Oct. 29, 1946. > w.> G, BUHìaER 2,410,199 , BAIL'. JOINT TREAD BRIDGE I Filed Jan. 5, 1946 23 -27 /0 / v5 ' . Z4 Hr To RNE/.5. Patented Oct. 29, 119.46 2,410,199 UNITED >STA'r-Es PATENT .OFFICE WÈÈÍIÄÄÍÍÄÍÍÃÍSÍÃÍÍÍ.. Àpplication January 5, 1946,1Serial N o. ¿639,214 i (clazasçzls) 4 Claims. 1 , Y , v2 II»‘his invention relates to rail joint tread bridges and consists of the novel construction hereinafter yjointteilten.. substantially on the line 3-3 of Fig. disclosed. »1; and. . ’ 3 is anenlargedcross section through the , jFQgfáiSa perspective view illustrating the form As is well known in ¿the art, one of the prin cipal diñîi-culties in -track maintainance is the v.prevention .of so-called vlow joints between rail .ends of the track. The requirement of spacing. adjacent ends of .the rails lto provide expansion space necessarily _._o _awedge block employed in the constructionas .a~¿means¿of adjusting the elevation of the fish plate. Y In the embodiment of the invention selected ,for illustration, the adjacent ends of rails I are results inthe downward ,deflection of rail ends 10 „cut yat >complementary angles, as indicated at 2. kat the joint, ,gradually weakening the rails at the Y Otherwisathe rails-are of astandard construc 'adiacßnbends and Causing, inmany cases, broken ¿tion‘ `including >a base section 3, a tread section joints, as will =be readily'understood. 4 connected r‘byfa web 5 through which there are Furthermore, the constant downward deñec `Omniries 6. . tion of the' rails'at-the adjacent ends causes tamp 1,5 The crownof the tread `section 4 is rounded ing down of the roadbed beneath the supporting @tits-@lateral -edgesfand is adapted to conform ties at the joints, causing pockets in which Water ¿to ,theutread face'of Va wheel 1 of standard con accumulates, and the constant downward deñec structionwhich >wheel includes the inner side tion of the rail forces out the roadbed support, lflangeß. f. The standard crown surface of the rail mainly at the joints. y 20 çhas -a curved contour »8, formed Yon a predeter It is a matter of com-mon knowledge that this mined radius. The .tread surface, as is usual in constant disintegration of the `roadbed at the ¿railway car -wlieels„l if formed, on a predetermined rail joints is a major item connected with track _curvature l0, .which tapers to the outer face of maintenance. zthefwheel. as Clearly. illustrated in Fig- 3 ` One ofthe primary objects of the present in 25 'I‘his construction of a car wheel will be recog vention is to provide a, rail joint that tends to nizedas standard, and is required because of the obviate or overcome these defects with the pres necessary formation of the wheel to provide for ent rail joint. First, by providing the matching .the proper tracking _of the wheel to the rail, both edges of the rail with complementary angular o_n straight and curved îsections lof the railway cuts so that the weight of the railroad equip ment at the joints is distributed and, second, to track. provide for bridging the joints in-such a manner that part of the weight of the railroad equipment is carried by the ñsh plate across the joint at the adjacent ends of the rails. _` > It ¿willmbe understood :that on curved sections of_~tr¿ack, the «outer lwheels ride on the radius 9 tof the ñange section of the wheel against the inner edgey of the rail, and the'outer portion of .35 the tread of the wheel,¿because of its tapered pe Y Another object of» the invention isl to provide a construction which may be readily incorporated with standard rail track equipment, and which may be adjusted to accommodate the carrying ` riphery inY this area, extends above the plane of the; .Crew-r1V .0f the rail :4;- . '-îWhauhas 'beenwdescribed relates to standard raìlfandrcar Ywheel construction, but has been tread of the rail joint to thestandard tread of 40 .described 'in orderthat the application of the particular.constructionl embodying the present in the railroad car Wheels, with provision for the necessary adjustment for the proper tread .of vention' may be better-understood. the wheels of the railroad equipment, particu ._'I‘l'ie‘structure roi" the present Linvention includes larly on'curved sections 'of the track. ansin'ner-.plate VI I` formed `witha -top ñange l2 These, as well as additional advantages, will 45 .andfaihottom lñange i3, the upper face of the be apparent from the following detailed >descrip flanged! iitt‘ìng against theunder-inclined sur tion of the invention taken in connection with the face of thestandard treadsectionof the rail 4, accompanying drawing, in which: andthe underface ofthe flange I3 being tapered - Fig. 1 is a top plan viewfof a joint constructe to fconformto the upper face of the flange sec in accordance with the present invention, with 50 tion 3 .ofthe rail,> as =wi1l .clearly >appear from _Fi`_g`_`. ,3‘ of .the drawing. The plate HV is provided certain of the'structure being indicated in dotted lines; Fig. 2 is aside elevation of the rail joint, in corporating the present invention, with 4part ofvk the structure being indicated indotted lines;A withv boltopenìngs M. Í'l‘hegouter'ïmember. plate formed withla’l . the rail _jointincludes a section l5 in the form V.offlan elongated »plate A.with .recesses v.I E - in its front 3 face, which plate has a plane horizontal bottom face I1 and an inclined upper face I8. The up per face I8 inclines inwardly and is complemen tarily formed with the lower wall of the outer area of the rail tread 4. This lower section I5 is provided with a se ries of bolt openings IS therethrough. Integral ly formed with the section I5 of the outer mem ber of the joint is a section 20, having recesses 4 spacing occurs, that shims 2_8 be inserted be tween the face I8 and the underface of the outer portion of the tread section of the rail, as illus trated in Fig. 3. It should also be noted that, in order to ac commodate the raising and lowering of the outer member of the joint, the opening I9 should be formed slightly oval-shaped, with the greatest dimension vertical. . From the foregoing description, it Will be 2I in the front face thereof. The upper edge understood that I have provided a highly satis of the section 2i) is formed on a convex curve, as illustrated at 22 (Fig. 2), and inclines inwardly,`v> ì ~ factory rail joint that effectively relieves exces sive downward movement on the adjacent ends of the rails by bridging the joint so that a sub the top face of the member I9 is elevated above 15 .stantial part of the load is carried on the outer the crown of the rail at its high point, and that ' member of the joint. because of the curvature 22,.:it is substantially, ’_ .It will also be understood that I have pro vided for adjustability of the joint to accommo in the same plane as the crown of the rail at each end thereof. Therefore, as the car wheel' l date it- to the requirements of track construc passes over the joint,'it_is supported near its 20 tion in such a _way as not to interfere with the as illustrated at 23 in Fig. 3. By reference to Fig. 3, it will be` noted that `outer face entirely` by the upper surface of the outer member of the joint, which carries a major portion _of the load, the remainder of which, par proper tracking of the wheel, particularly'on curved sections of thetrack. It will also appear that the construction pro vides for anrextremely rigid and durable sup ticularly on curved sections of the track; rides on the radius 9 of the inner flange of the wheel 25 port for joints of railway rails. It will .be evident, therefore, that the inven against the inner curved portion-of the tread tion fully accomplishes the purposes and ob Ysection of the railway rail. l tains the advantages hereintofore vset out. The angle cut at the ends ofthe rails is ar It should also be understood that I do not con ranged so that the outer edge of the expansion is approximately at the medium line of the outer 30 iîne myself to the exact structural formations, as illustrated, but that the invention may be plate. Therefore, the load will be carried across varied in certain particulars without departing the expansion space by the upper face of the from the scope of the invention. Aouter plate at its highest elevation. What I claim is: ^ In order to provide a practical means of prop 1. For combination with adjacent ends of erly adjusting the relative elevation of the top standard railway rails, a rail joint comprising'an lface of the outer rail joint member and the upper outer plate extending parallel with the outer face of the rail, I have provided» a convenient rail surfaces and .across the adjacent side face means of constructing the joint, so that the of the rails and having a base section dimen upper tread surface thereof will be accurately elevated in respect of the tread'section ofthe 40 sioned and formed to be fastened between the underface of the rail tread sections and spaced rail in order to carry the load over the expan from the upper faces of the rail flange and an sion space between the rails by contacting the integral upper section having a top surface in outer edge of the periphery of the car wheel. clined upwardly from each end forming a central This is accomplished by providing wedge blocks '24, which have a plane horizontalupper face 25 ' 45 Section that extends ¿above the crown of the rail and _an inclined lower face 26. A'plurality of these wedge blocks 23 maybe vinserted beneath the _face I1 _of the outer joint member. These blocks are adjustedalong the outer >plate and ends at the joint, wedge blocks inserted within to give a permanent supportto the outer joint formed to be fastened between the underface the space between the bottom surface of said plate and the upper face ofthe rail flange where by the elevation of said plate may be adjusted positioned at the proper distance inwardly of 50 relative to the'crown ofthe rail ends, an inner plate positioned between the undersurface of the rail. Thus, the elevation of the top face or the rail tread sections and the upper face of the tread of the outer joint member may be ad rail flanges, and means for clamping said'plates justed to permit the proper tread of the car and said rail ends together. wheel regardless of the diiîerence in radii of 2. A rail joint for splicing adjacent rail ends 55 the curved track construction. cut on complementary angles comprising an outer After the wedge blocks 24 have been posi plate extending parallel with the outer rail sur tioned to get the required elevation of the outer faces having a base section dimensioned and joint member, theyvmay be welded in place so as member and, since the upper face of the wedge 60 of the rail tread sections and spaced from the upper face of the rail flange and an integral up block is horizontal, it matches the underface I1 per section having atop surface inclined up of the outer joint member. wardly from each end forming a central section Thus, the strain will be relieved on the4 joining that extends above the crown of the rail ends members or bolts which clamp the outer and inner plates of the joint together. It will be G5 and across the area of theïangle matching faces ofthe rail ends, wedge vblocks inserted within understood that the two plates of the joint are the space between the bottom surface of said clamped together by a pluralityv of bolts 21 plate and the upper face of the rail flange where mounted in theopenings 6, I4 and I 9. by the elevation of said plate may be adjusted In order to obtain a wedging action and a rigid support for the outer plate member and, 70 relative to the crown‘of’the 'rail ends, an inner plate positioned between the'underface‘of the because of the fact that it is necessary to change rail tread sections and the upper face of the rail the relative position of the inclined face I8 in --flanges, and means for clampingsaid plates and respect to the underinclined face of the rail tread said rail ends together. section _for different adjustments of the outer joint member. it is preferred that where the 75 3_‘For Y combination with' adjacent ends of 2,410,199 standard railway rails, a rail joint comprising an outer plate extending parallel with the outer rail an outer plate extending parallel with the outer rail surfaces of the rails having a base section surfaces and across the adjacent side face of the » dimensioned and formed to be mounted between ` rails and having a base section dimensioned and formed to be mounted between the underface of the rail tread sections and spaced from the up per face of the rail flange and an integral upper section having a top surface inclined upwardly from each end forming a central section that ex tends above the crown of the rail ends at the joint, 10 the underface of the rail tread sections and spaced from the upper face of the rail flange and an upper section having a top surface inclined upwardly from each end forming a central sec tion that extends above the crown of the rail ends at the joint, a plurality of wedge blocks Wedge blocks mounted in spaced relationship between the bottom surface of said plate and the upper face of the rail flange whereby the eleva tion of said plate may be adjusted relative t0 the crown of the rail ends, an inner plate ex tending parallel with the inner rail surfaces and positioned between the underface of the rail tread sections and the upper face of the rail flanges, and means for clamping said plates and mounted in longitudinally spaced relationship within the space between the bottom surface of ' said plate and the upper face of the rail flange whereby the elevation of said plate may be ad justed relative to the crown of the rail ends, 15 means rigidly attaching said blocks to the rail flanges, an inner plate positioned between the underface of the rail tread sections and the up per face of the rail flanges, and clamping means for connecting said plates and said rail ends to said rail ends together. 20 gether and for permitting relative vertical ad 4. For combination with adjacent ends of justment of said outer plate. standard railway rails, a rail joint comprising WILLIAM G. BUI-IRER.