US375423A - Device for preventing the depression of railway-rail joints - Google Patents

Description

(N0 MOdeLj W. LYON &1 J. B. GORRELL. DEVICE FOR PREVENTING THE DEPRESSION 0F RAILWAY RAIL JOINTS.

- Patented Dec. 27, 1887.

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UNITED STATES PATENT OFFICE.

WILLIAM LYON AND JOHN B. GORRELL, OF LA OTTO, INDIANA.

DEVICE FOR PREVENTING THE DEPRESSION OF RAILWAY-RAIL JOINTS.

SPECIFICATION forming part of Letters Patent No. 375,423, dated December 27, 1887.

Application filed September 19, 1887. Serial No. 250.085. (No model.)

To all whom, it may concern:

Be it known that we, WILLIAM LYON and JOHN B. GORRELL, citizens of the United States, residing at La Otto, in the county of to the ties.

Noble and State of Indiana, have invented certain new and useful Improvements in Devices for Preventing the Depression of Railway-Rail Joints; and we do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to makeand use the same.

This invention has relation to improvements in devices for sustaining and adjusting the meeting ends of railway-rails, and the novelty will be fully understood from the following description and claims, when taken in connection with the annexed drawings, in which- Figure 1 is a perspective view of a portion of a rail, showing our improvements attached Fig. 2 is a plan view of a portion of a rail, showing our improvements attached to the ties. Fig. 3 is a longitudinal sectional view taken on the lines 00 w of Fig. 2. ,Fig. 4-. is a sectional view taken on the lines yy of Fig. 2. Fig. 5 is a view of the yoke removed, and Fig. 6 is a perspective view of the wearplate removed.

Referring by letter to the said drawings, A indicates a series of railway cross-ties.

1) indicates two sections of a railway-track, thejoints or meeting ends of which are shown at E. To provide against shrinkage and depression of said meeting ends and for adjusting the same when depressed,we provide a sustaining metallic bridge, F, and secure the ends thereof, by bolts or spikes, to the respective cross-ties that are arranged on the right and left hand sides of the tie upon which the rails meet, as shown. This metallic bridge F is concave on its under surface and convex on its upper surface longitudinally, and is provided with openings a, a, the upper portions of which are enlarged to receive screw-nuts c, as shown.

G represents a yoke, which consists of a strong rod of iron or steel bent in the form shown, and having its upper or free ends provided with screw-threads to receive the nuts 0, in the manner shown on Fig. 3 of the drawings.

H represents a metallic shoe or wear-plate, which is passed under the cross-tie upon which the rails meet, and when thus arranged is clasped by the closed end of the yoke. arms of said yoke are passed upward through the metallic bridge F and made secure in position by the nuts 0 c.

When the several partsare arranged as described, it is obvious that by turning the nuts 0 on the threads'of the yoke the tie immediately under thejoints of the rails can be operated so as to raise and adjust said joints at will. It should be here observed that this metallic bridge is sprung upward longitudinally for the greater portion of its length, and that the vertical apertures are formed in the elevated or spring portion thereof. Thus it will be seen that there will be sufficient room beneath this bridge for the rise and adjustment of the tie upon which the meeting ends of the rails rest. It will also be seen that when a tie has been properly adjusted so as to bring the meeting ends of the rails in the desired position there is little or no liability of the tie going down or the rail-joints depressing as long as the nuts and yoke remain unimpaired, as it is obvious that the bridge must yield longitudinally before a sag or depression will take place. provements might be applied to old roads or rails as well as new ones.

In applying our improvements to old roads where the meeting ends of the rails have become depressed after adjusting the yoke, we turn up the nuts a few times on the threaded ends thereof until the ties beneath their joints have been raised to the proper height, which, of course, will raise the joint of the rails, the concavity beneath allowing ties of irregular form to rise to the desired elevation, consequently requiring no care whatever in leveling the upper surface of the ties to adjust the bridge.

Another feature of construction to which we attach importance is the pin or stud in the stringers or beams, as it will be seen that while the tie bearing thereon will be allowed a vertical movement, it will be positively prevented from moving either sidewise orlengthwise.

Having described our invention, what we claim is- 1. The combination, with a railway and the cross-tie thereof beneath the rail-joints, of a The It is also obvious that our im-' sustaining-bridge, sprung or bowed, a yoke described, and bowed 0r sprung longitudiembracing the said tie, and nuts for adjusting nally, whereby the tie sustained by the yokes the same, substantially as specified. may be adjusted when depressed by use, sub- 15 2. The combination, with the sustainingstantially as specified. 5 bridge having apertures, as described, to re- In testimony whereof we affix our signatures ceive the yoke and nuts thereon, of the yoke in presence of two witnesses. having its ends threaded and adapted to em- WILLIAM LYON brace a cross-tie, and the nuts on the ends of JOHN B GORRELL the yoke, substantially as specified.

IO 3. As an improved article of manufacture, \Vitncsses:

a sustaining metallic bridge for application at M. H. STEWART, rail-joints and for similar uses, constructed as XVILLIAM F. MOYER.

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