US934054A - Rail-fastening. - Google Patents

Description

M. EISIG..

RAIL FASTBNING.

APPLICATION FILED APR.14, 1908.

934,054e Patented sepn14,19o9.

4 SHEETS-SHEET l.

W@ "FQM n M. msm.

RAIL FASTENING. y APPLICATION FILED APR.14, 1908.

934,054. 'Patented sept. 14,1909.

4 SHEETS-SHEET 3.

TTUHNEYS M. EISIG.

RAIL FASTENING.

APPLIoATIoN FILED APR. 14, 1908.

Patented Sept. 14, 1909. 4 SHEETS-SHEET 4.

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Speciication of Letters lietent.

Patented Sept. M, i909.

` appncation mea April 14, 190s. serial No. 427,018.

To all whom, 'it may concern:

Be it lmown thatI, M AxEsIG, a subject of the Emperor of Germany, and a resident of Nurembergfavaria," Germany, have invented certain new and useful Improve-` ments in Rail-Fastenings, of which the following is a specification.

Myinvent'ionre ates to the construction of' tracks, particularly for street railways,

and has :tor its yobject to provide an improved means for efliciently fastening and` supporting ralls in such a manner as to preserve the *gage of the track and a `good v condition of the paving adjacent to therails.

. tudina'l section; and Fig I 'View illustratin the rail of Fig. 9 with the devised novel means` The invention hasl particular reference to that class of track construction vin which the rails are'embedded intconcrete, 'and I have p for securing a much better connection than hitherto, between the rails and the surrounding concrete.

Various vtorms 'of vmy inventionare illustrated in the accompanying drawings, inV

which Figures 1, 3, 5, 7, 9, 11, 13 `and. 15 are cross sections, each showing a different form of my invention; Figs.- 2, 4, 6, 8, 10, 12, 14 and 16 respectively are corresponding side the rail support in longi- 17 is a perspective elevations with rods ut without the' concrete in which it-is embedded.

To first anchorin general principle of my invention, 1 may say "the rails.

' trated by the drawings,A

In all the forms of myl invention illusindicates the upppir llayer ofthe paving,`which.may be asa i, eam or body in .which the rails are embedded'together with their anchoring rods, land C the'sn portingnnass of broken stone or other suitable material. Qnly the heads of the-rails project fromthe concrete-body 1 and' 2 show a compound rail comv on the rails,

give a brief description of'the` lor transverse.

m therewith a body of rein wood, concrete,vetc., B the concretey Abody B and posed of a main connected 1n any sultable manner as by nuts and bolts E. rity suitable distances apart' (say from four to eight inches), .the -websv of lboth rails are perforatedlin'transverse alinema D and a guard fail z ment, two superposed sets of perforations being shown. Through thesel perforations extend the anchoring rods F,lf,horizontal at their central portions, inclined toward their ends, and sharply bent at said ends. These rods are embeddedv entirely 'in' thel concrete body B, and during the setting of the `concrete they become firmly connected therewith. The inclined portions and .bent ends of the rods, while not essential, assist in giving said rods a better lold inthe concrete, Longitudinal rods Gr, 1g may be embody. ployed in connection with the transverse rods F, f and at the crossing points they may be provided Vwith wire wra pings lto connect them temporarily. We ges such 4as described below in connection. with Figs. 15,

and 16 may be employed to firmly secure the transverse rods in the webs of the rails, or other suitable clamping devices may be used. This track construction is very strong inasmuch as the rails are securely anchored, the rods embedded in the concrete 'and adhering thereto firmly, and connected with the rails, resisting eiiciently any strain that may come illustratedby Figs. 1 and 2,'the formation of the transverse anchoring rods with 'inclined portions and' sharply-bent ends or hooks, gives the .structure particular strength to resist strains acting on the rails vertically and laterally.

In Figs. 3 and 4, the concrete contained between the main rail D' 'and the guard rail alv is not exposed, the heads' of the two rails whether vertical,`4 longitudinal', In the particular constructionbeing in contact with each other. The nut-s and bolts EQ-and the upper sets or" transverse anchoring rods Fi, are practically .of the same yconstruction and arran ement as the corresponding parts E, .F of igs. 1 and 2. ,The base ofthe' main railD .has vertical perforations 'through which pass upright rods-H likewise .embedded'in the concrete refer-ably with their. lower ends ybent outwa to form hooks as shown. rlhe longitudinal rods ..Gr wouldin .this` case be connai-atedl not only with the. transverse approximatelyrhorizontal .rods Fv, .but with the vertical rods H as well.

In 5 and-6 .the g'rooved rail D2 has aoy horizontal perforations in it-s web for the passage of the transverse'anchoring rodsF2, and vertical perforations in its base for the passage ofthe upright rods H having hooks at their lower ends and converging at their upper ends toward the web of the railand vthe longitudinal rods G2.

Figs. 7 and 8 show a grooved rail D3 having two sets of horizontal perforations in its web at diiierent levels, to receive two sets of transverse rods F3, f', of substantially the same character as the upper set of rods F in Fig. 1. Rods of the two sets are however staggered, that is, not directly superposed as in Figs. 1 and 2, and the rods 7" of the lower set are shown out of contact with the rail b'ase, whereas in Figs. 1 and 2 the lower rods f enga e the rail bases. .There are also two sets of ongitudinal rods G3, g.

. In Figs. 9 and 10 the rail DF* is perforated .in substantiallythe same manner as in Figs. 'and 6. The transverse anchoring rods F 4 are horizontal, except for the hooks at their ends. The uprightl rods H2 are practically the same as in Figs. 3 and 4 and both sets of rods are connected by longitudinal rods G4.

Fig. 17 shows the rail and rodsas they appear before crete body.

. In Figs. 11 and 12 the arrangement of the perforations in the web of the rail D is substantially the same as in Figs. 7' and 8. The

they are embedded in theconupper anchoring rods F5 are similar-to the rodsF4 of Figs. 9 and 10 and are connected by longitudinal rods G2 The lower. transverse rods f2 are similar to the rods f of Figs. l and 2, being bent into engagement with the edges of the rail base and formed `with hooks at their ends Figs. 13 and 14 illustrate a construction in which the anchoring'rods terminate atxthe rail D, that is, one end'of each rod (and not its centra]` portion) is secured to the rail, as for instance by riveting. There are fashion at dierent heights and some provjectedto the left of the 4rail while others extend toward the fright. Y The vertical rods ward land partly down- Hs project partlyu Ward from the rai base.

In this specific instance, I have shown the rail as restin upon a concretel beam or lon 'tudinal tie in which the downward r s H3 are emb edded. The saine kind vof rail support or tie is shown in Figs. 15 and 16, in which above 'and below the base of the rail DT, and

` eachof the transverse .rods F7 f-both to the left and totheright of the .rail web. All rods are erfectl straight in Figs. 13 to 16.

Longitu inal ro s G", gz-are provided in the construction illustrated by F1gs.15 and 16,

in'v two sets to connect the upper and lower sets of transverserods FT and fa' respectively. The rods of 'these two setsare stagoscd in staggering H4 extends both.

seance gered and not superposed. Crescent-shaped wedges K are vshown in Figs. 15 and 16 as means for rmly securing the rods FT, f3', I-I* tothe rail, this expedient being similar to that employed in electricrail bonds.

The improved track construction herein' described may be employed for railways of all kinds, but especially street railways, and

also for tracks onwhich ordinary trucks or I anchoring members employed by Ine not only strengthen the resisting power of theweb against lateral strains, but further assist in taking up vertical strains and also longitudinal strains tending to cause a creepin of the rail. claim as my invention; f

v 1. In track construction, a rail, a bodyof .concrete in which said rail is embedded', and

anchoring members connected rigidly withk the web of the rail and extending therefrom at each side to approximately the same ldis-` tance, said anchoring embers being embedded in said body of concrete.`

2. In track construction, a rail, a body ofconcrete adjacent thereto, and anchoring members connected rigidly with thev web of the rail and extending at each side of the web to about the same distancetherefrom into said concrete body.

3. In track construction, a rail, a4 body of concrete adjacent thereto, and anchoring members secured to the web of the railrigidly and projecting at each side thereof into said body. of concrete.

et.V In track construction, a rail, a-body of concrete adjacent thereto, and anchoring vmembers projecting into the concretebody,

some of said members being connected rigidly with the base of the rail and extending upwardand downward therefrom, -while other members are lconnected rigidlyr with the web of the rail and extend at each side thereof.

5. In track constructi'om-'a rail, abodyof concrete in which said rail isembedded, and anchoring members proj ectingjnto said concrete body, some of said members being rigidly secured to the base of the vrail and extending' upward and downward therefrom, while other members are connected rigidly with the web of the rail and extend at both sides thereof.

iiof

6. 'In track construction, a rail, a body of my name in the presence of two subscribing concrete in Which said rail is embedded, and wltnesses this 25th day of March 1908.- anohoring members projecting into the con- MAX EISIG crete body, some of Said members extending l 5 through the base of the rail, and others Witnesses: e

through its web. H. W. HARRIS,

In testimony whereof I have hereunto set ELIZABETH HELLMUTH.

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