US3164323A - Rail anchors - Google Patents

Description

Jan. 5, 1965 J. R. STEELE ETAL 3,164,323

RAIL ANCHORS Filed Aug. 15, 1961 2 Sheets-Sheet 1 Ara fA? INVENTOR:

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ATTORNEY5 United States Patent 3,164,323 RAIL ANCHORS James R. Steele and Stephen 1 Lounsberry, 3n, Gwego, N.Y., assignors to Moore tz Steele Corporation, Owego, N.Y., a corporation of Delaware Filed Aug. 15, 1961, Ser. No. 131,605 7 (Iiahns. (tCl. 238-34) This inventon relates to rail anchors, and more particularly to rail anchors for providing two-way anchorage of railroad rails.

It is a primary object of this invention to provide new and improved rail anchors for restraining longitudinal movement of railroad rails in either of two direc tions.

It is a further object of this invention to provide rail anchors capable of being coupled to standard tie plates.

It is yet another object of this invention to provide rail anchors having resilient members which may be flexed to securely clamp railroad rails to tie plates.

It is yet a further object of this invention to provide rail anchors which may be coupled to standard tie plates through the use of special bolts in the tie plate holes.

With these and other objects in view, a preferred embodiment of the present invention contemplates a rail anchor comprising a novel resilient clamping member and a specially formed bolt and nut. The lower portion of the bolt is of square cross section to conform to the shape of a standard tie plate hole and is provided with a hook portion on the lower extremity thereof which engages the underside of the tie plate after the bolt has been cammed into the tie plate hole. The resilient clamping member is provided with a concave-convex central portion of short radius and concavo-convex end portions of longer radius. As employed herein and in the appended claims the expression concavo-convex denotes a form which is concave on one side and convex on the other, said concave and convex surfaces being partispheroidal like, for example, the inside and outside surfaces of a section of eggshell. The radii of curvature of said central and end portions mentioned above and in the appended claims are radii of curves measured in planes parallel to the longitudinal axis of the rail, hence transverse to the longer dimension of the clamping member. The central portion of the clamping member is provided with an aperture which accommodates the upper end of the bolt. The clamping member is positioned on the bolt with the concave portions thereof facing downwardly and the nut is mounted on the upper end of the bolt which is threaded to receive the nut. In this position, one end of the clamping member engages the base flange of the rail and the other end of the clamp ing member engages the tie plate. The nut is turned down sufiiciently to flex the clamping member and thus firmly clamp the base flange of the rail to the tie plate, thereby restraining longitudinal movement of the rail in either direction with respect to the tie plate. The underside of the nut is provided with a plurality of concave depressions; one of which will engage the convex central portion of the clamping member and preclude rotation of the nut due to vibration.

Other objects, advantages and novel features of the invention will become readily apparent upon consideration of the following detailed description when read in conjunction with the accompanying drawings wherein:

FIGURE 1 is a vertical section through a railroad rail, standard tie plate and tie and illustrates the rail anchor of the present invention prior to the final tightening thereof;

FIGURE 2 is a fragmentary sectional view similar to FIGURE 1 and illustrates the final positions assumed by p 3,lfi4,323 Patented Jan. 5, 1965 the elements of the rail anchor upon completion of the tightening thereof;

FIGURE 3 is a sectional view taken along the line 3-3 of FIGURE 2 and illustrates the rail anchor as seen from above;

FIGURES 4, and 6 are sectional views taken along the lines 4-4, 55 and 66, respectively, of FIGURE 1 and illustrate the concavo-convex configuration of the clamping member;

FIGURES 7 and 8 illustrate two. diiferent stages in the installation of the special bolt in a tie plate hole; and

FIGURE 9 is a perspective view of the special nut illustrating the concave depressions which engage the convex portion of the clamping member to lock the nut in the tightened position.

Attention now is directed to the drawings wherein like numerals of reference designate like parts throughout the several views, and in particular to FIGURES 1, 2 and 3. In FIGURE 1 there is illustrated a railroad rail 10 resting on a standard tie plate 11 which in turn is supported by a cross tie 12. The rail 11 tie plate 11 and cross tie 12 are coupled together in the usual manner by means of one of more standard spikes 14 in a manner well-known to those skilled in the art. As is also wellknown to those skilled in the art, standard tie plates are normally provided with four square apertures 15 which accommodate the spikes 14. When railroad track is laid, it is customary to use only 2 or 3 spikes 14 in each tie 12. This arrangement leaves one or two tie plate apertures 15 unused. The rail anchor of the present invention is adapted to be coupled to the tie plates 11 by utilizing one of the otherwise unused apertures 15.

The rail anchor comprises a special bolt, designated generally by the reference numeral 16, and a resilient clamping member, designated generally by the reference numeral 18. The bolt 16 is formed of a square lower portion 19 and a threaded upper portion 20. The extreme end of the lower portion 19 has an offset hook portion 21 formed thereon which is adapted to engage the underside of the tie plate 11.

The resilient clamping member 18 is of concave-convex configuration as can best be seen in FIGURES 4, 5 and 6. The central portion 22 of the clamping member 18 is sharply curved and of short radius of curvature as clearly shown in FIGURE 5. The end portion 24 of the clamping member 18 which engages the base flange of the rail 10 and the end portion 25 of the clamping member which engages the tie plate 11 are both shallow curves of long radius of curvature as clearly shown in FIGURES 4 and 6, respectively. The central portion 22 of the clamping member 18 is provided with an aperture 26 which accommodates the upper end of the bolt 16.

A special nut 28 is mounted on the threaded portion 20 of the bolt 16 above the clamping member 18. The nut 23 is provided with concave depressions 29 (FIGURE 9) which serve to lock the nut in the tightened position after the nut has been drawn down against the clamping member 18.

In order that a better understanding of the invention may be had, the manner in which it is applied to a railroad rail will now be described. After the rail 10 and tie plate 11 have been fastened to the cross tie 12 with the spikes 14 in the conventional manner, a standard nut 30 of appropriate size is threaded on the bolt 16 until the upper surface of the nut 30 is disposed slightly above the upper end of the bolt 16. The lower end of the bolt 16 -is then placed in one of the open apertures 15 in a position substantially as shown in FIGURE 7. The top of the nut 30 is then struck with a hammer or other tool to drive the bolt 16 further into the aperture 15. The lower portion 16 clears the bottom surface of the tie plate 11.

19 of the bolt 16 is provided with a curved cam surface 31 which engages one side of the aperture 15. The cam surface 31 is of such configuration that the camrning action does not begin until the hook portion 21 of the bolt This position is shown in FIGURE 7. Further hammer blows upon the nut 34B will result in the bolt 16 being cammed into the vertical position shown in FIGURE 8 with the hook portion 21 in engagement with the underside of the tie plate 11.

The nut 39 is then removed and the clamping member 18 is positioned on the bolt 16 with the concave side of the clamping member facing downwardly. The nut 23 is then threaded onto the bolt 16 and turned down until it engages the convex upper surface of the clamping member 18. The various elements of the rail anchor of the present invention are then disposed in the positions shown in FIGURE 1. The nut 28 is then further tightened to flex the clamping member 18 and force it to assume the position shown in FIGURE 2. The clamping member 18 is so formed that, when the clamping member is flexed to the position shown in FIGURE 2, the radius 32 of the juncture between the central portion 22 and end portion 25 is complementary to the tie plate shoulder radius 34. This feature prevents twisting of the clamping member 18 when the rail 1i exerts a creeping force on the clamping member. After the nut 28 has been tightened until the parts have assumed the positions shown in FIGURE 2, the nut is turned down slightly more, if necessary, to bring the next concave depression 29 into engagement with the upper surface of the central portion 22. This engagement of the concave depression 29 with the central portion 22 precludes any loosening of the nut 28 due to vibration.

The clamping member 18 is so designed that when the radius 32 is in firm engagement with the shoulder radius 34 of the tie plate, the clamping member has been flexed a predetermined amount. This flexing exerts a force on the top of the rail base flange at the contact areas designated 35 in FIGURE 3. A reaction force is applied to the bottom of the rail base, through the tie plate, by the hook portion 21 of the bolt 16. As a result, the rail base is subjected to a clamping action between the con-tact areas 35 on top on the base and the hook portion 21 underneath the tie plate 11. This clamping action will cause rail creeping forces to be transferred through the tie plate 11 to the spikes 14-, which in turn transfer the load to the tie l2 and through the tie to the ballast. The ballast resists movement of the tie in either direction and supplies the reactive force necessary to counteract the rail creeping loads which have been transferred by the rail anchor.

From the foregoing, it will be readily apparent that a new and improved rail anchor has been provided which embodies many advantages not heretofore available. A stronger clamping member is provided than those in use heretofore by virtue of the concave-convex configuration which strengthens the middle portion, where the bending moment is greatest, by increasing the section modulus in this area. The concave-convex configuration makes it possible to have the bolt hole in that part of the clamping member which is under compression in bending. This reduces the concentrated stress around the bolt hole, thereby allowing greater tightening loads to be imposed by the bolt. The clamping member forces the top of the bolt away from the rail as the bolt is tightened. This forces the hook portion of the bolt into full engagement under the edge of the tie plate hole, locking the bolt in this position, and precluding removal of the bolt from the tie plate hole until the nut is loosened far enough so that the bolt can be rocked toward the rail until the hook portion become disengaged. This special bolt, designed to earn itself into the tie plate hole, does not need any auxiliary piece to hold it in place once the clamping member is installed. The central portion of the clamping member is so designed that the load on the nut is directly over the load on the hook portion of the bolt. This eliminates any force couple which might tend to unseat the hook portion. The concavo-convex configuration of the end portion of the clamping member which engages the rail base flange makes possible the two small areas of contact on top of the raii base flange. Because these areas of contact are small, the clamping member will cut through and crush mill scale or dirt to provide greater frictional re sistance to rail creep. The design of the rail anchor is such as to be adaptable for use with concrete ties wherein the bolts are cast into the concrete. These are some of the many advantages inherent in the present invention.

Certain obvious modifications may be made to the preferred embodiment illustrated for the purpose of facilitating ease of manufacture and reducing the cost thereof. For example, it is desirable, although not essential, that the cam surface 31 be curved as shown in the drawings. However, this cam surface may be made flat rather than curved in order to effect a reduction in manufacturing cost without seriously impairing the insertion of the bolt id in the tie plate aperture 15. Also it should be obvious that the special nut 28 may be omitted and a standard nut 36 substituted therefor. The pressure exerted on the standard nut 36 by the flexed clamping member 18 would then be relied upon to retain the nut in its tightened position. The use of standard nuts would preclude the additional cost involved in providing the special nuts 28 with the concave depressions 29.

It is to be understood that the abovedescribed arrangements are simply illustrative of a preferred embodiment of the invention. Numerous modifications may be readily devised by those skilled in the art to achieve a similar device still embodying the principles of the present invention and falling within the spirit and scope thereof.

What is claimed is:

l. A rail anchor for clamping a railroad rail to a tie plate comprising a resilient clamping member of concave-convex configuration in cross section, the central portion of said clamping member being of sharp curvature of short radius and the end portions being of shallow curvature of long radius, said radii being measured in planes parallel to the rail axis, a bolt adapted to be inserted in one of the spike holes in said tie plate and having an offset hook portion on the lower end thereof for engaging the underside of said tie plate whereby said bolt may be coupled to said tie plate, the central portion of said clampin member being provided with an aperture for accommodating the upper end of said bolt, said clamping member being adapted to be disposed on said bolt with the concave side thereof facing downwardly and with the end portions thereof engaging the top surfaces of said tie plate and the base flange of said rail, respectively, and a not adapted to be mounted on a threaded upper portion of said bolt for depressing the central portion of said clamping member adjacent to said aperture to flex said clamping member and thereby clamp said rail to said tie plate, and means for locking said nut against rotation when clamping member is flexed.

2. A rail anchor as defined in claim 1 wherein the g'uncture between the central portion of the clamping member and the end portion which engages the top of said tie plate defines a radius complementary to the tie plate shoulder radius and in engagement therewith when said clamping member is fully flexed whereby twisting of said clamping member relative to said tie plate is preeluded.

3. A rail anchor for clamping a railroad rail to a tie plate comprising a resilient clamping member having an end portion adapted to engage said tie plate, an opposite end portion adapted to engage the base flange of said rail, and an apertured central portion, means adapted to be coupled to said tie plate and to extend through said aperture for flexing said clamping member whereby said rail and said tie plate are securely clamped together, said clamping member being of concavo-convex configuration and adapted to engage said tie plate and the base flange of said rail with the concave side thereof facing downwardly the radii of curvature of the clamping member, measured in planes parallel to the rail axis, progressively decreasing in length from the end portions of the clamping member toward the central portion thereof.

4. A rail anchor as defined in claim 3 wherein the central portion of said clamping member is of sharp curvature of short radius and the end portions are of shallow curvature of long radius.

5. A rail anchor as defined in claim 3 wherein said flexing means comprises a bolt adapted to be inserted in one of the spike holes in said tie plate and having an offset hook portion on the lower end thereof for engaging the underside of said tie plate whereby said bolt may be coupled to said tie plate.

6. A rail anchor as defined in claim 5 wherein said bolt is provided with a cam surface oppositely disposed from said hook portion and adapted to cam said hook portion into engagement with the underside of said tie plate when said bolt is driven into a spike hole in said tie plate.

7. A rail anchor as defined in claim 5 wherein the upper portion of said bolt is threaded and is adapted to project through said aperture in said clamping member, and a nut is provided for mounting on said threaded portion for depressing and thereby flexing said clamping member whereby said rail is clamped to said tie plate.

References Cited in the file of this patent UNITED STATES PATENTS 772,079 Ball Oct. 11, 1904 1,320,259 Martens Oct. 28, 1919 1,631,819 Ivory June 7, 1927 2,072,176 Monroe Mar. 2, 1937 2,119,512 Peskin et a1. June 7, 1938 2,134,750 Clark Nov. 1, 1938 2,387,009 Clarkson Oct. 16, 1945 2,530,547 Snyder Nov. 21, 1950 2,941,564 McComb June 21, 1960 FOREIGN PATENTS 522,414 Great Britain June 18, 1940 693,585 Great Britain July 1, 1953

Claims (1)

1. A RAIL ANCHOR FOR CLAMPING A RAILROAD RAIL TO A TIE PLATE COMPRISING A RESILIENT CLAMPING MEMBER OF CONCAVO-CONVEX CONFIGURATION IN CROSS SECTION, THE CENTRAL PORTION OF SAID CLAMPING MEMBER BEING OF SHARP CURVATURE OF SHORT RADIUS AND THE END PORTIONS BEING OF SHALLOW CURVATURE OF LONG RADIUS, SAID RADII BEING MEASURED IN PLANES PARALLEL TO THE RAIL AXIS, A BOLT ADAPTED TO BE INSERTED IN ONE OF THE SPIKE HOLES IN SAID TIE PLATE AND HAVING AN OFFSET HOOK PORTION ON THE LOWER END THEREOF FOR ENGAGING THE UNDERSIDE OF SAID TIE PLATE WHEREBY SAID BOLT MAY BE COUPLED TO SAID TIE PLATE, THE CENTRAL PORTION OF SAID CLAMPING MEMBER BEING PROVIDED WITH AN APERTURE FOR ACCOMMODATING THE UPPER END OF SAID BOLT, SAID CLAMPING MEMBER BEING ADAPTED TO BE DISPOSED ON SAID BOLT WITH THE CONCAVE SIDE THEREOF FACING DOWNWARDLY AND WITH THE

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