US636789A - Railroad-rail. - Google Patents

Description

Patented Nov. l4, I899. A. n. GATES.

RAILROAD BAIL.

HT EET Q I #ZZZW No. 636,789. Patented Nov. 14, I899. A. D. GATES.

RAILROAD BAIL.

(Application filed Mar. 8, 1899.)

2 sheets shaet 2,

(No Model.)

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NITED STATES PATENT OFFICE.

ALFONSO DERAY GATES, OF CLEVELAND, OHIO.

RAILROAD-RAIL.

seminarians forming part of Letters Patent No. 636,789, dated November 14, 1899.

Application filed March 8, 1899- To all whom it may concern:

Be it known that I, ALFONSO DERAY GATES, a citizen of the United States, residing at Cleveland, in the county of Ouyahoga and State of Ohio, have invented certain new and useful Improvements in Railroad-Rails; and I do declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same.

My invention has reference to railroad-rails; and. the object of the invention is to provide a rail with overlapping or mitered extremities so fashioned that all the usual fish-plates, splicing-bars, union-chairs, and like devices for connecting the rails and strengthening the joint are wholly dispensed with and the rail is adapted to be rolled into shape for use as shown.

My invention therefore consists in a rail which contains within itself all the essential requisitesof connection or union with the connecting-rails without the auxiliary elements usually employed to tie up and reinforce the joints, in conjunction with the associated advantage of rolling the rail to a finish and ready for the track as it leaves the rolls in the mill.

Having reference now to the accompanying drawings, Figure 1 is a side elevation of two united ends of my improved rails, and Fig. 2 is a plan view thereof. Fig. 3 is a cross-section on line 3 3, Fig. 2, looking to the rightand showing formations beyond the immediate cross-line; and Fig. 4: is a cross-section on line 4 4, Fig. 2, also looking to the right. Fig. 5, Sheet 2, is a plan view of one end section of a rail alone, with cross-sections thereof at both extremities to .show the formations on the lines where taken and numbered Fig. 5 and Fig. 5*, respectively. Fig. 6 is a plan view of what may be considered the same end piece seen in Fig. 5 or the meeting end of the next rail and the extremities of which are mainly like those seen in section in Fig. 5. Fig. 7 is a side elevation of the end section seen, say, in Fig. 6 and corresponding to the right-hand end section of rail in Fig. 1, where two end sections are united. Three cross-sections, Figs. 7 7 and 7, are shown in connection with Fig. 7 to disclose the construction on the intermediate lines where taken, a; w, 'y y, and z 2, respectively. Fig. 8 is a side elevation of its fullest points.

Serial No. 708,203. (No model.)

a rail end section just reverse of that shown in Fig. '7, and Fig. 9 is an end elevation looking along the line of the rail and showing the elevation and lateral development thereof at This accounts for the shaded lines at the right side of the figure. Fig. 10 is a longitudinal sectional view looking down in plan on a line corresponding to 10 10, Fig. 1, and disclosing the peculiar formations of the overlapping parts of the two sections. 7

As already indicated, three fundamental and paramount considerations enter into the production of this rail, and without any one of which the rail is a failure. These are, first, its peculiarity of construction, whiclf enables it to be rolled to a finish and not require hand or machine work to finish its extremities; secondly, its self-contained coupling or connecting elements, forming an essential part of the rail itself and dispensing with all fish-bar and other separate pieces to bridge the joints, and, thirdly, the development of a rail having these distinguishing features and advantages with a long miter-joint, which gives the efiect practically of a continuous rail. Having these several points in View, reference may now be had to the accompanying illustrations, particularly Sheet 2, in which the invention can be studied'in its details. It will be understood that both ends of the rails are alike in all features of construction, except in minor points of adaptation, so that a description of one will help to understand both, and like features in both have the same reference characters unless clearness demands difierent characters.

In the several figures, A and B represent all the ends of rails shown, either in separate view or united. These rails are purposely designed to preserve the popular and favorite pattern of what is known as the T-rail, with a head or tread a, side flanges b at the bottom or base, and Web 0, and for the purposes of this description it may be assumed that these features are exactly like the T- rail in common use in so far as the body of the rail is concerned and up to the mitered ends, in which my invention resides. These ends have a comparatively long vertical bevel or miter face 2, running at an inclination across the length of the rail and having the full extension seen in elevation, Fig. 8, where it is shown as traversing the head of the rail from 2 to 2 and the flange Z) from 2 to 2 This line is perfectly straight vertically and longitudinally, as seen in several views, the same as if it had been cut across with a saw after the ends of the rail were united. Projecting beyond this bevel relatively about as shown in Fig. 8 is the tongue 3 of the web of the rail, which is essentially a'prolongation of the web and also something more, as we shall see, but holds the flange b of the base at the same width to its extremity and retains also part of the head a, shown in the rib a, which runs along its top from the declivity a to the end of the tongue. This declivity represents the feathered end or extremity of the miter across the head a, as seen in several views.

Having in mind now the three points of a vertical miter-joint, self-contained interlocking parts, and a rolled formation, the features about to be described will be more clearly understood both as to their own peculiarities and their association in the rail. The first of these features is the gradually-deepening head portion toward the end of the rail, (seen in elevation, Fig. 7,) running from right to left and extending from about the point a to the declivity a This increase in depth is on the outside of the rail and gradually narrows also the depth of the web 0, at the expense of which the head is deepened, but this contributes strength, while it holds a formation that can be rolled. Incident to this deepening of the head a at one side down upon or over the web 0 is the deepening or thickening of the web 0 itself laterally on the same side, as plainly seen in Fig. 10, and also the total side deflection of tongue 3 from the median line of the web wholly outside thereof, as also seen in this figurethat is, the median line of the web being indicated by 00 m, Fig. 10, the web 0 at the point of its greatest depth 5 or 5 in said figure is deflected on a quick inclination entirely outside said median line, as seen at g and g. This throws the tongue 3 into a parallel plane with the normal line of the web, of which it is practically a continuation, and in position to lie flat against the web of the next rail. This deflection and reduction of the web produces a depression on this side which is matched by the deepest point in the web of the next rail B, so that what may seem the weakest point in one rail is matched by the strongest point in the other; but through all this Inecessarily preserve a formation that can be rolled to shape and without sacrificing the other essential principles of perfect construction. The third feature of the three here associated with a common object is the gradual deepening of flange b on the same side as the other two enlargements and extending from about the point I), Fig. 7, to 11 where the tongue 3 is rabbeted on its under side, as seen at Z2 to receive the matching part b of the other rail, Fig. 1. Now referring to cross-section Fig. 3, where the two rails A and B are shown as united, the aggregate of these three several special developments is disclosed in the shaded portion indicated by m, Fig. 3, and corresponding in appearance exactly to the cross-section of the rail B at that point. This view in Fig. 3 is of course obtained out of the prolongation of Fig. 2, looking down along the side of the rail to the .point 4 at or point 5 in Fig. 10, which is at the summit of these formations and their natural point of vanishment in this View.

One of the results of the foregoing construction is the production on the extremity of the rail itself of a tongue 3, which in the organization develops at last as a fish-bar integral with the rail and adapted to take its place between the head a and flange b and fill up the measure of both at both its upper and lower edges, like an ordinary fish-bar, as seen in Fig. Six several bolts 0 are shown here as connecting the two rails, and the construction of the joint is such, as will now clearly appear, that this is materially the strongest part of the rail and that as we approach the middle of the joint, where all the enlarged formations culminate, the strength is also greatest, as seen in the very compact reinforced cross-section, Fig. 4.

The bolts C are the only parts not of the rails themselves, and inasmuch as the rails are united with three bolts on each side of the center of overlap and the overlap or miter is projected on an intersection at once so gradual and strong there is no occasion to employ chairs or other special supports or connections of any kind whatsoever, and this part of the rail takes its place directly on the crossties just the same as any other part. Evidently also by reason of the long miter the tread is as even at the joint as at any other part of the rail and cannot become otherwise.

The peculiar shape of the rail is seen from another point of View in cross-section, Fig. 9. Here, again, we have a prolongation View; but the immediate end and the further View are in a sense separated to disclose the deflection and practical separation of the tongue 3 from the other part. The line of vision is on the axial line of the rail, so that here We see the offset shown in the flat surface 2 of the miter, Fig. 9, the miter-surface a in the head, and the miter-surface a and all losing themselves in the normal proportions farther back. This makes the end of the tongue, plus its outside shadings back to its start, stand out alone in the portion marked I have described the tongue 3 as a continuation of the web of the rail deflected and developing practically in the form and service of a fish-bar; but it will be noticed that there is a distinct departure from the relation of the fish-bar as ordinarily known by reason of the entire separation of the two tongues 3 so far as opposite relationship is concerned. In my rail the tongues come on opposite sides at wholly-different cross-sections and without overlapping'at any point, as is probably most plainly seen in Fig. 10.

What I claim is-- 1. As a new article of manufacture, a railroad-rail having a mitered end and a tongue projecting beyond said end and located laterally outside the plane of the web andparallel thereto, and the head and the flange on the outer side of the rail opposite the said miter formed with gradually-increasing depth and the web thickest where said miter begins thereon, substantially as described.

2. A railroad-rail having its end formed with a long vertical miter and a tongue having its base in said mitered portion and projected in a plane parallel to the web of the rail, and the said web thickened laterally on its outside near the middle of said miter and tapered on its opposite side from said thickest point to the immediate base of the tongue,

substantially as described.

3. The rail substantially as shown and described, having a vertically and transversely mitered end and the head and flange on the outer side of said end gradually deepened toward each other over the web, and a tongue projecting beyond said .mitered end and having portions of the head and flange of the rail continued thereon, the said tongue being outside the plane of the web from end to end, substantially as described.

4:. A railroad-rail having a tongue at its extremity outside the plane of its web and parallel thereto and provided with bolt-holes, and a vertical straight bevel across the end of the rail at the base of said tongue, and the web, flange, and head of the rail deepening uniformly wit-h each other in cross-section toward the base of the tongue to the point where the said bevel begins on the web of the rail on its inside, and the deepening of the head and flange continuing past this point, substantially as described.

5. A pair of rails having each a tongue parallel to and outside the normal line of the web and engaged between the head and flange of the opposite rail, and the web of each rail deflected bodily to one side of its normal line at the base of said tongue and gradually thickened up to the point where the lateral deflection begins and tapered thence to the tongue, and bolts through said webs and tongues locking the rails together, substantially as described.

6. In railway-rails, a rail having its end finished with a straight vertical bevel and the web of the rail gradually thickened as the bevel is approached to increase its strength, and having a tongue projecting beyond the bevel and wholly at one side of the normal plane of the web, substantially as described.

7. A railway-rail having its ends formed with a straight transverse bevel and the head of the rail gradually deepened down upon the web of the rail opposite said bevel, and hav ing a tongue projecting beyond said beveled end, and having the flange of the rail continued on one side thereof, substantially as described.

8. The rail substantially as described having its end finished with a straight transverse bevel and a tongue projected beyond said bevel and the flange on the base of the rail opposite said bevel gradually deepened toward the beveled-off extremity of the rail at the base of said tongue, substantially as described.

Witness my hand to the foregoing specification this l3th day of February, 1899.

ALFONSO DERAY GATES.

Witnesses:

H. T. FISHER, R. B. MOSER.

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