US858774A - Reinforced angle-bar for rail-joints. - Google Patents

Description

No. 858,774. PATENTED JULY 2,1907.

, B. WOLHAUPTER. REINFORCED ANGLE BAR FOR RAIL JOINTS.

' A1 IIIIIIIIIIIIIII 013.6, 1906.

UNITED STATES;

PATENT OFFICE. H

BENJAMIN WOLHAUPTER, OF NEW YORK, N. Y.,'AssIeNOR To THE RAIL JO NT ooMPANY, OF

- NEW YORK, N. Y., A CORPORATION OF NEW YORK.

REEINEORCED ANGLE-BAR FOR RAIL-JOINTS.

Specification of Letters Patent.

Patented July 2, 1907.

Application filed October 6, 1906. Serial'llo. 837,745.

To all whom it may concern; Be it known that I, BENJAMIN WOLHAUPTER, a citizen of the United States, residing at New York city; in the county ofNew Yorkand State of New York, have gnvented certain new and useful Improvements in Reinforced Angle-Bars for Rail-Joints, of which-the following is a specification.

' This invention relates to the art of rail joints, and has special reference to an improved construction of angle bar of thetype commonly termed splice bars. To this end the invention has for its main and primary object .a simple, practical, and thoroughly eflicient'angle bar of reinforced construction, and co-operl tions of supporting and trussing the rail end'siat the' most effective points, while at the same time preserving a minimum amount of material.

ating with the rail ends in such a manner as to provide a rail joint of maximum strength and efliciency. At the same time, the improved angle bars may be applied with all the facility and readiness of the conventional forms of splice bars or fish plates, and not interfere in the least with the tamping of the road bed.

A special object of the invention is to construct the reinforced'angle bar along practical I engineering lines that will secure, in the most effective manner, the fundin the formation of the bar, the maximum strength with Also, inthis connection, an important feature of the invention resides in providing areinforced angle bar possessingexceptional strength and a powerful truss ing action without sacrificing any of then ece ssary qualities of proper. weight and rigidity, and sufficient resiliency.-

With these and other objects in view, which will readily appear to those familiar with the art, as the nature of the invention is better understood, the sameconsists in the novel construction, combinationand arrangement of parts hereinafter more fullydescribed, illustrated and claimed. I

The essential feature of the invention involved in the practical and effective combination of several mechan ical details of-constructiom'is susceptible to inodifica-- tio n Without departing from the scope' of the invention,

'but certain preferred embodiments of the latter areshown in the accompanying drawings, in which-- Figure 1 is a sectional perspective view embodying equipped with the improved angle bars. Fig; Sis a cross sectional view on the line3-3 of Fig-'2. 'fFig. .4

lar view of another modification illustrative of another supporting secures one of the practical andimportant [cabins of that type of rail joints known to railroad engineers as angle bar, thereby causing the same to rupture or buckle under the deflecting pressure of the load.

carrying out the invention no change is required in the general features OflJlIQ rail joint, so a rail joint embodying the present invention may simply comprise the adjoining rail ends AA, the opposite side angle bars 1-1, and thejoint bolts b passing through the alined bolt holes in the angleb'ars and the rails, said angle bars also having suitably arranged spike-notches S.

In the form of rail joint illustrated in the'drawings,

the opposite side angle bars 1 are of duplicate design,-

and both embody the niechanicalimprovements form ing the subjectmatter oi'the present invention. Each of saidbars 1 is formed by the usual rolling; shearing and setting up processes usually employed in the manufacture of rail joint angle bars, though'the peculiar design of the improved reinforced angle bar necessarily requires certain modifications =of these. processes, which,-'however,-form no part of the present invention and are not claimed herein.

Referring in detail to the design of each angle bar 1, it will be observedthat the same essentially consists of a main straight splice-bar portion 2. fitting in the angle or channel ofthe. rail ends, extending across the joint, and overlying the rail ties 'l supporting the rails.

The main splicebar portion 2 of each angle bar is form ed 'atits. top edge with a thickened or flanged bearing head 3 whose inclined face abuts against the under inclined face of the rail head. At its loweredge, the main bar portion of the angle bar is formed with a foot flange 4 fitting snug against the upper inclinedhearing. 5 of the rail base 6, and. a distinctive feature 02 the present invention rwides informing the foot flange 4 withs horizontally oil-set resilient iolded rail clasp 7. This rail clasp is an integral part olthe angle bar, and

its

projects a distance beyond the adjacent edge of the rail joint. This function of the clasp is also aided by forming the/same at the under side of its upper leg with a clearance flat 9 disposed at an obtuse angle to the inclined bearing face of the foot flange 4, and lying clear from and above the outer portion of the upper bearing face 5 oi'the rail flange. It will be observed that the resilient clasp 7 projects from the central part of the bar in the vertical plane of the joint between the rail ends. This is provided for by shearing off the lower edge portions of the bar, inward from the ends thereof along the shearing lines 10 to the point where an intermediate flange is leit to form the clasp 7 and the integral elements directly associated therewith; said flange and its related elements being designed to. lie in the space between the rail ties T. i p

By reason oi the horizontally o'iiset'disposition of the clasp 7, the lower leg thereof (designated by the number 11) is designed to extend beneath the rail base, and is formed on its upper side with a basesupporting shoulder 12 adapted to be held in firm trussing Contact with the rail base, and to bridge the joint ofthe rails. An important feature of this connection is to make the base supporting'shoulder 12 of greater width than the upper clearing flat 9 so that the inner edge of said shoulder 12 is disposed well toward the center line of the rails, and inside of the vertical plane of the point where the flat 9 leaves the rail flange. Another important feature or.

that as the rail flange enters the space within the cli isp,.

the leg 11, having the shoulder 12, will open out and give the rail flange a bearing. This action is permitted by reason of the flexibility of the angle bar at 7, an the construction referred to allows for different thicknesses of rail flanges and gives them all a support on the shoulder 12.

Another important detail is the formation of the angle bar with a pendent stiffening girder or flange 13 formed integrally with the lower edge 11 of the clasp 7, and

substantial]; coextensive with such clasp. This stif"- ening girder reinforces and stiffens the base support 1112 for the rail and assists in holding the shoulder 12 firmly trussed-up against the rail base. At the same time, this trussing action is further aided through the action or the resilient rail clasp .7 which necessarily has somewhat of a'wedging action when drawn over the rail flange by the tightening of the bolts. Also,

the resiliency of the clasp 7 adapts the same to any variations .in the thickness of rail flanges.

in a preferred form of construction shown in Fig.

3 the stiff and is preferably strengthened vertically and laterally by formin the saine at the inner side of its lower edge with a continuous reinforcerib 145 The-important rig girder 13 is disposed in a vertical plane,

functions described are not only preserved in connection with the construction shown in Fig. 3, but also in connection with any practical modification which retains the feature of the additional bearing support for the rail base on top of a stiffening girder which lies between the tics. For instance, as shown in Fig. 4, the stiffening girder designated by the number 15, is disposed inwardly at an oblique angle; while, as shown in Fig. 5, the girder designated by the number 16 may be disposed perpendicularly in the vertical plancof the bight of the clasp 7, and the lower leg of such clasp offset inwardly from the girder to provide the extended base supporting shoulder 12 reicrred to.

1. An angle bar for rail joints provided intermediate its ends'with an ofi'set resilient rail clasp, a pendent stiffening girder, and an extended base-supporting shoulder located a f the top of the girder.

Au angle bar for rail joints provided with an intermediate bottom extension comprising a resilient folded rail clasp ofl'sct from the foot flange of the bar and pro vidcd at the upper side of its lower leg: wifh an extended base supporting shoulder. tho-said lower lop of the clasp being further provided with a pendent stiffening girder.

3. An angle bar [or rail joiiifs provided wifh an inlcrmediate bottom exicusion comprising a resilient folded rail clasp ofl'sei from the foot flange of the bar and provided at the under side of its upper leg wlrh a clearance flat and at the upper side of its lower 10;: with aucxtended base supporting shoulder, the said lower leg of the clasp being further provided wiib a pcudonf: sfillcn' ing girder.

4. An angle bar for rail joints provided with an intermediate bottom extension comprising a resilient folded rail clasp ofiset from the foot flange of the bar and provided at the under side of its upper leg with clearance fiat and at the upper side of its lower leg with an extended base supporting shoulder of greater width than said flat, the said lower leg of the clasp being further provided with a pendent stiffening girder.

5-. In a rail joint, the rail ends, and the side angle bflrs provided centrally between their ends with a' bottom ex: tension lying between the tics and having a resilient rail clasp embracing the rail flange, a pendent stiffening girder, and an extended base-supporting shoulder located at the top of the girder and held against the rail base.

snugly fitting against the rail base from the edge of its flange to a point inside of the vertical plane of the point where the clearance flat leaves the bearing face of the rail flange.

' 7, In a rail joint. the rail ends, and the side angle bnrs each provided centrally between theiiwends with a liorlzontelly. oifseh resilient folded mil clasp embracing the rail flange and having an open high; space beyond the edge-of the rail flange, an upper clearance fiat overlying the outerportion of the upper bearing face of the rail flange, said clasp, being further provided on its lower leg with an extended base supporting shoulder and a stiffening girder pendent from said shoulder portion, the said base supporting. shoulder snugly fitting agninst the rail base from iheedge of its flange to a point inside 0! the vertical plane of the point where the clearance flat I 'le'aves thebea'ring face or the rail flange.

In testimony whereof I hereunto afiix my signature i the presence of two witnesses.

BENJAMIN WOLHAUPTER. Witnesses:

F. SCHXRMEEHOKN. W. '1. Summer.

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