts a multiple pressure on the rail to firmly hold the rail in position.

It is another object of the invention to provide a rail fastener that creates a multiple pressure against the rail in a plurality of directions.

It is still another object of the invention to provide a rail fastener that creates a downward pressure and a lateral pressure, both of which act to hold the rail in its seat, and an angular pressure which resists creeping of the rail.

It is a further object of the invention to provide a unitary fastener created from a single piece of stock and formed so as to produce a locking tension between the rail and its tie plate which will rigidily lock the fastener in position.

It is a still further object of the invention to provide a rail fastener that embodies simplicity of design, economy of construction and certainty of operation.

The foregoing objects and others auxiliary thereto are preferably accomplished, according to a preferred embodiment of the invention, by a fastener formed from a single piece of rod stock that is folded midway of its length in a U-bend to form a tang Afor insertion in an aperture in the tie plate, the U-bend being deformed laterally to provide a lip for hooking under the tie plate, the arms extending straight from the U-bend for a distance and then being bent laterally, opposite the side of the lip, to form shoulders for hooking over the tie plate, the arms then being bent upon themselves as U-bends, to form spring loops, and extending as free rail engaging arms that lie at more or less right angles to the tang forming straight sections.

In the preferred form one of the free arms extends at an acute angle to engage the rail fiange and create a downward pressure thereon, whereas the other arm is longer and extends at substantially right angles, and is bent toward the other arm so that it overlies the end of the other arm, its length being sufficient to angulanly engage'the web of the rail to create a lateral pressure thereon and resist longitudinal creeping of the rail in one direction. According to a modification of the invention, the free arms are identical to the shorter flange engaging arm and extend parallel at an acute angle so that both arms engage the rail ange and exert a multiple downward pressure thereon.

The novel features that are considered characteristics of the invention are set forth with particularity in the appended claims. The invention itself, however, both as to its organization and the method of operation, together with additional objects and advantages thereof, will best be understood from the following description of specific embodiments when read in connection with the accompanying drawings wherein like reference characters indicate like parts throughout the drawings and in which Fig. 1 is a cross-sectional view taken transversely through a railroad rail seated on a tie plate and showing in side elevation a clamp or fastener, in accordance with the present invention, assembled therewith to hold the rail on the tie plate;

Fig. 2 is a View in perspective of the preferred form of clamp or fastener, according to the presf ent invention;

Fig. 3 is a fragmentary top plan view of the assembly shown in Fig. 1, the rail web being shown in cross-section;

Fig. 4 is a fragmentary top plan view, similar to Fig. 3, showing the relative position of the fastener as it is applied;

Fig. 5 is a cross-sectional view, similar to Fig. 1, showing the relative position of the fastener as it is applied;

Fig. 6 is a cross-sectional View, similar to Fig. 1, showing a modified clamp or fastener in eflevation; and

Fig. 7 is a top plan View, similar to Fig. 3, showing the modified fastener.

Referring now to the drawings, specifically to Fig. 1, the present invention comprises a unique spring clamp or fastener I that Iis adapted for ready assembly with a tie plate P to retain a conventional railroad rail R seated thereon and to inhibit creeping of the rail relative to the tie plate. The tie plate P is conventional in type and has apertures A, usually and preferably rectangular, extending vertically therethrough adjacent the rail retaining shoulders thereof.

The novel fastener I, according to the present invention, is formed from an integral length of stock which, preferably, is round and approxi- 'mately 3A," inch in diameter, but is not necessarily limited to this cross-section or size. The material is preferably of high tempered rigid steel that is adapted to withstand high pressures with only limited distortion from its normal form, and is capable of withstanding the stresses to which it may normally be subjected in use.

To form the clamp or fastener I, as best shown in Fig. 2, the rod or round stock is formed in a U-bend 2 adjacent its mid-length to provide parallel arms 3 and 4, and the U-bend portion 2 is bent laterally along aligned creases 5 at the bases of the arms 3 and 4 and to form a lip 5. The arms 3 and 4 have straight portions I extending from the creases to coinciding angular bends B which extend to, and form aligned creases 9 on, the sides of said arms opposite the creases 5 and lip 6.

From the angular bends 8, the arms 3 and 4 are formed upon themselves, in U-bends Ill and II, respectively, so that the free arm portions I2 and I3 of the arms 3 and 4 extend angularly, at more or less right angles, with respect to their straight portions l, and to the same side as the lip 6. The connecting portions between the angular bends 8 and the U-bends I 3 and II form bearing shoulder portions I4 on their undersides adjacent the creases 3 and extending at an angle to the straight portions 'I and on the opposite sides thereof to the lip 5 and the arm portions I2 and I3.

The U-bend II) of the arm -3 has a smaller radius than the U-bend II of the arm 4, and the free arm portion I2 of the arm 3 is shorter than the free arm portion I3 of the arm 4. Furthermore, the free arm portion I2 is bent at a more acute angle, relative to the straight portions 1, than the arm portion I3 which extends at approximately, or slightly less than, a right angle, as best shown in Fig. l. In addition, as best shown in Fig. 3, the whole of the arm f3 lies substantially in a plane, that is, the free arm portion I2 extends straight from the U-bend IIJ, whereas, the free arm portion I3 of the arm 4 extends at an angle to the plane of its U-bend II, and partially overlies the end of the free arm portion I2. The free ends I5 and I3 of the arm portions I2 and I3 are both bent laterally to form rounded bearing portions I1 and I8 respectively.

In assembling the fastener I with the rail R and the tie plate P, the lip 6 and straight sections l form a tang which is inserted downwardly through the aperture A, the ends I5 and I6 extending toward the rail. When the fastener is fully inserted, the lip 6 is hooked under the bottom of the tie plate P, the creases 5 nesting against the inner bottom edge of the aperture A, and the bearing portions I4 being hooked over the top of the tie plate with the creases 9 nesting against the outer top edge of the aperture A, as shown in Fig. 1. In this position, the free arm portion I2 extends downwardly to engage the rail base flange F, the rounded bearing portion I'I of its end I5 pressing down on Said rail flange, and the free arm portion I3 extends inwardly to engage the upstanding rail web W, the rounded frictional bearing portion I8 of the end I6 pressing in against said web.

'I'he web engaging arm I3 is of a length in eXcess of the distance from the aperture A to the web W and, as previously stated, the flange engaging arm I2 extends downwardly at an acute angle. Furthermore, the diameter of the sections 'I plus the extension of the lip 6 is substantially equal to the diameter of the aperture A. Consequently, in the initial application of the fastener, the tang is inserted vertically in the aperture A, as shown in'Fig. 5, and in a twisted position as shown in Fig. 4. The web arm I3 bearing against the web is of a length that requires' the angulation of the fastener and the thickness of the tang, including the lip S, requires the vertical insertion of the tang.

When the fastener is inserted as far as it will go by hand pressure, it is then seated by driving downwardly upon the upper ends of the U-bends IIJ and II, forcing the tang downwardly through the aperture A until the lip 6 slips under the bottom of the tie plate, at which time the compression of the arm I3 causes the fastener to swing about so that the fastener is substantially perpendicular to the rail, and with its straight portions 'I both engaging the same aperture wall. As a matter of fact, the compression of the arm I3 is such that the tang frequently is forced back with the straight portions both contacting the outer aperture wall even before the lip Ii slips under the tie plate, The tension of the arm I2 causes the fastener to swing backward toward the outer aperture wall until the creases 9 hook on the upper edge of the Wall, and the bearing portions I4 are compressed against the top of the tie plate.

As the length of the arm I3 is such as to require the twisting of the fastener in its application as shown in Fig. 4, the arm I3 is in constant engagement with the rail web W and resists the seating of the fastener. On the other hand, when the fastener is driven down and the lip 6 is hooked under the tie plate,V the compression of the arm I3 and the U-bend II, which forms a spring loop, is such as to cause the tang to twist to its normal working position, as shown in Fig. 3, with both shoulders VI4 bearing on the top of the tie plate, both creases 9 nested against the top outer edge of the aperture A, and the creases 5 being nested against the bottom inner-edge of the aperture A, respectively. When the arms 3 and 4 both bear directly against the outer wall of the aperture A, they create a considerable tension on the free arm I3 between its bearing end I8 and the outer edge wall of the aperture. The normal position of the arm I3, relative to the arm I2, is shown in Fig. 4 which illustrates the position of the fastener when it is initially inserted and not under tension, whereas the working position of the arm I3, under compression, is shown in Fig. 3.

In the same action, as the distance through the diameter of the straight portions 'I and the thickness of the lip 6 is substantially equal to the diameter of the aperture A, it requires the vertical positioning of the fastener in its application, the bearing end I8 being in constant sliding engagement with the rail web W which requires the previously described twisting action. As the fastener is pushed down, the end I8 moves into engagement with the fillet F', between the Iiange F and the web W, and the bearing end I"I engages the rail flange. Consequently, when the fastener is driven down and the lip 6 is hooked under the tie plate, the .bearing end I1 is forced toward the rail web, and, by the upward incline of the rail flange and the spring pressure of the U-bend loop IIJ, the fastener is swung away from the rail to engage the upper outer wall of the aperture A and a considerable tension is exerted on the arm I2 which creates a substantial downward pressure onthe rail flange F to hold the rail in its seat in the tie plate.

As soon as pressure is applied by driving, the

meanwhile there will be a slight temporary for-l ward movement of the arm I3 relative to the rail web W. The slight twist given the tang in the initial movement in its application greatly increases the angle of the arm I3 as a whole, which of course increases the tension of the arm. As the fastener is swung away from the rail the arm I3 is flipped upwardly slightly above the llet F until the end I8 frictionally bears solely on the web W so that its full force is exerted against the web and not dissipated in holding down the flange F.

Due t the fact that the web of the rail is 1/8 thicker Aat the point of bearing with the end I3 of arm I3 than it is higher up on the web, the distance from the bearing end I8 to aperture A shortens as the shank or tang is driven to place, this additional pressure on arm I3 will cause the bearing end I8 to back up on the rail web thereby greatly increasing the angular tension on `Vthe arm I3, this together with the added tension accruing from the slight twist given to the tang when inserted in aperture A will be sufcient to cause the bearing VI8 to stick to the rail in any attempted creeping movement of rail.

In view of the fact that the free arm I 3 is bent slightly from the plane of its U-bend II, it will always cause the fastener to twist in the same direction when it is initially inserted in the aperture A, that is, the fastener will be twisted toward the side of the free arm I2. Therefore, when the fastener is eventually seated, the arm I3 bears against the rail web W at an acute angle. This angular bearing has a dual function, namely it creates a lateral pressure against the rail web to retain the rail in its seat on the tie plate and also produces a frictional engagement to resist longitudinal creeping of the rail in the direction' against the angle of the arm, this direction being indicated in Fig. 3 by an arrow. Obviously, by positioning a fastener on' each side of the rail, the arms I3 will be in opposed relation and will inhibit creeping of therail in Aboth directions. The bearing end I8 of the arm I3 contacts the web W of the rail R just above the llet of the rail at the juncture of the web and the flange F so that the pressure it exerts against the rail is primarily in a lateral direction.

A modification of the present invention is shown in Figs. 6 and 7, and comprises a fastener that incorporates the basic principles of the hereinbefore described preferred form but is adapted to create only a, multiple downward pressure on the rail flange F. Essentially, this modified form comprises two shortened, acute-angle arms, such a-s the arm I2. The tang portion of this fastener is identical to that previously described and com--` prises straight sections 'I' joined at one end by a U-bend 2 that is deformed laterally to form a lip Ii'. At their upper ends the straight sections 'I' are formed over by the bends 8 t-o provide the bearing shoulders I4. The bends 8 are joined with the U-bends Ill' which are identical and have the -same radius, they being similar to the spring loop Ii! of the preferred form. The upper portions of the U-bend spring loops I9 extend as free arms I2 and I2" which are substantially identical to the arm I2 and to each other, except that their respective ends I' and I5" are turned laterally in opposite directions.

This modied fastener is applied in much the same manner as the preferred form but, as it has no web engaging arm, it is not twisted in its initial insertion, but only inclined to permit the tang with its-lip B' .to be inserted in the aperture A. When seated, this fastener creates a dual downward pressure on the rail flange F.

Of course, as-many fastener-s as necessary may eapplied to a rail to hold the rail in position, the number being determined by the amount of travelto which the rail is subjected, and it is obvious that a fastener may be readily removed from clamping' position by upward pressure or pull beneath the U-bend spring loops IB and II,

- or I0", as the case may be.

Although certain specific embodiments of the invention are shown and described, it is obvious that Vmany modifications thereof are possible.

The invention, therefore, is not to be restricted except insofar as is necessitated by the prior art and b-y the spirit of the appended claims.

What I claim, is:

v1. A railroad rail fastener comprising a unitary member formed from a length of stock that is centrally bent upon itself in U-shape to provide a tang including the U-bend and arms extending therefrom, said tang being` adapted for insertion in an aperture 'in va tie plate, the U-bend including a portion for hooking under the tie plate at the bottom of the aperture, the arms including bends forming spring loops and corresponding bearing portions for engaging the top wall of the aperture, said arms extending freely from said spring loop bends toward the rail at angles in the neighborhood of right angles relative to the tang and being of a length to resiliently and frictionally engage the rail to exert a multiple pressure thereon.

l2. A railroad rail fastener comprising a unitary member formed from a length of stock that is centrally bent upon itself in U-shape to provide a tang including the U-bend and arms extending therefrom, said tang being adapted for insertion in an aperture in a tie plate, the U-bend including a portion for hooking under the tie plate at the bottom of the aperture, the arms including bends forming spring loops and corresponding bearing portions for engaging the top Wall of the aperture, said arms extending freely from said spring loop bends toward the rail at angles in the neighborhood of right angles relative to the tang and. being of a length to resiliently and frictionally engage the rail to exert a multiple pressure thereon, one of said freely extending arms being of a length to engage the rail web and the other of said arms being shorter and lying at an acute angle, as compared to said longer arm, to engage the rail flange.

3. A railroad rail fastener comprising a unitary member formed from a length of stock that is centrally bent upon itself in U-shape to provide a tang including the U-bend and arms extending therefrom, said tang being adapted for insertion in an aperture in a tie plate, the U-bend including a portion for hooking under the tie plate at the bottom of the aperture, the arms including bends forming spring loops and corresponding bearing portions for engaging the top wall of the aperture, said arms extending freely from said spring loop bends toward the rail at angles in the neighborhood of right angles relative to the tang and being of a length to resiliently and frictionally engage the rail to exert a multiple pressure thereon, one of said freely extending arms being of a length to engage the rail web and the other of said arms being shorter and lying at an acute angle, as compared to said longer arm, to engage the rail flange, said longer web engaging arm being bent at an angle to engage the rail web' at an angle relative to the length thereof to resist creeping of the rail.

4. A railroadrail fastener comprising a unitary member formed from a length of stock that is centrally bent -upon itself in U-sha-pe to provide a tang including the U-bend and arms extending therefrom, said tang being adapted for insertion in an aperture in a tie plate, the U-bend including a portion for hooking under the tie plate at the bottom of the aperture, the arms including bends forming spring loops and corresponding bearing portions for engaging the top Wall of the aperture, said arms extending freely from said spring loop bends toward the rail at angles in the neighborhood of right angles relative to the tang and being of a length to resiliently and frictionally engage the rail to exert a multiple pressure thereon, one of said freely extending arms being of a length to engage the rail Web and the other of said arms being shorter and lying at an acute angle, as compared to said longer arm, to engage the rail ange, said longer Web engaging arm being bent at an angle to overlie the end of the shorter arm and to engage the rail web at an angle relative to the length thereof to resist creeping of the rail.

5. A railroad rail fastener, comprising a unitary member formed from a length of stock that is centrally bent upon itself in U-shape to provide a tang including the U-bend and arms extending therefrom, said tangbeing adapted for insertion in an aperture in a tie plate, the U-bend including a portion for hooking under the tie plate at the bottom of the aperture, the arms including bends forming spring loops and corresponding bearing portions for engaging the top Wall of the aperture, said armsl extending freely from said spring loop bends at angles toward the rail and being of a length to resiliently and frictionally engage the rail viiange to exert a multiple pressure thereon, said free arms being of equal length and having their ends turned outwardly to form rounded bearing surfaces for engaging the rail flange.

LOUIS R. PARSONS.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 2,257,640 Muller Sept. 30, 1941 2,357,629 Cantrell et al. Sept. 5, 1944