US1746820A - Rail anticreeper - Google Patents

Description

Feb. 11, 1930. A. .1. COOK 1,746,820

RAIL ANTICREEPER Filed May 4, 1929 Patented Feb. 11, 1930 1,746,820

uNirED STATES PATENTOFFICE ADONIRAM J. COOK, OF WESTERLO, NEW YORK RAIL ANTICREEPER Application filed May 4, 1929. Serial N'o. $760,559.

As is well known by those engaged in railand 7 are the spikes which secure the rail road operation, the general causes of rail to the tie. creeping are: the wave motion of the track The anchor is of a single piece of spring under the alternate application and release of r resilient metal; 8 is the shank of the ana rolling load; the application of the brake, Chor. The end of the metallic bar is bent 0r 55 especially when the wheels slide; curvature of forged on a relatively long curve at 17 so that the track when the velocity of the train is the end surface thereof at 9 is oblique to the greater cr less than the velocity for which the length of the shank. A locking seat 10 is outer rail is elevated; and descending grades. formed by the removal of metal or forging,

10 Rails creep also excessively on bridges. see Fig. 4. l l 60 The main object of my invention is the pro` et the OPPOSlee enel 0f the Shank e OP 13W vision of a device which when several thereof 14 1S formed by leendlng the end 0f the bel' et are combined with track rails and cross ties 13 thleegh ee efe 0f ebene 180 degrees and t0 will prevent the creeping or longitudinal L Peeltlen Shghtly ebllelue te the length ef 15 movement of the rails relative to the ties unthe ehimle The metal 0f the under Pere 0f e5 der traffic. Its function is to hold the rail in elle ieW 1S blpm'eeted 0I' SPllt and the metal a xed position relative to the tie sothe force delleeed te ferr? WO fle-Tiges 15a 15, Whleh which Causes Creeping will be transmitted Vare inclined so their rundei` surfaces w1ll fricthrough both the rail and tie to the track tleneuy eenteet Wlth the lnehned JCOP Surface ballast of the flange 16 of the rall. 7.0

The invention consists in a rail anti-creep Beneath the )ew le the metal of the Shank device, or rail anchor, fashioned from a single le eeeet bene er forged .eldeweye et 1.1 ee the piece of resilient or spring metal to such a eurteee ef ehe preleetleg met'e1-wlu beer shape that when driven onto a flange of a egemet eee Slee of the vele and 1t 1S also 0E' 75 track rail the shank of the device will be eee bent el' forged .upwerdly te ferm e beer" twisted about its longitudinal axis between leg eeee l2 Preleeemg above the top Surfeee the ends thereof and the metal be subjected e ehe .ehenk to a torsional strain or tension the reaction e me be eeeed that the top Surface of the of which will hold the anchor in frictional eeee dees nee meteh the nder Surface of the 00 Contact with the pper and lower Surfaces of Jaw 14, but 1s displaced and out of center, con- 80.

a flange of the rail under all conditions of Sequenely When-ehe anchor is dieven on the Service. flange of the rail the stresses twist the metal of the shank longitudinally of its aXis and cause the flanges of the jaw to firmly grip the top inclined surface of the I'ail flange. 85 As the metal of the shank is resilient, the shank acts as a torsion spring under tension to-hold the anchor immovable relative to the rail under all conditions of service.

The anchor is applied by passing the same 90 beneath a rail, extending the aw 14 over the rail flange, and driving the jaw crosswise of the rail till the bearing seat 10 engages the The accompanying drawing illustrates an example of the embodiment of the invention, the same being constructed, and applied to the rail and tie, according to the best mode I have so far devised for the purpose or end in view. do Figure 1 is a top plan view of sections of a e rail and tie, showing the improved anchor in operative position.

Figure 2 is an end view of Figure 1 in ele- CII Vetlfm- 9 edge of the opposite flange of the rail. t Flgufe U 1S e VleW 0f the enehel 1n PefSPee From the foregoing description it is clear v9b ive.

that I have provided a one-piece rail anchor Figure 4 shows one end of the shank. whgh ig Cheap in rgt @0st, Simple in con- Referring to the several Figures, 5 desigstruction, and efiicient in operation when apnates a track tie; 6, a track rail of common plied in connection with a rail and tie. construction; 16, the base flanges of the rail, A plurality of the devices illustrated will 100 in use anchor the rails to the ties so they cannot move relative to the ties, and consequently the force or forces which cause creeping must be transmitted to several ties at the same time and at different points, thus distributing the energy so the rails and ties will not move relative to the track ballast.

Vhat I claim is:

l. An anti-creep device for rails comprising a bar of metal havinga jaw adapted to frictionally engage the top surface of a track rail iiange and a sidewise oset of the metal of the shank adapted to bear against the under surface of a rail flange and also against a track tie, the said offset extending beyond one side of the jaw, whereby the shank will be placed under longitudinal torsional stress when the device is driven onto the flange of a rail.

2. The subject-matter of claim l wherein the said sidewise oiset metal of the shank also offset upwardly towards the jaw to torni a seat or surface to engage the under surface of a rail flange.

3. A metallic anti-creep device having at one end a locking seat, as 10, at the opposite end a'jaw, and the metal of the shank below the jaw oli'set both sidewise and upwardly towards the jaw.

4. The subject-matter of claim 3 wherein the said jaw is provided with flanges.

The subject-matter of claim 3 wherein the end of the device provided with the locking' seat is curved upwardly from the longitudinal axis of the shank.

- In testimony whereof I aix my signature.

ADONIRAM J. COOK.

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