US500825A - Compound railway-rail - Google Patents

Description

2 Sheets Shet 1,. J.. 0. TELPBR! COMPOUND RAILWAY RAIL.

Patented July 4,1893.

(No Model.) 2 Sheets-Sheet 2.

J. O. TELFER. [COMPOUND RAILWAY RAIL.

No. 500,825. Patented July 4, 1893.

fi a //////////////4 may;

UNITED STATES PATENT OFFICE.

JOHN C. TELFER, OF KANSAS CITY, MISSOURI.

COMPOUND RAILWAY-RAIL.

SPECIFICATION forming part of Letters Patent No. 500,825, dated July 4, 1893.

Application filed April 18, 1892.

To all whom it may concern:

Be it known that I, JOHN C. TELFER, of Kansas City, Jackson county, Missouri, have invented certain new and useful Improvements in Compound Railway-Rails, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming a part hereof.

My invention relates to compound railwayrails, such as are employed in the construction of steam railways, and railways operated by all other kinds of motive-power; and my invention relates more particularly to that class of compound rails in which the bases and treads or heads of the rails are separable from each other, and so constructed as to be connected together so as to form a single rail.

The objects of my invention are to produce a compound rail which shall unite the maximum of stability with simplicity, strength, durability, and inexpensiveness of construction, and the several parts of which shall be strongly connected without the use of bolts; furthermore, to produce a compound rail which shall be so constructed that the every working-strains to which the railis subjected shall be utilized effectively to retain the parts of the rail in properly connected relation to each other.

A still further object of my'i'nvention is to produce a compound rail the parts of which shall be so related to each other, structurally, as to readily accommodate themselves to the longitudinal expansion and contraction of the rail-sections, and which shall, at the same time, eifectively resist all tendency of such expansion and contraction, as well as of other working strains, to disconnect the parts of the rail.

To the above purposes, my invention consists in certain peculiar and novel features of construction and arrangement, as hereinafter described and claimed. In order that my invention may be fully understood, I will proceed to describe it with reference to the accompanying drawings, in Which- Figure l is a perspective view of two adjacent ends of two sections of a compound rail embodying my invention; the rail-sections being shown partially in section, and as drawn Serial No. 429,524.. (No model.)

apart longitudinally, so as to more clearly expose the structural features. Fig. 2 is a side elevation of the adjacent ends of two of the rail-sections; said figure being partly in vertical longitudinal section, on the line 22 of Fig. 3. Fig. 3 is a transverse vertical section of the same, on the line 3-3 of Fig. 2. Fig. 4 is a horizontal section of the same, on the line l-4 of Fig. 2. Fig. 5 is a detached sectional and perspective view of the head and web of one of the upper rail sections. Fig. 6 is a plan view of the base and lower web section of the rail. Fig. 7 isadetached perspective view of a modified form of the serrated connecting-piece or key of the rail sections.

In the said drawings, 1 designates the base of the lower rail section; this base being of any suitable or preferred width, and of such form as will adapt it to rest firmly upon the ties, and to be securely retained thereon by the usual spikes, or other equivalent means. 2 designates two longitudinally parallel flanges which are formed longitudinally of the center of the base 1 and which extend continuously throughout the length of said base. At their points of union with the upper surface of the base 1, these flanges 2 are separated from each other by a groove 3, the surface of which'is preferably of concave form, and also of the form of the segment of a circle, as shown. It is to be particularly observed that the two flanges 2 each diverge upwardly and outwardly; the outer side of each flange being consequently concave and its inner side being consequently convex, and the upper parts of the flanges consequently also diverging outwardly from each other, as shown, and for a purpose to be hereinafter explained. The outer and inner sides of these flanges are left perfectly plain or smooth, and their upper edges are preferably rounded off, as at 4, for a purpose to be also hereinafter explained.

5 designates the heads or treads of the upper rail sections, these heads or treads being of any suitable or preferred form and dimensions. From the longitudinal center of the under side of each head or tread extends downwardly a web or flange 6 which is formed integrally with the head or tread 5 and which extends throughout the length thereof. It is to be observed that the sides of this web are concave, and it is to be further understood that the lower edge of the Web 6 is also concave, and that its concave surface is preferably the segment of a circle, transversely.

In the under surface of each head or tread 5, at opposite sides of the point of union of the web 6 with the head, are formed two grooves 8, which extend parallel with each other and continuously throughout the length of the head. It is to be particularly observed that the outer wall of each of these grooves extends obliquely downward and outward, as is clearly shown in Figs. 3 and 5. In each end of each web 6, is formed a longitudinal recess 9, the two recesses of the rail-sections thus registering with each other longitudinally when therail-sections arein proper relative position, and the two recesses being of such form as to constitute practically a continuous opening of elongated rectangular shape, as is best shown in Fig. 2.

In each registering pair of recesses or openings 9 is placed aconnecting piece or key, 10, which is of such form and dimensions as to correspond in width with the width of the two registering recesses or openings; the key being of somewhat less length than the two openings, in order to allow for expansion and contraction of the rail-sections. As shown in Fig. 2, the two opposite sides of this connecting piece or key are formed with serrations 11 which extend parallel with each other longitudinally of the key, and the outer edges of which, furthermore, extend obliquely outward and upward, as shown.

In Fig. 7, I have shown a modified form of the key or connecting piece 10 in which the serrations are formed in two series or sets 12 and 13, at opposite sides of the vertical center of each side of the key. The serrations 12 extend parallel to each other and obliquely downward and toward one end of the key, and the serrations 13 extend also parallel to each other, but obliquely downward and toward the opposite end of the key. The serrations of both sets or series have their outer edges extending obliquely upward and outward, as shown.

It is to be understood that all of the parts above described are preferablyformed of steel, and the manner of assembling and using the said parts is as follows: The bases 1 are first laid parallel with each other upon the ties, at a distance apart corresponding to the gage of the road, and are securely spiked into position. When the bases have been thus placed in proper position, the flanges 2 of the bases extend obliquely upward and outward, as shown. One of the connecting pieces or keys 10 is now inserted into one end-recess 9 of the web 6, of each top rail-section 5, and the web 6 of said rail-section is dropped into the space between each pair of flanges 2. As the web 6 enters said space, the flanges 2 are forced apart, owing to the convex form of their inner sides, and when finally lowered into proper position, the upper edges of the flanges 2 enter the grooves 8 of the head 5 of the rail. A second top-section 5 is now placed in longitudinal alignment with the first top rail-section, so that the Web of the second section shall enter the space between the two flanges 2, and said second section is slid along toward the first section, so as to cause the projecting end of the connecting piece or key 10 to enter the recess 9 of the second section. Now, it will be seen that as each top section is placed in its described position, the serrations of the connecting-pieces or keys l0 engage firmly the inner surfaces of the flanges 2, and thus prevent all possibility of the top rail-sections springing or bounding out of position. With the serrations shown in Fig. 7, this result is also accomplished, and inaddition thereto, the oblique positions of the serrations prevent all possibility of displacement by reason of the longitudinal expansion and contraction of the rail-sections, or of creeping of the same. It is to be further observed, that when the weight of passing trains or vehicles comes upon the heads or treads5 of the top rail-sections the latter are forced directly downward, thereby embedding the webs 6 firmly between the flanges 2 and causing the serrations to firmly grip the inner sides of the flanges. Moreover, owing to the concavo-convex transverse form of the flanges, the weight of passing trains causes the middle portions of the flanges to pressinwardlyagainst the serrations and thus assist and insure the effectiveness of their gripping action. The described outward and downward inclinations of the outer walls of the grooves 8, acting on the rounded upper edges at of the flanges 2, also assist this inward movement of the flanges.

It is to be further understood that, if preferred, the outer sides of the connecting-piece or key 10 may be left perfectly plain; the described inward pressure of the flanges 2 serving, by frictional contact of the inner surfaces of the flanges with the outer surfaces of the key, (and addition to their frictional contact with the outer surface of the tread-rail web) to prevent vertical displacement of the tread.

It is to be further observed thatin addition to its above-described functions, the connecting-piece or key serves to retain the tread-rail sections in exact longitudinal alignment.

From the above description,it will be seen that I have produced a compound rail which is simple, strong, durable, and comparatively inexpensive in construction, and which combines the maximum degrees of strength and stability, and'the several parts of which are strongly connected without the use of bolts. Also that I have produced a compound rail the parts of which can be readily assembled together, which allows free expansion and contraction of the rails, and which is so constructed as to prevent all possibility of accidental detachment or dislocation of the parts.

Having thus described my invention, what I claim as new therein, and desire to secure by Letters Patent, is-

web, and a base section having upwardly projecting flanges, convex upon their inner sides, to fit the concave sides of the web, and with its flange margins projected into the parallel grooves, substantially as described.

3. A compound rail, comprising a top section having a head and longitudinal web pendent therefrom, having concaved opposite sides, a base section having upwardly projecting flanges convex upon their inner sides to lit the concaved faces of the web, and a longitudinal key connecting the adjacent ends of the top section between the upwardly projecting flanges of the base, substantially as described.

4.. A compound railway-rail, comprising a top section having a longitudinal web provided with a longitudinal recess, and a connecting piece or key inserted into said recess and arranged to enter a similar recess in the web of a succeeding top section Web, substantially as set forth.

5. A connecting piece or key for compound railway rails, having its sides longitudinally serrated, substantially as set forth.

6. A connecting piece or key for compound railway-rails, provided on each side with oppositely disposed serrations each set of which extends obliquely downward and toward one end of the key, substantially as set forth.

In testimony whereof I affix my signature in the presence of two witnesses.

JOHN G. TELFER.

Images