US3581989A

US3581989A - Guard rail assembly

Info

Publication number: US3581989A
Application number: US773519A
Authority: US
Inventors: Emrick Pohling
Original assignee: Abex Corp
Current assignee: ABC Rail Corp; American National Bank and Trust Company of Chicago
Priority date: 1968-11-05
Filing date: 1968-11-05
Publication date: 1971-06-01
Anticipated expiration: 1988-06-01

Abstract

Guard rail assembly for supporting a guard rail relative to a traffic rail, including a tie plate having an extension with a brace secured thereto and engaging the guard rail in place.

Description

United States Patent Inventor Appl. No.

Filed Patented Assignee Emrick Pohling St. Paul, Minn. 773,519

Nov. 5, 1968 June 1, 1971 Abex Corporation New York, N.Y.

GUARD RAIL ASSEMBLY l 1 Claims, 4 Drawing Figs.

Int. Cl

. EOlb 5/18 Field of Search .I. 238/21,23, 17 23,2s3, 349,

References Cited UNITED STATES PATENTS 6/1916 Maney 4/1930 Weston 12/1935 ONeil 10/1955 Riddle Primary Examiner-Arthur L. La Point Assistant Examiner-Richard A. Bertsch Attorney-Kinzer, Dorn and Zickert ABSTRACT: Guard rail assembly for supporting a guard rail relative to a traffic rail, including a tie plate having an extension with a brace secured thereto and engaging the guard rail in place.

PAIENJEDJUM 1 IBYI SHEET 1 OF 2 QQE mwa a.

vmm IIIII INVENTOR EMRICK POHLING AT ORNEYS m y w mm PATENTEDJuu Han sum 2 0r 2 @mm v 9N y INVENTOR EMRICK POHLING BY r I H ATTORNEYS GUARD RAIL-ASSEMBLY This invention relates in general to railroad track work, and more particularly t'oa guard rail assembly for supporting a guard rail relative to a traffic rail.

Heretofore, devices for attachingand supporting a guard rail to a traffic rail have not been completely satisfactory, because of the costs involved and the in-field assembly requirements. One method of fastening the guard rail to the traffic rail included the provision of a plurality of bolts extending through both rails, and spacers arranged between the rails. This method is undesirable inasmuch as it requires drilling holes in the traffic rail, while in the field, for receiving the bolts, and such a procedure is costly and sometimes quite difficult to perform. Another arrangement for fastening the guard rail to the traffic rail involves providing a one-piece, manganese steel guard rail and tie plate,wherein the tie plates are cast integrally with the guard rail. Such a casting is costly to manufacture. Still another method of fastening the guard rail to the traffic rail includes the provision of a specially constructed tie plate and a specially constructed guard rail having a hook portion that is received under the adjacent edge of the traffic rail base. This method is costly from the standpoint of producing the specially constructed guard rail. Significantly, all heretofore known assemblies have required substantial infield assembly time.

Guard rails are generally provided opposite frogs to eliminate possiblederailment. The guard rail assembly of the present invention .includes a plurality of tie plates arranged along a guard rail and capable ofsupporting in side by side relationship the guard rail with a traffic rail. An extension is provided on the tie plate at the end upward of the guard rail for having one end of the brace secured thereto. The other end of the brace engages the side of the guard rail web remote from the traffic rail. Milled slots are provided in the tie plates for receiving the bases of the traffic and guard rails in spaced relation to maintain a flangeway opening at the rail heads. The braces function to be integrally connected to the tie plate and to bear against the web and base of the guard rail to maintain same in the tie plate slot. No bolt or fastening means is necessary to secure the brace to the guard rail, although such may be optionally provided, especially where creepage of the guard rail might be a problem. Thus, the guard rail in the assembly according to the invention does not require bolting through the traffic rail and is in fact independent of the traffic rail. The slots in the tie plate for the rail bases may even be milled on an angle to permit better plate bearing on the ties, which was not heretofore possible in guard rail arrangements. Inasmuch as no bolts are necessary to hold the guard rail down in the plate, shifting of the plates to match the tie spacing in the track may be easily accomplished.

The guard rail assembly of the present invention utilizes the standard guard rail and a fabricated tie plate assembly that may be produced in the factory. Only a simple assembly procedure remains for the field work during installation of the guard rail and tie plate assembly.

Accordingly, it is an object of the present invention to provide an improved guard rail assembly for supporting a guard rail relative to a traffic rail;

Another object of this invention is in the provision of a tie plate assembly for supporting a guard rail of the standard type relative to a traffic rail, wherein the assembly can be made up in the factory;

Still another object of this invention resides in the provision of a guard rail assembly that eliminates bolting through the traffic rail and is capable of being independent of the traffic rail.

A further object of this invention is to provide a guard rail assembly that facilitates the shifting of tie plates to match the tie spacing in track and is capable of being fully utilized by arranging the tie plates at an angle to the rails for better plate bearing on the ties.

conjunction with the accompanying sheets of drawings, wherein like reference numerals refer to like parts, in which:

FIG. 1 is a top plan view of a guard rail assembly according to the present invention, and illustrating the traffic rail location in dotted lines;

FIG. 2 is an enlarged sectional view taken substantially along line 2-2 of FIG. 1 and illustrating a portion of a wheel in phantom;

FIG. 3 is an enlarged sectional view taken substantially along line 3-3 of FIG. 1;

FIG. 4 is an enlarged sectional view of the tie plate taken substantially along line 4-4 of FIG. 1 and illustrating a headlock for a bolt in elevation;

FIG. 5 is a top plan view of a tie plate employed in the tie plate assembly of the present invention; and

FIG. 6 is a front elevational view of the tie plate of FIG. 5.

Referring to the drawings, and particularly to FIG. 1, a guard rail 10 is shown in association with a traffic rail 11 in such spaced relationship as to define a flangeway 12 (FIG. 2) for receiving a flange 13 of a wheel 14. A plurality of tie plate assemblies 15a, 15b, 15c, 15d, 15c and 15f coact to support the guard rail 10 relative to the traffic rail. A pair of standard tie plates 16a and 16b complete the supporting of the traffic and guard rails. While not shown, it will be appreciated that each of the tie plate assemblies will be mounted in the usual manner on a tie. Further, it will be appreciated that the guard rail arrangement as shown in FIG. 1 will be employed in track work whereby the guard rail 10 is positioned opposite a frog, so that the guard rail will provide additional guidance to the wheels of rolling stock during the crossover from one track to another to eliminate derailment problems at a frog. The number of tie plate assemblies will be determined by the length of the guard rail, and the arrangement shown in FIG. 1

Other objects, features and advantages of the invention will be apparent from the following detailed disclosure, taken in is a typical installation for a guard rail l3 feet in length.

As seen most clearly in FIG. 2, the traffic rail 11 includes a head 17 having a tread face 18 for supporting the tread 17 of the wheel M, a base 20, and an interconnecting web 21. The guard rail 10 is of the conventional, well-known type, and includes a head. 22 having a guarding surface 23, a base 24, and an interconnecting web 25. The guarding surface 23 coacts with the wheel flangeface 26 of the traffic rail to define the flangeway 12. Foot guards 27 are provided between the rails at the opposite ends of the guard rail.

Each tie plate assembly 15 includes generally a tie plate 28 and a brace 29, which are connected together to define the brace integral with the tie plate. A typical tie plate 28 is shown in FIGS. 5 and 6 prior to assembly with a brace 29. This tie plate is illustrative of the type to be employed wherein milled

slots

30 and 31 are provided in the upper surface of the tie plate for respectively receiving the bases of the traffic rail El and guard 10. The slot 30 includes a bottom wall 32 and opposed, upstanding walls 33a and 33!) that extend substantially normal to the bottom wall. Similarly, the guard rail slot 32 in.- cludes a bottom wall 3 3 and parallel, opposed,

upstanding sidewalls

35a and 35b that extend substantially normal to the bottom wall. The traffic rail slot 32, while extending parallel to the guard rail slot 31 as seen in FIG. 5, is canted, as seen in FIG. 6, to cause the traffic rail 11 to be canted toward the guard rail 10, as shown in FIG. 2, thereby more uniformly distributing the wear pattern on the traffic rail as opposed to having same concentrated at the gage line radius. While the

rail slots

30 and 31 are shown as extending normal to the opposite side edges of the tie plate, they may be arranged angularly relative to the side edges for any desired installation. An extension 36 is provided adjacent the guard rail slot 311 and to which the brace 29 is secured. Rectangularly

shaped openings

37a and 37b are provided in the extension to facilitate attachment of the brace 29 thereto.

The brace 29 is U-shaped and defined by a bight portion 38 and a pair of legs 39. The brace may be formed by forging or by any other suitable method. The bight portion 38 is in the form of a bar 40 having an outer, generally arcuate face 41 formed to fit and bear against the outer surface of the guard rail web 25. Thus, one end of each brace engages against the web of the guard rail. As seen particularly in FIG. 2, each leg 39 does not extend straight outwardly from the bar 40, but outwardly and downwardly to the tie plate extension 36, wherein the other end of the brace or the free ends of the legs are connected to the tie plate.

In order to properly and rigidly connect the brace legs to the tie plate, a lug 42 is formed and extends from a lateral face 43 of the legs, which lug is freely received within an opening 37 of the tie plate. The fit of the brace relative to the tie plate is such that lateral faces 43 of the legs bear against the upper surface of the tie plate adjacent the openings 37. Each lug is sized slightly smaller than the respective opening, so that the lugwill initially move freely into an opening. Thereafter, a plug weld 44 is provided to rigidly interconnect the brace and the tie plate. The plug weld is formed to completely close the openings in which the lugs are received. Welding of the brace to the tie plate effectively renders the brace integral with the tie plate.

Placement of the rails in their respective slots is illustrated in FIG. 2. The traffic rail 11 is seated in the traffic rail slot 31 by having the base 20 arranged within the slot and the edge 45 of the base 20 in abutting engagement with the upstanding slot sidewall 33b. As is usual, the conventional nails will secure the rail to the tie plate.

The guard rail is seated in its tie plate slot 30 by having the planed edge 46 arranged in abutting relation to the shoulder formed by the sidewall 35b. The brace 29 is sized to cause the guard rail 10 to take the position in the slot 30 as shown in FIG. 2 where the edge 46 bears against the slot wall 35b. To hold the guard rail down in seated position in the slot, a locking plate 47 is provided between the brace legs and the upper face of the guard rail base 24. The lower edge 48 of each of the brace legs is spaced sufficiently from the upper surface of the guard rail base to facilitate placement of the guard rail within the guard rail slot during installation. Thereafter, the locking plate 47 is positioned between the brace legs and the guard rail base and welded in place such as by welding same to the brace legs. Optionally, a spring plate may be employed in place of the locking plate 47, and which would be driven into position under compression.

As seen in FIG. 1, no bolts are provided or needed for the end tie plate assemblies a, 15b, 15c and 15]". While bolts are shown for the center tie plate assemblies 15c and 15d, it should be appreciated that these bolts could be eliminated especially where creepage is not a problem. Because of the locking plates, it is not necessary to have the bolts for holding the guard rail down in seated position on the tie plate, although they may be optionally provided. In such a case, a bolt 48 having a head 49 and being threaded at the other end at 50 may extend through holes provided in the guard rail and the bight portion of the brace. A headlock 51 is provided at the inner surface of the guard rail web 25 to coact with the regular rectangular bolt head 49 and prevent it from turning during tightening of the bolt. A lock washer 52 and nut 54 complete the bolt assembly and are arranged on the end of the bolt extending between the legs ofa brace.

The side thrust of the wheel M on the side of the guard rail head 22, as illustrated by the F" and the associated arrow, is counteracted by the brace 29 as it engages against the web of the guard rail. The side thrust also sets up a rotating force in the guard rail that is counteracted by contact of the guard rail base with the bottom wall 34 of the guard rail slot and the shoulder defined by the sidewall 35b. A force is applied to the underside of the guard rail base as illustrated by R" and the accompanying arrow, as a result of the weight of the train on the traffic rail 11 and plate 28. This force tends to lift the guard rail out cfits milled seat, and is overcome by the locking plate engagement between the brace and guard rail base 02' alternatively, by a bolt employed between the guard rail and the base. Rubbing forces on the guard rail that might tend to move the guard rail longitudinally and cause it to creep, if a problem, can be countered by use of bolts; although it would normally be countered by the friction of the guard rail as it is held in the milled seat of the tie plate by the locking plate. As already mentioned, additional frictional force could be obtained by replacing the locking plate with a spring plate driven into position under compression. Under no circumstances would it be necessary, according to the present invention, to employ bolts on the end tie plate assemblies.

It will be understood that modifications and variations may be effected without departing from the scope of the novel concepts of the present invention.

Iclaim:

1. In combination v\ith a traffic rail, a guard rail of substantially the same height as the traffic rail extending parallel to the traffic rail and in spaced relation thereto to define a flangeway opening and means for supporting the guard rail rela-.

tive the traffic rail including, a plurality of tie plates underlying the traffic and guard rails, each of said tie plates being of one-piece construction having parallel extending and substantially coplanar slots for receiving the bases of said rails, each slot having a bottom wall and upstanding sidewalls, means for fastening said guard rail to said tie plates to maintain it at a predetermined position relative the traffic rail, said means comprising a plurality of braces extending between said guard rail and tie plates, means at one end of each brace securing each brace to a tie plate outwardly of said guard rail, and means at the other end of each brace engaging the web and base of the guard rail and holding the base in the corresponding slot and against the slot sidewall facing where the brace is secured to the tie plate, each of said brace securing means including an opening in a respective tie plate for freely receiving a part of the one end of the brace, and a plug weld closing said opening and welding said brace part and tie plate together.

2. The combination as defined in claim 1, wherein each brace is U-shaped with the bight portion at the guard rail leaving two ends for securing to the tie plate.

3. The combination as defined in claim 2, wherein for each brace said securing means includes a pair of openings in a respective tie plate for freely receiving a part of each of said ends of said brace, and plug welds closing said openings and welding said brace parts and tie plate together.

4. The combination as defined in claim 1, wherein for each brace said engaging means includes a bar abutting against the side of the guard rail web remote from the traffic rail, and a locking plate secured to the brace and engaging the guard rail base.

5. The combination as defined in claim 4, wherein said bar is generally D-shaped in cross section to matingly fit against the web between the head and base of said guard rail.

6. The combination as defined in claim 4, and a fastener extending through said bar and web to positively secure the web and bar together.

7. The combination as defined in claim 1, wherein the traffic rail slot in the tie plate is formed to cant the traffic rail toward the guard rail.

8. A guard rail assembly for supporting a guard rail relative a traffic rail, wherein the guard rail is the same height as the traffic rail, said assembly comprising a tie place of one-piece construction having a pair of parallel extending and substantially coplanar slots on the upper side for receiving the bases of traffic and guard rails, each slot having a bottom wall and upstanding sidewalls, a U-shaped brace defined by a bight portion and legs extending therefrom, said brace having a bar at the bight portion bearing against the outer surface of the guard rail web, welds securing the free ends of the brace legs in openings in the tie plate outwardly of the guard rail, and means attached to the brace bearing against the base of the guard rail, wherein the brace bar and attached means coact to hold the guard rail base in the corresponding slot and against the slot sidewall at the inside edge of the guard rail.

9. A guard rail assembly as defined in claim 8, wherein said attached means including a locking plate secured to the underside of the brace legs.

into said openings, and plug welds between the plate and lugs.

11. A guard rail assembly as defined in claim 10, wherein said brace leg extend substantially normal to the guard rail.

Claims

1. In combination with a traffic rail, a guard rail of substantially the same height as the traffic rail extending parallel to the traffic rail and in spaced relation thereto to define a flangeway opening and means for supporting the guard rail relative the traffic rail including, a plurality of tie plates underlying the traffic and guard rails, each of said tie plates being of one-piece construction having parallel extending and substantially coplanar slots for receiving the bases of said rails, each slot having a bottom wall and upstanding sidewalls, means for fastening said guard rail to said tie plates to maintain it at a predetermined position relative the traffic rail, said means comprising a plurality of braces extending between said guard rail and tie plates, means at one end of each brace securing each brace to a tie plate outwardly of said guard rail, and means at the other end of each brace engaging the web and base of the guard rail and holding the base in the corresponding slot and against the slot sidewall facing where the brace is secured to the tie plate, each of said brace securing means including an opening in a respective tie plate for freely receiving a part of the one end of the brace, and a plug weld closing said opening and welding said brace part and tie plate together.

10. A guard rail assembly as defined in claim 9, wherein the means securing the brace legs to the tie plate includes openings in the tie plate, lugs extending from the brace legs into said openings, and plug welds between the plate and lugs.

11. A guard rail assembly as defined in claim 10, wherein said brace legs extend substantially normal to the guard rail.