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Oct. 29, 1946.
>
w.> G, BUHìaER
2,410,199 ,
BAIL'. JOINT TREAD BRIDGE
I
Filed Jan. 5, 1946
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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.
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