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Патент USA US3026084

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March 20, 1962
F. w. KERN
3 Sheets-Sheet 1
Filed May 14, 1958
Fred W. Kern
‘"781, WW7
‘March '20, 1962
F. w. KERN
3 Sheets-Sheet 2
Filed May 14, 1958
30251175 --~'u;—26
March 20, 1962
F. w. KERN
Filed May 14, 1958
3 Sheets-Sheet 3
Israel 14/- Kerr)
United States Patent() " 1C6
Patented Mar. 20, 1952
on said stock rail 6 will be shoved inward so that the
wheel ?ange 16 will not strike the switch point 1. Both
Fred W. Kern, Bethlehem, Pa., assignor to Bethlehem
Steel Company, a corporation of Pennsylvania
Filed May 14, 1958, Ser. No. 735,167
2 Claims. (Cl. 246-441)
top faces as at 17 and on their inner faces as at 18 to
provide an easement feature that softens the shock to car
My invention relates to guard rail devices for prolong
ing the life of railway switch points and stock rails and
for reducing the frequency of derailments at switches in
yard operation.
ends of the head 14 of the guard rail are beveled on their
and loading at these places. Additional clearance for
moving switch parts may 'be provided, if required, by
milled slots, ‘at at 18’ in FIG. 4, in the outer ?ange of
the guard rail.
The base 7 of the main rail 6 is seated, but without
10 bolting or spiking, in a shallow transverse milled recess
There is a great deal of unnecessary and rapid wear
19 in the top surface of each of the elongated rectangular
to switch points and main or stock rails in places where,
rolled steel slide or base plates 20, three of which are
shown, having a plurality of square holes 21 for the spikes
as in the usual practice, the wheel ?anges are free to
engage the actual point of the switch, and there is also
22 securing said plates 20 to underlying wooden ties 23.
corresponding wear on the wheel ?anges. Wheels with a
The inner side shoulder 24 of said recess 19 cooperates
with the outer side shoulder 25 to lock the abutting stock
bad ?ange condition are especially prone to climb the
switch point and cause derailing of cars.
rail ‘6 very ?rmly and positively as a precaution against
One object of my invention, therefore, is to provide
switch point guard rail assemblies which will dependably
track spreading.
The edge of the guard rail’s stub ?ange portion 12 is
restrict sidewise movement of the wheel tread and hold
preferably contiguous to said outer shoulder 25, as shown
the ?ange of the wheel away from the actual point of the
switch and the stock rail and thus prevent damaging
in FIG. 2. With the ?at side portion 26 of the base plate
20 on which the guard rail 10 is seated being thicker than
the opposite ?at side portion 27 over which the switch
point 1 must slide, the guard rail head 14 will be addi
Another object is to provide guard rail assemblies which
are completely reversible so that they may be used on 25 tionally elevated with respect to the stock rail head 9.
However, if the normal difference in height between the
either the right hand or left hand side of the track.
An additional object is to provide guard rail assemblies
stock rail 6 and the heavier guard rail 10 is sut?cient, the
having long service life and permitting easy replacement
recess 19 in the top surface of the base plate 20 may be
made Wide enough to seat the guard rail 16 thereon also,
of guard rails, when severely worn, independently of the
as indicated at 19' in FIGS. 5, 6 and 8. The essential
slide plates, braces and ?ller blocks.
matter is that the guard rail head 14 should be at least
Still other objects, purposes and advantages of my in
1% inch higher than the top of the stock rail head 9
vention will appear hereinafter in the speci?cation and
for proper guarding. A pair of countersunk round head
claims, and in the three sheets of drawings hereto annexed.
square neck bolts 28 extend upward through base plate
In the drawings:
FIG. 1 is a reduced-scale top plan view of a switch .
point guard rail assembly with a ?ller block supporting
the head of the stock rail and constructed in accordance
with the present invention;
FIG. 2 is an enlarged vertical transverse section,
taken on the line 2-2 of FIG. 1;
FIG. 3 is a top plan view of a portion of the assembly
shown in FIG. 1;
FIG. 4 is a top plan view of a modi?cation of the
holes 29, registering holes 30 in the guard rail ?ange 11,
and double bevel washers 31 and lock washers 32 whereon
they are secured by nuts 33.
An inclined brace 34 having its upper end abutting the
outer face of the Web 13 and head 14 of the guard rail
. 10 and welded at its lower base edge by seam 35 to the
base plate 20 will impart rigidity and effectively resist side
thrusts and heavy impacts which might otherwise tend
to overturn said guard rail 10.
Rolled steel ?ller blocks 36 are interposed between the
switch point guard rail assembly, showing the outer base 45
main rail 6 and the guard rail 10. The side of each ?ller
?ange of the guard rail milled to provide clearance for
block in contact with the guard rail web 13 has a slightly
switch rod connections;
FIG. 5 is a vertical transverse section taken on the line
concave middle portion 37 and is extended upwardly
5—5 of FIG. 5, showing a two-piece welded ?ller block
?tting snugly under the heads of both rails;
and downwardly so as to be in snug facial engagement
with the underside of the head 14 of the guard rail as
FIG. 6 is a vertical transverse section similar to FIG.
at 38 and to engage in similar manner as at 39 the short
5, but with a one-piece ?ller block;
FIG. 7 is a top plan view of another modi?cation,
stub portion 12 of the guard rail base ?ange.
The opposite side of the ?ller block 36 is provided with
and nuts 4 to switch rods 5. Said switch point 1 in the
rail head 9 or the upper surface of the main rail ?ange 7.
In some installations, it is desirable for the ?ller blocks
a central rectangular recess 40 in which is seated the
showing an adjustable side brace of spring-wedge type;
55 square head 41 of a bolt 42 extending through the bolt
holes 43 and 44 in the ?ller block 36 and guard rail web
FIG. 8 is a vertical transverse section on the line 8—8
13 respectively, and secured by a beveled washer 45,
of FIG. 7.
washer 46, and nut 47.
Referring to FIGS. 1-3 of the drawings, in which the
As an optional feature, shown in FIG. 2, the side of
invention is shown as applied for a left hand turnout,
the numeral 1 designates a right hand switch point of 60 the ?ller block 36 facing the main rail may be relieved at
the top as at 48 and at the bottom as at 49, so that it
conventional type, connected by side jaw clips 2, bolts 3
does not closely engage either the underside of the main
closed position will ?t snugly against the adjacent main
or stock rail 6 of standard T section, with wide ?ange
to be thus relieved adjacent the head of the main rail
base 7, web 8 and head 9. In parallel spaced relation to 65 in order to lessen the concentration of stresses in the
said stock rail 6 is the guard rail 10, with standard outer
main rail web.
base ?ange 11 and having its inner base ?ange cut away
For maximum rigidity, however, the top of the ?ller
except for a stub portion as at 12 and of considerably
block may be extended upward, as at 50 in FIGS. 5, 6
heavier section so as to provide a deeper web 13 and a 70 and 8, so as to afford tight engagement and support to
higher head 14 than those portions of the stock rail 6.
Thus the outer edge of the tread of the wheel 15 running
the undersides of the heads of both the main rail 6 and the
guard rail 10.
The ?ller blocks above considered have been shown
as unitary rolled or forged sections. The two-piece ?ller
equivalents as are included within the scope and spirit of
the invention or pointed out in the appended claims.
block which appears as a further modi?cation in FIG. 5
I claim:
comprises a rolled’ ?at bar section 51, somewhat similar
to a splice bar, engaging the web '8 of the main rail 6
between its head 9 and base ?ange 7, and Welded at top
1. A railway guard rail assembly comprising a main
rail, a guard rail in spaced parallel relation to the main
rail, the height of the guard rail being su?icient to engage
'_ and bottom as at 52 and 53 to a heavier rolled section
the side of a wheel on the main rail, a base plate under
the guard rail and the main rail, a ?ller block interposed
54 inter?tting between the head 14 and stub base ?ange
12 of the guard rail 10. A through bolt 55 with counter
between the guard rail and the main rail, the side of the
sunk round head 56 secures this ?ller block to the web 8 10 ?ller block facing the main rail being relieved at its top
of the guard rail 6.
and bottom to provide spaces between the ?ller block
It is, of course, necessary for the guard rail to be fully a and the head and based the main rail, bolts removably
securing the ?ller block solely to the guard rail, bolts
supported and to be braced with the utmost dependability,
extending through the guard rail and the base plate and
since its primary utility is its continued ?rmness in re
removably securing the guard rail to the base plate, and
sisting wheelrside thrusts without breakage.
a side brace secured to the base plate and engaging the
The adjustable Wedge device shown in FIGS. 7 and 8
head of the guard rail.
has the additional advantage of providing resilience for
2. A railway guard rail assembly for use alongside a
absorption and recovery from sudden wheel shocks while
main rail comprising a guard rail, the height of the guard
still maintaining constant pressure against the guard rail.
On the center base plate 57 is welded an upright side brace 20 rail being su?icient to engage the side of a wheel on the
main rail, a plurality of base plates removably bolted to
58 through which extends a bolt 59 pivot?ly supporting
the guard rail and having portions adapted to underlie the
a pair of pawls 60. The wedge ‘61 proper has its inner
main rail, side braces secured to said base plates and
face shaped to engage the base ?ange and web of the
guard rail 10. The outer face 62 of the wedge 61 is , engaging the head of the guard rail, a plurality of ?ller
blocks removably bolted to the web of the guard rail
provided with an inward taper and with spaced slots 63
and engaging the head and base of the guard rail, the
to receive the pawls 60, and is recessed to receive a ter
outer faces of the ?ller blocks being of a height less than
r‘ninally supported cross-sectionally L-shaped spring mem
the distance between the head and the ?ange of the main
'ber 64 which engages the side brace 58.
7 When the Wedge 61 is driven parallel to the guard rail . rail- whereby when the‘ guard rail is assembled with the
10, the side brace 58 compresses the spring member 64 30 main rail spaces will be provided between ?ller blocks and
and forces the Wedge tightly against the web and ?ange ' the head ‘and the base of the main rail.
of said rail, with backward movement being prevented
by the pawls 60.
References Cited in the ?le of this patent '
Any of these assemblies may be used at curves and
similar locations Where there may be ‘some risk of de 35
railments if left unguarded and it is desired to minimize
wear on the main rail and wheel ?anges, even where
there are no switch points.
This application is a continuation-in-part of my co
pending application, Serial No. 549,387, ?led November 40
28, 1955, for Switch Point Guard Rail.
Although I have thus described my invention herein
above in considerable detail, I do not wish to be limited
narrowly to the exact and speci?c particulars disclosed,
but I may also use such substitutes, modi?cations or 45
Willson‘ et al. ________ __ June 19, 1917
Einstein et a1. ________ __ Aug. 13, 1925
Gerhard ____________ __ June 22, 1926
Hoffman et al _________ __ May 17, 1927
Gillispie ______________ __ Dec. 7, 1937
Asselin ____ _; ________ __ Mar. 18, 1941
Asselin ___________ __'___ Apr. 29, 1947
Asselin ___________ __'___ Aug. 19, 1947
Riddle _______________ __ Feb. 20, 1951
Asselin _' ______ _; _____ __ May 20, 1952
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