US747136A

US747136A - Railway-rail fastener.

Info

Publication number: US747136A
Application number: US17019603A
Authority: US
Inventors: Charles Grandison Chamberlain
Original assignee: Individual
Current assignee: Individual
Priority date: 1903-08-20
Filing date: 1903-08-20
Publication date: 1903-12-15
Anticipated expiration: 1920-12-15

Description

valve 28.

-- 30 and 30.

Fig. 9 is on a line with and engages the short arm of the valve-stem 47, and it will be seen. that at each stroke of the rod 54 its arm 59, by reason of its sliding engagement with the arm 50, will cause the valve to be opened, admitting steam to the cylinder, but returning to its normal position as soon as disengaged from the arm 59 by reason of the flat springs 51, at which point the steam is entirely out OK from the cylinder, as shown in Fig. 23.

It will be seen that when the adjustable rod 54 is in the position shown in Fig. 9 the pin 50 is free from the groove 57 and the sole movement given to the arm 50 is its passing engagement with the second arm 59 of the reciprocating rod 54.

To adjust the arm 54 and its hearings to and from the steam-valve stem 47, I have arranged the operating-lever 60, which is pivoted as at 61, having the manipulating-handle at one end and connected at its other end to the cross-bar 63 by the short vertical rod 62. The cross-bar 63 is secured at one end to the pivoted arm 64 and at its other end to the bell-crank lever 65, which is pivoted to the cylinder-casing at 67. This lever has its lower arm connected to the yoke-bearing by the short arm 66. To regulate the travel of the yoke-bearing 55, I have arranged the adjusting-bolt 68, which is threaded through the cross-rod 63 and limits the travel of the yoke-bearing by its engagement with the exhaust-valve casing, as shown in Fig. 9.

Secured to the cylinder casing and diametrically opposite the steam valve just described is arranged the independent exhaust- (See Fig. 15.) This valve 28 is provided with a valve-cylinder 29, arranged identical to that shown and just described in the steam-valve. Its compartments 29 and 29 correspond with the compartments 26 and 26 in the steam'cylinder, and its ports 29, 29 29*, 29, and 29 correspond with the ports 26, 26*, 26 26 and 26, of the steamcylinder. v communicate with the ports 30 and 30", cut in the valve-casing 28, and its central ports 29", 29, and 29 communicate with the ports This exhaust-valve when fitted intoposition on the exhaust side of the cylinder-casing (shown'in Fig. 13) has its ports 30 and 30 registering with the ports 31 and 32 in the cylinder-casing. These ports 31 and 32 communicate with the passages 33 and 34, cut in the cylinder-casing, which are also provided with ports 35 and 36, which register with the recessed portions 30 and 30 in the exhaust-valve casing, which when the casing is in position form passages leading to the exhaust-pipe 37, and the ports 30 and 30 communicate with the recessed portions 18 and 18 of the cylinder-casing. Formed in the outer ends of these recessed portions 18 and 18 are the ports 18 and lb, which communicate with the ends of the cylinder.

Each of the exhaust-passages 33 and 34 in The outer or end ports 29 and 29 the cylinder-casing 18 (see Fig. 21) is provided with a valve 37 and a plunger 39, secured to a stem 40. These stems 40 protrude through the stuffing-boxes 41 in the head of the cylinder-casing and are connected at their outer ends by an arm 42, which is centrally pivoted at 43.

Two small passages 44 and 45 connect the steam-passages 16 and 17 with the exhaustpassages 33 and 34. These are arranged on opposite sides of the cylinder-head, as shown in dotted lines in Fig. 11.

The exhaust-valve cylinder is placed in its casing so as to have its ports register with the ports of the casing, as shown in Fig. 19, at one stroke of the piston, and is turned to the position shown in Fig. 20 for the return stroke of the piston. This exhaust-valve cylinder is also connected to a stem 68, which protrudes through the stuffing-box 69 and is pivoted in the arm or bracket 70 on the exhaust side of the engine. Made fast to the valvestem 68 is a short rock-arm 71, which is rigidly secured in position by an adjusting-screw 71 and the rock-arm 71 is in turn connected to the adjustable connecting-rod 72, the lower end of which is pivoted to the connecting-rod 53 of the eccentric 53, as at 73, thus giving a rotary motion in reverse directions to the exhaust-valve cylinder.

To balance the valve-cylinders, a steam cushion is formed around their outer surfaces by the introduction of live steam through small check-valves 74 and 75. (See Figs. 17 and 18.) These check-valves 74 and 75 communicate with the compartments 26 and 26 of the valve-cylinder, permitting a sufficient amount of steam to circulate around the valve-cylinder to cushion it from its casing, and the cut-away portion 26 of the cylinder 26, which is diametrically -opposite to the ports of said cylinder, forms an excess of steam-pressure at this point, thereby taking up the wear and preserving a close sliding contact between the ports of the valve-cylinder and the ports in its casing.

To balance the exhaust-cylinder in its casing in a like manner to the steam-cylinder just described, a small steam-passage 76 is made leading from the steam-valve casing 21 to the exhaust-valve casing 30, and as the exhaust-valve cylinder is arranged identical to the steam-valve cylinder its cut-away por' tion will form an excess of pressure opposite its ports, thereby taking up the wear of the exhaust-valve cylinderand preservingaclose sliding contact between its ports. The steam admitted by way of the check-valves 74 and 75 to the passage formed by the cut-away part 26 of the valve 26 not only holds the port side of the valve 26 in close contact with the casing, but circulates around its cylindrical surface and its ends, thus forming very nearly a perfect balance, with a slight excess of pressure directly opposite the cut-away port 26 to prevent any escape of the steam through the ports of the casing except by way llivrrnn dramas Patented becember 15, 1903.

ATENT tries.

RAILWAY RAI l... FASTEN ER.

SPEGI FIGATION forming part of Letters latent No. 747,136, dated December 15, 1903.

I Application filed August 20, 1903. Serial No. 170,196- (No model.)

To all whom it may concern:

Be it known that I, CHARLES GRANDISON CHAMBERLAIN, a citizenof the United States, residing at Pacific Grovefin the county of Monterey and State of California, have invented a new and useful Railway-Rail Fastener, of which the following is a specification.

This invention relates to devices for fastening railway-rails to the ties, and has for its object to simplify and improve devices of this character and produce a cheaply-construct ed and easily-applied supporting and clamping means which will securely hold the rails against both vertical and lateral movement and displacement.

The invention consists in certain novel features of construction, as hereinafter shown and described, and specified in the claims.

In the drawings illustrative of the invention, in which corresponding parts are denoted by like designating characters, Figure 1 is a plan view of a portion of a rail and of two of the ties with the improvement applied. Fig. 2 is a transverse section on the line 2 2 of Fig. 1. forming the improved device in perspective and disconnected. Fig. 4 is a view similar to Fig. 2, illustrating a modification in the construction.

The improved device may be applied to any size or form of railway-rail andto any construction of tie,and for the purpose of illustration it is shown in Figsl and 2 applied to an ordinary wooden tie 10 and railway-rail 11, while in Fig. 4 it is shown applied to an approved form ofmetal tie, (represented at 12.)

The improved device consists of two plates 1314,adaptedto besuperimposed andinserted between the rail and tie with the outer ends folded over and welded fast to the body of their respective plates, as at 15 16, and with the extremities offset and extended into clamping-lugs 17 l8,conforming to and adapted to engage the oppositebase-flanges of the rail, as shown. The inner edge 19 of the upper plate 14c does not reach quite to the inner edge of the portion 15 of the lower plate 13, as shown in Figs. 2 and 4, so that the upper plate may be moved for a short distance upon the lower plate to provide for the clam ping of the lugs 17 18 firmly against the base-flanges,

Fig. 3 represents the two portions and thus adapt the plates to variations in the widths of the base-flanges. This construction by doubling the plate over upon itself and weldingit fast thereto produces adouble thickness at the outer edges, where the greatest strength and resistance are required,while the clamp-lugs being formed integral with and extending from the plate a very strong and durable structure is produced, which can be manufactured very cheaply, and when properly secured will support the rails very firmly and effectually prevent all lateral or vertical movement between the rails and ties.

The lower plate 13 will be provided with one or more spike-apertures 20 through the reinforced portion 15, and similar apertures 21 are formed through the reinforced portion 16 of the plate 14. The lower plate 13 is likewise provided with a spike-aperture 22, extending partially inside of or overlapping the aperture 21, as shown in Figs. 2 and 4., so that as the spike is driven home it will draw the plate 14 forcibly over the plate 13 and correspondingly forcibly clamp the lugs l7 l8 firmly in engagement with the base-flanges of the rail 11. The spikes represented at 23 are preferably slightly tapered toward their points, so that they exert a wedge-like force upon the plates when driven into the ties, as will be obvious, and thus greatly aid in the clamping action. By this simple means a rail-fastener is produced which not only firmly secures the rails to the ties, but likewise firmly clamps the fastening means to the rail and effectually prevents all vertical and lateral movement.

The plates may be formed of pressed steel or iron and can be manufactured very cheaply and quickly and readily applied.

In Fig. 4 the device is shown applied to an approved form of metal tie 12 and with bolts 25 instead of the spikes, as in the other fig-- ures, the bolts having inclined stocks, as shown, to assist in producing the requisite drawing action, and thus perform the same function as the inclined spikes 23 in Figs. 1 and 3. This modification would not be a departure from the principle of the invention, however, as the mode of operation and results produced would be the same in both structures.

ton, the cylinder being connected with two passages through which the live and exhaust steam pass alternately, an exhaust-valve casing mounted on the cylinder-casing, and having two ports registering with passages leading to the cylinder-chamber on opposite sides of the piston, a cylinder-valve in the exhaust- .valve casing having two compartments, arranged to receive alternately the exhauststeam from the cylinder by way of the cylinder-casing passages and the valve casing ports, two passages connected with the two compartments of the cylinder-valvefor the escape of the exhaust-steam, valves located in said passages, and means for alternately opening one valve and closing the other for the escape of exhaust-steam.

6. The combihation with a cylinder and piston, the cylinder being connected with two passages through which the live and exhaust steam pass alternately, and an exhaust-valve having two compartments alternatelyin communication with the cylinder for receiving the exhaust-steam, two passages in communication with the respective compartments of the exhaust-valve for the escape of the exhaust-steam, a Valve located in each passage, a stem with which each valve is connected, a plunger also on each stem, a rock-arm connected with the two stems, and ducts for carrying live steam to one passage or the other, to act on the plunger whereby one exhaustpassage is open and the other closed.

7. The combination with a cylinder, a piston and an eccentric, of a cylindrical valve for controlling the supply of steam to and its exhaust from the cylinder, the said valve being mounted to have a rotary movement and being normally spring-held to cut off the supply of steam to or its exhaust from the cylinder, said valve having two compartments adapted to be open to the live and exhaust steam, the said valve having two ports on the side remote from the cylinder and communieating with a space formed between the valve and the casing to admit live steam for the purpose of balancing the valve and holding it closed to the wall of its chamber on the cylinder side, and check-valves'controlling said ports, the arrangement being such that the check-valve of the live-steam compartment is always open and the check-valve 0f the exhaust-steam compartment is always closed, an independent exhaust-valve alsomounted on the cylinder-casing and connected with the cylinder-chamber, and means op-' erated from the eccentric for opening the steam-valve during a portion of the pistonstroke, the piston being actuated by expansion during the remainder of the stroke.

8. The combination witha cylinder and piston, of a cylinder-valve mounted in a chamber formed in the cylinder-casing, said valve having two compartments open to the live steam and to the exhaust-steam, the said valve having two ports to allow the live steam to pass between the valve and the adjacent wall of the cylinder-opening, the live steam passing through one of the said ports when the engine is traveling in one direction, and through the other of the said ports when the engine is reversed or traveling in the opposite direction, for the purpose of balancing the valve, and check-valves controlling the said ports.

9. The combination with a cylinder and piston, of a fluid-valve casing mounted on the cylinder-casing, and an exhaust-valve casing also mounted on the cylinder-casing, a cylindrical valve located in each casing and having two compartments, each valve having ports on one side arranged in operative relation with ports located in its casing; the fluid-valve being provided with openings leading from the respective valve-compartments to allow the live steam to pass between the valve and the adjacent wall of its casing forbalancing the valve; and a passage leading from the fluid-valve casing to the exhaust-valve casing to allow fluid to pass between the exhaust-valve and the adjacent walls of its casing, for balancing the exhaustvalve.

10. The combination with a cylinder and a piston, of a valve-casing mounted on the cylinder, a cylindrical valve mounted in operative relation to control the passage of steam to and its exhaust from the cylinder, the valve-casing having suitable ports for the purpose, thesaid valve having two compartments through which the live steam and exhaust-steam pass alternately, a check-Valve located in an opening leading from each compartment to a space formed between the valve and its casing on the side of the valve opposite its main ports.

11. The combination with a cylinder and piston, of a fluid-valve casing mounted on the cylinder-casing and an exhaust-valve casing also mounted on the cylinder-casing, a cylindrical valve located in each casing and having two compartments, each valve having ports on one side arranged in operative relation with ports located in its casing, each valve being also cut away on the side opposite the ports to form a fluid-space; the fluidvalve being provided with openings leading from the respective valve-compartments to the said space, and a check-valve-located in each opening of the said fluid-valve; and a passage leading from the fluid-valve casing to the exhaust-valve casing to supply fluid to the fluid-space for balancing the exhaustvalve and holding its port side in close contact with the corresponding side of the casing, the fluid-valve receiving its supply for the same purpose from the live fluid entering the one or the other compartment of the valve.

In testimony whereof I affix my signature in presence of two witnesses.

SAMUEL C. CARTER. Witnesses:

DENA NELSON, A. J. OBRIEN.