US501070A - Wing-rail frog - Google Patents

Description

(No Model. 2 Sheets-Shem; 2.

. p. F. HIGGINS.

WING RAIL FROG.

Patented July 11, 1893.

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DENNIS F. HIGGINS, OF JERSEY CITY, NEW JERSEY.

WIN G-RAIL FROG.

SPECIFICATION forming part of Letters Patent No. 501,070, dated July 11, 1893.

I Application filed February 21, 1893. Serial No. 463,232. (No model.)

To all whom it may concern:

Be it known that I, DENNIS F. HIGGINS, a citizen of the United States, residing at Jersey City, Hudson county, New Jersey, have invented certain new and useful Improvements in Wing-Rail Frogs, fully described and represented in the following specification and the accompanying drawings, forming a part of the same.

This invention relates to that class of railroad frogs in which aspring rail forming part of the main line is held against the toe of the frog to furnish a continuous bearing for the car wheels when passing over such line.

The present improvements consists partly, in the combination with the spring rail, of a broad foot piece to increase the bearing of the rail upon the bed plate, partly, in the combination with such foot piece, of bolts fitted to graduated slots which limit the movement of the rail proportionately at different distances from its fixed end, partly, in the combination with the spring rail, of two springs with their spring rods applied thereto and arranged below the surface of the sleepers, and partly, in the means for connecting such spring rods with the spring rail.

These improvements will be understood by reference to the annexed drawings, in which Figure 1 is a plan of the frog, and the junction of the tracks attached thereto. Fig. 2 is a plan of the bed plate for the frog. Fig. 8 is a cross section of the ties with the spring brace between the same; and Fig. 4 is a cross section of the bed plate, frog, and spring, on line w, as, in Fig. 1, with the parts in section only where, hatched. Fig. 5 is a detached view of one of the guide bolts. Figs. 3, 4, and 5 are upon a larger scale than Figs. 1 and 2.

A are the ties or sleepers, B the bed plate for the frog, which is made of sufficient length to support'the entire spring-rail Oexcepting the joint which connects it with the main line. The main line rail R and siding rail S are joined in the frog point D. The outer rail e of the frog is riveted to the bed plate B, and the spring rail 0 is provided with an angle foot plate fattached thereto by bolts g, and extended from the outer flange of the rail to make a broad bearing therefor upon the bed plate B. The foot plate f is extended nearly to each end of the spring rail to brace and stiffen the same where it is liable to concussion from the flanges of the car wheels, and it is held movably upon the bed plate by a series of bolts 11, a, a a a passed through slots h, h, h h h in the bed plate.

The rail 0 would be joined at the end 0 to the adjoining rail by a chair or other suitable connection, which would form the fulcrum for its motion, and the slots h toh inclusive are made of gradually increasing length in proportion to their distance from the fulcrum O, to furnish, each, a stop for the movement of the spring-rail, by the contact of the bolt with the outer end of the slot.

The proportions of the slots are clearly shown in Fig. 2 with the body of the bolt shown in section in each slot. The bolt a is shown just at one side of the point of the frog, and two springs are connected with the spring rail at equal distances from such point by means of rods 2' attached to the bolts 0. and of.

The spring is is attached by its rod t'to the bolt 0. and is guided at its outer end by a thimble Z and guide Z, and thrusts by its inner end against a bracket in riveted to the edge of the bed B. The outer end of the bracket m is bent downward between the adjacent ties A, and the guide Z has its feet sunk into the upper sides of the ties and its body entirely below the tops of the ties, by which the spring is is wholly protected from accidental contact with any loose parts which may be dragged by the car trucks. The rod 2' is fitted to a square neck formed upon the bolt a as shown in, Fig. 4, and such neck is extended through the slot h in the bed plate, and the remainder of the bolt is rounded and fitted snugly to around hole in the foot f. The spring is is connected by its rod 1' in a similar manner to the bolt a and presses the spring rail toward the frog point by thrusting against a brace Z The other end of the spring is supported in a guide Z and the spring is held by the guide and brace below the surface of the ties the same as thespring k.

The bolts a, a, a serve merely to hold the foot. piece movably to the bed plate, being made with square body and round point so as to be clamped firmly by their nuts in the foot piece with their headsjust below the under side of the bed plate. The angle foot plate thus serves to connect the spring rail movably with the bed plate While it prevents it positively from lifting at all above the same.

The difierent lengths of the slots h to h inclusive furnish each an independent stop to the movement of the spring rail, so that if the latter be broken by accident each piece is prevented from moving beyond its normal position.

The breakage of the spring rail may be avoided in great degree by applying two springs to the spring rail at equal distances from the point of the frog at the points where the flanges of the wheels, when traveling in opposite directions, produce their pressure upon the rail. Such pressure is therefore sustained by such springs and the tendency to fracture is diminished in a corresponding degree; and in case the rail is broken between its ends, the operation of each spring serves, in connection with the foot piece f and the graduated slots h to h inclusive, to hold each piece in its normal position and to prevent its displacement beyond a normal degree. The spring rail although broken is thus enabled to sustain the traffic for atime until it can be renewed.

Heretofore it has been common to furnish stops upon the upper side of the bed plate to limit the outward movement of the spring rail; but ice and other obstructions are liable to introduction between the flange of the rail and such stops, and to thus obstruct its outward movement. The wheel flanges are thus unable to pass freely through the frog and are liable to derail the train.

In my construction the stops are provided in the graduated slots h to h inclusive, which are covered by the foot piece f,so that no obstructions can prevent their free operation, and I thus avoid the liability of accidents from such cause.

By connecting the spring rod t' with the foot of the spring rail through the slots in the bed plate, I am enabled to sink my springs and all their attachments below the surface of the ties and thus prevent them from injury by any passing object.

Having thus set forth the. nature of my invention, what I claim herein is 1. In a spring rail frog, the combination, with the frog point, of the bed plate B provided with a series of slots, and the spring rail 0 having the foot piece f with bolts projected through the slots to hold the rail from lifting, substantially as herein set forth.

2. In a spring rail frog, the combination, with the frog point, ofthe bed plate B provided with a series of graduated slots, the spring rail (3 having the foot piece f with bolts projected through the slots to hold the rail from lifting, and a spring connected with the rail by means of the rod '5 and bolt passing through one of the slots, as set forth.

3. In a spring rail frog, the combination, with the frog point, of a bed plate having a series of graduated slots, the spring rail 0 having the angle foot piece f provided with bolts fitted to the said slots as described, and two springs applied to the rail in opposite relations to the point of the frog, and connected therewith by the spring rods 2' and bolts inserted through the slots into the foot piece f, substantially as herein set forth.

4. In a spring rail frog, the combination, with the frog point, of a bed plate having a spring rail held movably thereon by bolts and slots as described, and two springs arranged below the surface of the ties and operating upon the spring rail by connection with the spring bolts, substantially as herein set forth.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

DENNIS F. HIGGINS.

Witnesses:

HENRY J. MILLER, EDWARD F. KINSEY.

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