US376402A - Rail-joint - Google Patents

Description

(No Model.)

G. H. WILLIAMS.

BAIL JOINT.

No. 878,402. Patented Jan. 10, 1888.

gllll l O WITNESSES:

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BY MIR/M. ATTORNEYS.

UNITED STATES PATENT EEIeE.

GEORGE HUGHES WILLIAMS, OF NASHVILLE, TENNESSEE.

RAIL-JOINT.

SPECIFICATION forming part of Letters Patent No. 375,402, dated January 10, 1888.

Serial No. 241,362. (No model.)

To all whom it may concern.-

Be it known that I, GEORGE HUGHES WIL- LIAMS, a citizen of the United States. residing in Nashville, Davidson county, Tennessee, have'invented a new and useful Improvement in RailJoints,of which the following is aspeci fication. V r

This invention is auimprovement in railjoints; and it consists in the several parts hereinafter described, constructed and combined substantially in the manner and for the purposes which will be first fully set forth, and then specified in the claims.

In the drawings, Figure 1 is a perspective View of a rail-joint constructed according to my invention, and Fig. 2 is a cross-section thereof drawn alongside of one of the bolts.

Referring to the said drawings, the rails A A may be of ordinary construction, tbejoint thereof being arranged between two ties, B B, as shown in Fig. 1. To the opposite sides of the rails lapping the joint I apply the anglebars 0 0, having openings 0 for the bolt, and the openings of one of such bars are threaded, as shown in Fig. 2, for engagement by the threads of the bolt D. Now, heretofore when the bolts of a rail joint have been threaded through an angle-bar the thread has been continued out to the point of the bolt and the point has projected out of and beyond the threaded opening and has been exposed to the weather. In consequence of such exposure the threads from the outer face of the anglebar to the point of the bolt in use become rusted in a short time, so that the bolt cannot be turned back through the angle-bar when it becomes desirable to release the joint. As a result it has become the practice to simply break off the exposed point of the bolt, usually by a Sledgehammer, back to the outer face of the angle-bar,when the remnant of the bolt may be turned back through the angle-bar, as desired. Manifestly the bolt is thus rendered worthless and the expense of a new one is necessitated. This in a single rail-joint would involve the cost of four bolts, and the expense for even avery short section of a road would be considerable, besides the inconvenience and labor incident to breaking off the bolt and the liability of damage to the threads of the angle-bar by turning back through the reduced extension-poi nt of the bolt, and the angle-bar having threaded openings as the threaded angle-bar. This reduced extension-point of the bolt, it will be seen, projects considerably beyond the outer surface of the threaded angle bar, and has formed through it a slot, E, out transversely through the bolt and elongated in the direction of the length thereof. Through this slot I place the receiviug-key F. which, preferably, is a split key, as shown. It is usual to interpose a washer or washers, G, between the key and the angle-bar, which washers, it may besaid, are in practice made of two thicknessesto wit, one-eighth and one-sixteenth of an inch andbyinserting oneor more of which washers, in connection with the proper adjustment of the wedge, the latter may be caused to bear tightly between the outer wall of its slot E and the washer.

By reason of thedescribed construction it will be seen I avoid the exposure of any threaded part of the bolt, and I also so reduce the exposed part that any rusting or other deterioration thereof will not interfere with the removal of the bolt when so desired. Thus bolts may be used and reused, no damage resulting thereto from their application or removal. It will further be seen that aside from avoiding damage to the bolts their removal is rendered much easier than before. It will also be seen that the improved bolts may be more quickly applied, because there is a much shorter length of thread to be turned through the angle-bars than before. In addition it may be stated that by reducing the diameter of the extensionpoint of the bolts the weight of the latter is niateriallyreduced, thus in a considerable degree lessening the cost of the joint, and at the same time pro viding a joint firm and strong.

The angle-bars G are formed with a body portion, 2,which fits in the hollow of the rail; and with a base portion, 3, which extends out over the base of the rail and down at 4. outside the edges of said base, as shown in Fig. 2. The outer sides of the body portions 2 are formed flush with the outer sides of the ball of the rail, as shown in Fig. 2.

Vhere joints are arranged between two ties, as shown in Fig. 1, it is found that a breakin the angle-bars, if it occurs at all, will begin at the top of such bars opposite the juncture of the rails. The reason for this will he apparent when it is understood that the foundations of the end ties-that is, the ties nearest the ends of the rails-are ordinarily taniped more firmly than the ties under the middles of the rails, so that weight on the middles of the rails will cause the rails to act as levers fulcruined on the end ties. Such an action it will he understood would have a tendency to crack the upper edges of the angle-bars. It is therefore preferred to form the angle-bars wider or thicker at their upper edges, as shown at 5 in Fig. 2, thus increasing the strength at the point where most needed. It is also preferred to make the bars 0 of an increased thickness at the point 6, where they rest on the rails, as shown. By preference I shall make the anglebars of steel, as the wear thereon by contact with the steel rail will be less than ifthey were formed of iron, and they will also be of greater strength and rigidity. After the joint has first been made the wear for a short time on the contacting surfaces of rail and angle-bars will be considerable, so that after a few weeks of use thejoint may be tightened up by substituting a one'eighthinch for a onesixteenth inch washer or duplicating the washers on each bolt.

By my invention I secure a perfectly rigid rail-joint, making said joint as solid as the rail itself, and in effect producing a continuous rail. Thejarring and jolting of the cars as their wheels pass over rails fitted with the ordinary loose joint is prevented by my invention, the wear of the meeting points of the rails is reduced to a minimum, and there can be no spreading of the rails, which is so commonly the cause of railroad accidents. Moreover, by my invention the expansion and contraction of the rail is taken up by the hole in its web. I

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is v 1. A rail-joint comprising the angle-bars having bolt-openings, the openings through one of the angle-bars being threaded, the bolts fitted to said openings and having threaded portions to engage the threaded angle-bar, which threaded portions of the bolt do not extend beyond the outer surface of the anglebar, the bolts being provided with the reduced extension-points, which project beyond the outer surface of the threaded angle-bat" and have keyslots, and the keys, substantially as described, and for the purposes specified.

2. In a rail-joint, the combination of the ties, the rails supported on and having their ends arranged between said ties, the anglebars having bolt-openings, one set of which are threaded, and said angle-bars having main and base portions, the main portion having an increased thickness at points 5 and 6, the bolts having threaded portions which engage the threaded openings of the angle-bar, but do not extend beyond the outer surface of such bar, and which bolts have the reduced extension-points provided with key-slots and projected beyond the outer surface of the anglebar, the keys, and the washers, all substantially as and for the purpose specified.

GEORGE HUGHES \VILLIAMS.

Vitnesses:

F. V. I'IANAFORD, EDGAR TATE.

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