US940863A - Railway-frog. - Google Patents

Description

2 SHEETS-SHEET 1.

H. G. BLFBORG.

RAILWAY FROG. APPLICATION mun nov. 27, 190B.

Patented Nov. 23, 1909.

H. G. EL'FBORG. RAILWAY FROG.

APPLIGATIOH FILED NOV. 27, 1908.

Patented Nov. 23, 1909.

2 SHEETS-SHEET 2.

HENRY G. ELFBORG, OF CHICAGO, ILLINOIS.

RAILWAY-FROG.

Specification of Letters Patent.

Patented Nov. 23, 1909.

Application filed November 27, 1908. Serial No. 464,799.

To all whom it may concern:

Be it known that I, HENRY Gr. ELFBORG, a citizen of the United States, residingat Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Railway-Frogs, of which the following is a specification.

The object of my invention is to provide a railway frog constructed of hard metal, such as 1nanganesesteel, or other suitable alloy, the frog being so constructed as to provide a junction with the rails of such form that the passage of the wheels thereover will not result in rapid wear; and to provide means whereby the frog and rails may be assembled and laid in place with the minimum amount of labor.

Other and further objects of my invention will appear from the following description and claims, taken in connection with the accompanying drawings, in which Figure 1 is a general view of my improved frog and the railway track and switch to which it is applied. Fig. 2 is a plan view of the frog and the adjacent part of the rails.

Fig. 3 is a perspective view of the frog, with the rails shown in dotted lines. Figs. at, 5 and 6 are sectional views on the lines 4i l:, 55 and 66 of Fig. 2. Fig. 7 is a side view of the heel end of the frog and part of the adjacent rail. Figs. 8, 9 and 10 are plan side and end views, respectively, of the end portion of one of the rails adjacent theheel end of the frog, the original form of the rail before bending and cutting being shown in Fig. 8. Fig. 11 is a perspective view of a wedge used between the rails at the toe end of the frog. Fig. 12 is a plan view of one of the rails as bent and cut for attachment to the toe end of the frog.

As is well known the wear upon railway frogs is much more rapid, as the result of the violent blows to which they are subjected,

than upon other parts of a railway track. In order to overcome this difficulty it has previously been proposed to construct the frog point and some of the adjacent parts of manganese-steel, or other hard alloy, but the use of such devices has developed other diflicult-ies at the point of junction between the hard alloy and steel rails, and the assemblage of the parts in some instances leads to more or less difficulty on account of their complicated form. f

As clearly shown in Fig. 3 of the drawings and other views, I construct the hard metal frogin a single integral piece, the wing rails and point rails terminating at the ends thereof, and substitute for the wing rails integral wing flanges 1, cast upon and forming part of the frog. Taken in its entirety, my improved frog includes in' a single integral structure base flanges 2, vertical webs 8, connected by a floor plate 3, a point 4, wing flanges 1, transverse strengthening webs 6 extending between the base flanges and wing flanges, transverse strengthening webs 7 extending between the vertical webs 8, and end extensions for the attachment of the rails.

At-the toe end of the frog,fthat is the left end as viewed in Fig. 2 and the right end as viewed in Fig. 3,the wing flanges 1 are continued beyond the base of the frog, forming extensions 9 between which the ends of the rails 10-10 are received. The extensions 99 are recessed, forming shoulders 11 adapted to lie directly beneath the heads of the rails and support the same, and the outer side of the rail head is planed away at 12 sufliciently to form a right angle at 13 for the purpose of forming a tight junction with the extension 9, thus avolding the difliculty of fitting said extension over the rounded top corner of the rail head. The extensions 9 are tapered on their inner faces from the body of the frog outwardly, for the purpose of forming a diagonal junction with the attached rails which are received between said extensions.

The rails 10 are prepared for attachment to the frog by first bending them at about the point indicated by the arrow A in Fig.

12. The inner side of the rail head is then planed away at 14 to make the gage line of the bent part of the rail continuous with that of the remainder of the rail. The extent of the bend in the rail is such that the planing away at let to straighten the gage line cuts the head substantially down to the web at the end of the rail, as shown in Fig. 12. As previously explained, the outer side of the rail head is planed off at 12, as indicated in Figs. Land 12, for the purpose of making a square joint with the extension 9, the form of the rail after bending and before cutting being'indicated by-the dotted line 15 in Fig. 12. Owing to the bending of the rail the edge 12 lies on a diagonal line corresponding to the inside taper 0n the extension 9, thus forming the-diagonal oint therewith.

The efl'ect 0f the diagonal joint along the line 12 is to cause tread of a passing wheel to pass gradually from the steel rail to the hardened frog, thus avoiding the shock incident to riding over a square transverse joint. Furthermore, the shoulder 11, shown in Fig. 4 lying beneath the rail head, firmly supports the rail and keeps the upper surface of the extension 9 in the same plane With the head of the rail. By this means a smooth surface at the joint is assured, and all possibility of the rail and frog settling or wearing out of alinement is avoided. Registering bolt holes are provided in the extensions 9 and the ends of the rails 10, and also in a wedge 16, shown in detail in Fig. 11. After the ends of the rails 10 are inserted between the extensions 9, the wedge 16 is driven home and the parts secured together by bolts 17, as shown in the drawing. In some instances it may be found desirable to construct the wedge 16 in two parts di vided on a transverse line in order to avoid the frictional resistance encountered in driving the entire wedge to its seat.

At the heel end of the frog the point A is continued beyond the base, forming a central extension 18 adapted to lie between the ends of the point rails 19. The extension 18 is tapered outwardly and provided with a shoulder 20 adapted to lie beneath the heads of the wing rails 19. The extension 18 may also be cored out below, as shown in Fig. 6, and the side portions are formed to fit against the webs and bases of the rails, thus insuring a firm support for the heads holding the upper surfaces of the rails and extension 18 in the same plane. Projecting from the base of the frog, at either side of the extension 18, are lips 25, adapted to lie below the head and upon the outside of the web of the adjoining rail, thus assisting in holding the rail against the extension 18.

The rails 19 are prepared for connection with the frog by imparting to them a slight outward bend, as indicated at the point lettered-B in Figs. 2 and 8. After being so bent, the heads of the rails 19 are cut away on the line 26, in order to bring the gage line of the rail beyond the bend in alinement with the gage line of the remainder of the rail. As illustrated in Fig. 2, the amount of the bend imparted to the rail 19 is such that I the cutting line 26 reaches the web of the rail just at the end thereof. The inner side of the heads of the rails19, beyond the bend, are cut away on the lines 27 to make a squared junction with the extension 18, and such cutting away together with the bend in the rail gives rise to a diagonal joint with the extension 18, whereby the wheels pass gradually from the rail to the manganese frog. After assemblage, the rails 19 and frog are held together by means of the bolts28. r

I would have it understood that I do not desire to limit myself to the precise construction and arrangement of parts shown in the drawings and herein described, as various modifications and alterations may be made without departing from my original invention.

IVhat I claim is:

1. A railway frog comprising in one integral structure, a base, a point, wing flanges, and beveled extensions of said flanges at one end and of said point at the other end.

2. A railway frog comprising in one integral structure, a base, a point, wing flanges, extensions of said wing flanges at one end and of said point at the other end, and lugs at the base of and spaced from said point extension.

3. A railway frog comprising in a single integral structure, a base, a point, and wing flanges, said wing flanges being extended at one end of the frog beyond the main body thereof, said extensions being tapered.

4. In combination, a railway frog comprising in a single integral structure, a base, a point, wing flanges, said wing flanges being extended at one end beyond the main body of the frog, and two track rails the ends of which are received between and lie against said extensions, the ends of said rails and extensions being tapered to form diagonal joints.

5. In combination, a railway frog comprising in a single integral structure, a base, a point, wing flanges, said wing flanges being extended at one end beyond the main body of the frog, two track rails the ends of which are received between and lie against extensions, the ends of saidrails and extensions being tapered to form diagonal joints, a spacing wedge between the ends of said rails, and bolts passing through said extensions, rails and spacing wedge.

6. In combination, a railway frog comprising in a single integral structure, a base, a point, wing flanges, said wing flanges being extended at one end beyond the main body of the frog and tapered, and track rails the ends of which are received between and lie against said extensions, the end portions of said rails being bent toward each other, the inner side of the head of said rail beyond the bend being tapered to make a straight gage line continuous with the remainder of the rail head, and the outer inclined side of the rail head lying against said tapered extension to make a diagonal joint therewith.

7. In combination, a railway frog comprising in a single integral structure, a base, a point, wing flanges, said wing flanges being extended at one end beyond the main body of the frog and tapered, and track rails the ends of which are received between and 7 the inner side of the head of each rail beyond the bend being tapered to make a straight gage line continuous with the remainder of the rail head, and the outer inclined side of the rail head lying against said tapered extension to make a. diagonal joint therewith, said outer inclined side of the rail head being cut away to reduce the rounded upper corner to a right angle.

8. A railway frog comprising in one integral structure, a base, a point, Wing flanges,

said wing flanges extending at one end of the frog beyond the base thereof, said extensions being beveled on their inner faces and formed to fit between the base and head of 15 an attached rail.

In testimony whereof, I have subscribed F. MCDONALD.

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