US772680A

US772680A - Rack-rail for locomotives.

Info

Publication number: US772680A
Application number: US13425402A
Authority: US
Inventors: Elmer A Sperry
Original assignee: MORGAN ELECTRIC MACHINE Co OF WEST VIRGINIA
Current assignee: MORGAN ELECTRIC MACHINE Co OF WEST VIRGINIA
Priority date: 1902-12-08
Filing date: 1902-12-08
Publication date: 1904-10-18
Anticipated expiration: 1921-10-18

Description

No. 772,680. PATENTED OCT. 18, 1904. I

E.A.SPERRY.

R RAIL FOR LOCOMOTIVES.

r neuron FILED no.8, 1902. v MODEL. 4 sums-sum 1.

PAT CNTED OCT. 18, 1904.

E. A. SPERRY. RACK RAIL FOR LOCOMOTIVES.

APPLICATION FILED 13150.8. 1902.

4 SHEETS-SHEET 2.

N0 MODEL.

No. 772.680. PATENTED 001". 18, 1904;

- B. SPERRY.

RACK RAIL FOR LOCOMOTIVES.

APPLICATION rum) DEO.8. 1902.

N0 MODEL. 4 SHEETS-SHEET a.

No. 772,680. I PATENTED OCT. 18, 1904. v

E. -'A. SPERRY.- RACK RAIL FOR LOCOMOTIVES.

APPLICATION FILED D508, 1902.

N0 MODEL. I i SHEETSSHEET 4.

' Y UNITED STATES" Patented October is, 1904.

PAT T OFFICE.

' ELMER A. SPERRY, OF CLEVELAND, OHIO, ASSIGNOR, BY MESNE ASSIGN- MENTS, TO MORGAN ELECTRIC MACHINE COMPANY OF WEST VIRGINIA,

OF CHICAGO, ILLINOIS, A CORPORATION WEST VIRGINIA.

, RACK-RAIL FOR Loc'omorlvss.

SPECIFICATION forming part of Letters Patent No. 772,680, dated October 18, 1904.

Application filed December 8, 1902. Serial No. l34.254. (No model.)

To aid whom it may concern: I

Be it known that I, ELMER A. SPERRY, acitizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented a certain new and useful Improvement in Rack-Rails for Locomotives, of

which the following is a specification.

My invention relates to rack-rails which are adapted at the same time to be employed IQ as an electrical conductor for supplying the passing cars or trains with electrical energy. My invention consists of certain details in structure, insulation, support, and construction by means of which such rail is rendered I 5 practical and successful, so' that it may be manufactured at a'reduced cost and properly withstand the strain and hard usage of the service to which it is subjected. A device for carrying out my invention in one of its forms is shown in the accompanying drawings, forming a part hereof.

In Figure 1 is atransverse section of a simple form of rack-rail carrying its insulatingsheath. Fig. 2 is a side elevation showing one 5 means of cross-tying the insulating-sheaths with a perforated binder. Fig. 3 is a longitudinal section of one of the rail-joints, showing at the same time a fish-plate as insulatingsupport. Fig. 4: is a plan view of the fish- 3 plate, showingmeans for clamping the insulator. Figs. 5 and 6 show a detail of the insulat-ing-sheath at or near an insulator. Fig. 7 shows a transverse section of a rack where the unperforated portions at the sides are turned down, giving the rail a U-shaped section, showing also means for insulating and for securing the insulating-sheath. Fig. 8 is I a side elevation of same, showing further detail of an anchor-plate. Fig. 9 is an eleva- 4 tion,of a rail-joint connector. Fig. 10. is a section of a rail-joint inserted within the rail, showing the tapering sides and method of holding. Figs. 11 and 12 are sections at different points in the length of the rail bond or connector shown in Fig. 9. Fig. 13 is a view from beneath, showing the fish-plate and insulator-clamp with the insulator in section. Fig.14 is a top View of a rail with standard-width opening. Fig. 15 is similar I to Fig. 14:,except wider openings. Fig. 16 5 is a section of a rail-joint with plain fish-plate. Fig. 17 is an end section of a rack-rail.

Similar letters of reference indicate like parts throughout the several views.

It has been found that where the rack-rail used for traction purposes is at the same time employed as an electrical conductor for supplying the locomotive, cars, &c., certain features must be presented in the structure so organized that the'rail may perform both of theseimportant functions without allowing the restriction introduced by one to interfere with the rigidity required by the other. At the same time it must be free and clear from any connection with the earth. This fact I 5 utilize to likewise free the teeth, which in this event may be constituted of the bridges or webs between'the adjacent perforations in a fiat rail or a rail of other conto'ur'or section, the requisite being that the perforated rail shall 7 have other unperforated sections upon which it can depend for electrical conductivity. For the use of such a rail rectangular perforations are preferable, though they may be of any desired form and are found to be practicable 7 5 so long asthey are able to free themselves beneath by providing spaces in which accu-- the one hand the rail must besolidly anchored, 8O

usually against strains which are not only longitudinal but lateral as well, yet the s upport ing function must be carried out' through an insulating medium, and the rail must also be provided with a sheath or'shield to prevent 5 accidental contact therewith. The sheath must be so arranged as not to interfere with the normal operation of the driving device of the locomotive which is adapted to cooperate therewith. 9o To satisfy all these conditions in a single structure, simple means have been found for the construction of the sheath which renders the rail practicallyinaccessible from the factv that nothing but wood or insulating material is presented by the finished rail, a narrow slot in the middle of the upper face of the rail being the only means of access to the charged rail, the slot being sufliciently deep to prevent accidental contact. This insulation A is preferably secured to the lateral edges of the unperforated section, which flanks the line of perforations of the rail B, preferably by being clamped to the rail, and therefore supported by the rail, the opposite insulatingsheaths being secured one to the other through the rail, as illustrated in Fig. 7, or one above and the other under the rail. as illustrated in Figs. 1 and 2. The narrow slot B permits access of driving connection to rack.

To secure the necessary continuity of the rack for electrical purposes, and especially where the rack is made up of the usual sections, fish-plates C may be provided at the joints, which aremade to impinge upon each adjacent end B of the rack-rails, the parts being brought into metallic contact, thus insuring adequate conductivity at the joint. These combined fish-plates and conductors may at the same time be utilized as points of support and insulation for the rail, and in Figs. 3, 4t, and 13 and also Figs. 5 and 6 such an arrangement is illustrated, wherein an insulator D, preferably a petticoat-insulator, is suitably supported from the road-bed, being shown in Fig. 3 as having its supports D spiked to a sleeper or tie D The insulator is supplied with the usual groove D or equivalent holding means for the supported structure, into which is clamped a device for supporting the rail. In the case shown in Figs. 3, 4, and 13 this device at the same time constitutes in part or whole a portion of the fislrplate. One of the clamping parts D is shown as being integral with the fish-plate and has its concave dependent portion perforated to register with the perforations of the rail and also affording a loop for the hook U. The other clamping member, D, is secured to the other by a bolt D and at the same time fastened to the fish-plate, preferably by slotted holes D, so as not to interfere with the clamping action upon the insulator, the slots beingso located as to receive the bolts which normally serve to secure rigid contact between the fishplate and the rail. The structure shown in Figs. 7 to 12 has the advantageof providing extensive unperforated portions B flanking the line of perforations on either side, which do not extend the lateral width of the rack as a whole, inasmuch as they turn downwardly at a point near the sides of the perforations instead of protruding laterally, as in Fig. 1. \Vhile the outside line of this U-shaped or channel section may be rectangular, its inside line provides a tapering of the sides. This bevel is useful as affording means for securing the most intimate contact between the rail and the fish-plate or connector E, (seen in Fig. 10,)

where the fish-plate or connector is wedged up in between the tapering sides and suitably held, a slight upward pressure affording a comparatively powerful clamping action. The enlarged section below the rail may be utilized for increasing conductivity of the fishplate or connector, especially at the center. The fish-plate thus tapers from the center to each end. (See Fig. 9.) This fish-plate or connector is cut away at E, as shown.

I have found that the wearing qualities of my perforated rack-rail for railways is greatly improved by employing hard metals; but the difliculty in working these metals has led me to harden the faces of the perforations, and this I find can be done by swaging or compressing the metal either by a blow or heavy pressure at or near the face of the perforation. This may be done even during the process of punching by a further advance of the punch or by'the simple device of grinding the die, so as in effect to produce a dull side. I find the metal is not only compressed adjacent to the perforations on the dull side or sides, but the upper corner by this simple device may be pulled down and rounded, affording a very much more natural contact for the rolling action of the gear-teeth which cooperate with these faces.

The hardening of the rack-rail at the adja cent edges of the perforations is illustrated at F F in Fig. 3, where the upper corner is shown pulled down and rounded (shown at II II. Fig.

and where the swaging action or extra pressure is applied at the top, the density thus varying from the top downwardly, as clearly indicated in the shading F F adjacent to the holes in this figure. Here it will be seen that a web portion is located directly above the insulator, and the freeing of the 1)01f()l:tlll0ll$ on either side may take place through the cup-shaped web, which is also perforated at l I to partially register.

The sheath located on one side of the lat eral face of the rack is connected and held to the sheath on the opposite side of the lateral face of the rack in any convenient manner as, for instance, with an insulating-binderF (see Fig. 2) and which binder is preferably pierced or perforated directly under the perforations of the rack.

I have illustrated in detail a particular construction embodying my in venti on", but it is of course evident that this construction may be greatly varied and that some of the parts may be omitted and others used with parts not here shown without departing from the spirit of my invention.

By means of this invention the operation of electric-railway systems, particularly in such places as mines and tunnels, and especially where grades exist, is very greatly simplified and made much cheaper and more ellicient and satisfactory and permits the adaptation to circumstances and conditions not commercially possible in the ordinary electrio-railway system. The arrangement of the rack, consisting of special rack devices, the insulation and installation of the rack with regard to the track, all aid in an efficient and reliable roadway which may be operated under economical conditions and which insures eflicient action, wholly absent in the ordinary railway systems.

1. The combination with a conducting rackrail for electrically-operated cars of an insulating and protecting cover therefor and provided with an opening or slot for the part that engages the rack, said conducting rackrail forming a support for said insulating and protecting cover.

2. A perforated rack-rail, insulated supports for such rail and an insulating-sheath supported by the rail. 4

3. A rack-rail serving as an electrical conductor, the rail consisting of a bar, perforations along the center of the bar flanked on either side by unperforated portions, insulating-supports for such rail located at intervals and insulating-sheaths for the unperforated portions of the rail, protruding above and supported by the rail.

4. A perforated rack-rail, insulating-supports for such rail, and an insulating-sheath supported by the rail, both the sheath and the rail being clear from the ground or surface along which the track is laid.

5. A perforated rack-rail, insulating-supports for such rail, an insulating-sheath supported by the rail and an open space under the center of the rail.

6. A rack-rail serving as an electrical conductor, the rail consisting of a bar, equidistant perforations along the center of the bar flanked on either side by unperforated portions, insulating-supports for such rail located at intervals and insulating-sheaths for the unperforated portions of the rail protruding above and supported by the rail, said sheath protruding below as well as rising above the rail.

7 A rack-rail servingas an electrical con ductor, the rail consisting of a bar with equicated at intervals and insulating-sheaths'for the unperforated portions at the two lateral edges of the rail and supported by the rail,

and binders of insulatingmaterial for connecting the sheathof one edge with that of the other. v

9. A rack-rail serving as an electrical COD? ductor, the rail consisting of a bar with equidistant perforations along the center of the bar flanked on either side by unperforated portions, insulating-supports for such rail located at intervals and insulating-sheaths for the unperforated portions at the two lateral edges of the rail and supported by the rail, and perforated binders of insulating material for connecting the sheath'of one edge with that of the other. v

10. A perforated rack-rail, insulating-supports for such rail, an insulating-sheath supported by the rail, thesheath fitted with lonv gitudinally-disposed strips protruding below 7 v the rail.

11. A perforated rack-rail, insulating-supports for such rail, an insulating-sheath supported by the rail, the insulating-sheaths being located upon the edges of the rail, crossbinders for connecting the two sheaths, and longitudinal portions of the sheaths lying under the rail between the binders.

12. A perforated rack-rail, insulating-supports for such rail, the perforations being rec-V tangular, equidistant, and centrally disposed with reference to the rail and practically flush with the under surface of the rail, the upper edges of the perforations being rounded.'

13. A perforated rack-rail, insulating supports for such rail, the perforations being rectangular, equidistant, and centrally disposed with reference to the rail and practically flush with the under surface of the rail, the upper corners of the edges of the perforations which lie transverse to the length of the rail being rounded.

14c. A perforated metallic rack-rail, insulating-supports for such rail, the perforations being rectangular, equidistant, and centrally disposed with reference to the rail, the metal abutting the faces of the perforations which Y abutting the faces of the perforations which lie transverse to the length of the rail being compressed from the top of the rail downwardly.

17. In a perforated rack-rail for an electric railway where the rack is used as a conductor, insulating devices for the rack consisting of an insulator, metallic support between the insulator and the rail, the perforations within the support registering with perforations within the rail.

18. In a perforated rack-rail for an electric railway where the rack is used as a conductor, insulating devices for the rack consisting of an insulator, metallic support between the insulator and the rail, the perforations within the support registering with perforations Within the rail, and a clamp for the insulator constituting a part of the support.

19. In a perforated rack-rail for an electric railway where the rack is used as a conductor, insulating devices for the rack consisting of an insulator, and a metallic support between the insulator and the rail, the perforations within the support registering with perforatlOIliS Within the rail, and fastenings for the rar 20. In a perforated rack-rail foran electric railway where the rack is used as a conductor, insulating devices for the rack consisting of an insulator, metallic support between the insulator and the rail, the perforations within the support registering with perforations within the rail, and a fish-plate for the rail forming part of the support.

21. Inaperforated rack-rail for an electric railway where the rack is used as a conductor, insulating devices for the rack consisting of an insulator, metallic support between the insulator and the rail, the perforations within the support registering with perforations within the rail, a clamp for the insulator constituting a part of the support, a lock-joint for the clamp and slots in the clamp for receiving bolts from the rail.

22. In a rack-rail for an electric railway where the rack is used as a conductor, insulating devices for the rack consisting of a fishplate, a convex projection on the plate for clamping an insulator, perforations in the rail registering with perforations in the fish-plate and a perforation in the convex projecti n.

ELMER A. SPERRY. l/Vitnesses:

T. SCHNEIDER, F. V. BIERBRIER.