USRE12625E - Reissued mae - Google Patents

Description

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'QA-A@ '-IIISSUBUMAL 26, 1907.`

G. II. WILLIAMS. rGRADIIAIED REINITORGBD ARGIILD ANGLE BAIIPOR RAILWAY TRACK JoINTs.

APPLICATION FILED* FEB. 20, 19.07.

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REISSUED MAR. 26, 19:07.

r n G, 11p-WILLIAMS. GRADUATED RB1`NP0RCBD ARGHED ANGLE BAR POR RAILWAY 'TRACK JOINTS.

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UNITED STATES PATENT OFFICE. 7

GEORGE I-IUCPIS WILLIAMS, or KANSAS CITY, MISSOURI, ASSIGNOR TO RAIL WAY SUPPLIES, LIMITED, or TORONTOI CANADA, A CORPORATION.

GRADUATED REINFORCED ARCHED ANGLE-BAR FOR RAILWAY-TRACK lOlNTS.

Specification of Reissued Letters Patent.

Reissued Mar. 26, 1907.

Original No. 714,422, dated November 25, 1902. Application. for reissue filed February 20, 1907. Serial No. 358,782.

l useful Improvements in Graduated Reinforced Arched An le-Bars for Railway-Track Joints, of which t e following is a specification.

My invention relates to a graduated reinforced arched angle-bar for making railwaytrack joints for connecting the ends of the rails. v

The obiiect of my invention is to provide a sufcient heavy mass of metal under the heads of t e rails at their ends to strengthen the 'oint and to resist the blows of the wheels of t e passing trains.

Referring now to the drawings, Figure 1 is a top plan view of the preferred form of my inventlon--that is, a pair of angle-bars having graduated reinforcements and applied to the abutting ends of two rails. Fig. 2 is a side elevation of the rails andthe outer anglebar. Fig. 3 -is an enlar ed end elevation of the angle-bars'shown in ig. l, the rail being in section. Fig. 4 is a correspondingly-enlarged transverse section taken on line a, b or c e of liligr 1 Fig. 5 is a top plan view of a modification--a pair of reinforced angle-bars applied to a rail-joint, the head of one rail being cut away. Fig. 6 is a side elevation of the outer angle-bar shown in Fig. 5.

Referring to Figs. l to 4, illustrating the preferred form of my invention, 1 2 designate the inner an le-bar-that is, theV one which lies against t 1e inner side of the track-and 3 4 designate the outer angle-bar. gle-bar comprises an upright` portion 1-or 3, occupyin aposition alongside the web of the rails, an a foot portion 2 or 4, which rides upon the base of thc rails` o'. 1 My invcntlon consists in thickening the metal composing the upright portions 1 and 3 of the angle-bars for 'tHe' greater portion of their len th, the greatest thickness being at the mid le and the thickness of the adjacent portions being less than that of the Iniddle portion, but greater than that of the ends. I am aware of patents on angle-bars for railjoints having their upright portions thickcned or reimorccd by a series of thicknesses grad uatmg from the middle of the bar cach way tovmrd thc ends and in some respects thereof) in straight lines; but

Each ansimilar to .my invention; but the patent issued to Sellers September 25, 1883, No. 285,688, to others than the practical'observer would appear the same as mine,while the actual difference in construction could and would be readily ointed out by a mechanic or the practical) observer. This formation provides a graduated reinforcement of the angle-bars for the purpose of resisting the pounding blows of car-wheels upon the ends of the rails. At the ends ofthe rails, where the effect of these blows is the greatest, l place the maximum thickness of metal in the angle-bars. Hence the angle-bars have the reatest strength where such'is reuired. t distances of several inches from t ie ends of the rails the shocks caused by the passage of car-wheels are not so severe, and the thickness of the vertical `portion of each angle-bar is reduced proportionately, as shown.y This graduation of the thickness of the bar might be effected by tapering the outer face of the bar (the uprivht portion prefer to make the outer face or faces of each Said portion parallel to the rails, as shown, excepting certain portions 7, where Shouldersf are formedby the changes of thicknessv ofthe bar. The purpose of providing such parallel faces is to provide the necessary erpendicular bearings forthe bolt-heads and] nuts. The profiles of these shoulders (as seen in plan), form compound curves connecting the otherwise straight outer faces of the upright portions 1 and 3.

The reinforcements or thickened portions of the inner an le-bar 1 2' do not extend so high as the rein .orcements of the outer anglebar 3. 4 on account of the clearance required for car-wheel fianges; but they do extend above the neck 17 of the cove 18 on the inner face of the bar, and so serve to strengthen the' bar at the point where it is most liable to' break. l l

The upper outer edges of the angle-bar. meet the lower edges of the heads of the rails, as shown. .At the outer edge of each angle-bar is a downwardly-curved s Jiking-flange 8.

The inside faces o thc angle-bars areso shaped that spaces will be left between them and the webs of the rails, so that it will be possible to draw the angle-bars closer together by the bolts 9 in case of wearingof -4 the track-bolts give the yloint theysame soli ity and strength as th'e body of the rail and i cause the joint to take the same wave motion omitted, as shown in Figs. 5 and 6. I n-t ese said bars., These angle-bars may be4 bolted with either six or four bolts, according to the len th of the bars.

he thickness of the mid le ortions of the upright portions 1 and 3 s'huu d'be one inch or more. The reinforcements bear immediatel over the flanges or base of the rails, and tfiis arrangement of the reinforcements has evident advantages over those reinforcements which project laterally beyond the base of the rails. Y

The reinforced portions of the angle-bars having a direct bearing over and upon the base or flan of the rail, with the bars upper bearing umeer the head or ball of the rail, and

the bars being h eld firmly againstl the rail bly orfdeflection as the rail proper during the passage ofthe trains.V

The reinforcements between the ends and the middle portions of the angle-bars ma be views, 11 and 12 13 designate, respectively, a air of angle-bars, and 14 the rails connecte thereby. Thecentral portion of thejouter face of each angle-bar forms a swell, caused by the greater ,transverse thick graduated to some extent by means of the curves 16, connecting the tlnckened portion to the normal side or face of the angle-bar. The rate of changein the degree of reinforcement in this forni of vbar is not s o gradual as in my referred form; but the support afforded to t e extreme ends of the rails is equal to that afforded by said preferred form.w

The combination With two abuttin ends of railway s track rails, of a pair og reinforced aduated angle-bars and bolts passing throng the reinforced graduated portions and the web of the rail, the reinforcement on the fa'ce of the inside bar having its upper end located above the neck of the cove in the face of the bar and at the same time out of the path of the iange of a `car-Wheel passing along the track.

In'testimony whereof that I claim the foregoing as my invention I have signed m name, in the, resence of two Witnesses, this 9th day of Fe ruary, 1907.

GEORGE HUGHS WILLIAMS.

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