US1558072A - Rail anchor - Google Patents

Description

Oct. 20, 1925. 1558 072 W. A. ANGUS RAIL ANCHOR Filed Dec. 1924 Patented Oct. 20, 1925.

UNITED STATES WILLIAM A. R. ANGUS, or WINNIPEG, MANITOBA, CANADA.

RAIL ANCHOR.

Application filed December 20, 1924. Serial No. 757,230.

To all whom it may concern:

Be it known that I, WILLIAM Annnnw Bonner ANoUs, subject of the King of Great Britain, resident of the city of lVinnipeg, in the Province of Manitoba, Canada, have invented certain new and useful Improvements in Rail Anchors, of which the following is the specification.

The invention relates to improvements in rail anchors and an object of the invention is to provide an anchor which will prevent a track rail from creeping on the tie, or the tie from moving in respect to the rail.

A further object of the invention is to provide a one piece anchor which can be readily placed on the rail and which co1n prises a pair of rail gripping jaws, a fulcrun'i point and a tie engaging extension, the parts being designed so that the jaws will bite into the rail base upon. the anchor being struck endwise in one direction.

A further object of the invention is to construct the anchor so that any attempt of the rail to end-shift will cause the jaws to bite more deeply into the rail base to arrest the end movement thereof.

With the above more important and otherninor objects in View which will become more apparent as the description proceeds, the invention consists essentially in the arrangement and construction of parts hereinafter more particularly described, reference being had to the accompanying drawing in which:

Fig. 1 is a side view of the anchor in working position on the rail, the rail being shown in vertical section.

F 2 is a plan view of the applied anchor.

Fig. 3 is an end view thereof.

F 1 is a perspective view.

in the drawing like characters of reference indicate corresponding parts in the several figures.

The track rail is of ordinary construction presenting a head 1, web 2 and base 3. The rail rests on the customary tie 4 being fastcned thereto by the customary spikes (not shown). From actual experience it is found that the constant movement of traific produces a loosening of the spikes, a creeping of the rails on the ties and very often a movement of the tie in respect to the rail.

As a general rule the rail in creeping moves in the direction of trafiic. In some cases, however, such as in single tracks with traiiic in both directions, the rail will creep in the direction of the heaviest traflic.

My anchor shortly described, is placed on the rail with due regard to the conditions met with, its object being to prevent creeping in the direction which it occurs.

The anchor comprises the parts hereinafter described, and it is formed from a single piece of comparatively heavy gauge metal.

The body 5 of the anchor is comparatively small and rectangular and it is fitted at the upper outer corner with a rail gripping aw 6, the being horizontally disposed and directed towards the base of the rail and bein carried by a comparatively short neck '1'. A horizontal slot 8 appears between the underside of the jaw and the upper edge of the body plate, which slot receives one edge of the rail base. The jaw is substantially rectangular in vertical section and it is deflected in the direction of traffic. The inner end of the jaw is substantially vertical so that it presents a sharp biting edge and biting corners 9 adjoining the rail base.

The lower edge of the body plate is laterally deflected as indicated at 10 in the di rection of traliic and the laterally deflected portion is continuous with the vertically disposed extension 11 which presents a comparatively large bearing face 12 engageable with the face of the tie.

The upper inner corner of the body plate 5 is provided with an integrally formed, downwardly inclining shank 13 contained in the same vertical plane as the body plate and the end of the shank terminates in a hooked jaw 14:, the inner end of which is adapted to engage the opposite side of the,

rail base to that engaged by the jaw (3.

The inner end of the jaw 1 1 is vertically disposed and it also presents a biting edge and corners 15 engageable with the rail base. The loop 16 within the hooked jaw gives ample clearance space between the shank, the jaw 1aand the rail and when the anchor is fastened to the rail, it only contacts with the rail at three points, these three points being the inner tip or corner 15 of the jaw 14,-, the inner tip or corner 9 of the jaw 6 and an under contacting fulcrum point 17 formed at the juncture of the shank with the body plate.

\Vhen the anchor is to be applied to the rail, the right hand end of the anchor, as shown, is passed underneath the rail base from the left hand side of the rail base and it is then pulled to the right as far as the loop 16 will permit and at the smile time rocked upwardly. The inner end of the and the inner end of the jaw (i is free of the rail base. One then laterally shifts the anchor to bring the plate 11 into contaat with the adjacent face of the tie and whilst holding the anchor in this position shifts bodil and'endwise to the left which causes the jaw 6 to come in contact with the inclining face of the rail base as well as the jaw 14 to come in contact with the opposite side of'the rail base. Having so primarily set the anchor, one drives it endwise in tire same direction with a sledge and this causes the anchor tobite the rail heavily. It is here explained that the anchor is designed such that the vertical distance between the point 17 and an-imaginary straight line connecting the gripping points of the jaws 9 and 15 is less than the average thickness of the rail base at the final points of gripping of the jaws. \Vhenthe initially applied anchor is driven endwise on the rail base, there is a bursting pressure exerted by the rail base on the anchor at the points 17, i5 and 9; such resulting-from the fact that the vertical distance between the point 1.? and the imaginary line aforesaid connecting the points 15 and 9 is gradually. being increased. The harder the anchor is driven to the left, the harder the points 15, 9 and 17 engage with the rail base.

The action of the device once applied is obviously to prevent any creeping of the rail. in one direction. Inthepresent instance, the direction of creeping is considered as away from' the-observer Figure l, with the result that any tendency for the rail to move in that direction is counteracted by the extension 11 in contact with the tie.

I might also pointout that the pushing back pressure of the tie against the extenaw 1a is then quite close to the rail web.

1. A. one-piece anchor j'iresenting a vertically disposed body plate havingthe lower end thereof terminating in an offset pres sure plate, a jaw formed at the upper edge of the body plat an inclining shank e:-: tending laterally from the body plate and a jaw formed at the free end of the shank, the latter jaw being contained in the same vertical plane as the body plate.

2. it one-piece rail anchor. presenting a vertically disposed body. plate having the lower end thereof terminating in an offset pressure plate, a vertically extending, angularly deflect-ed jaw formed at the upper edge of the body plate, an inclining-shank extending,laterally from the body plate and a jaw formed at the free end of the shank, the latter jaw being contained in the same vertical plane as the body plate.

A. rail anchor comprising a vertically disposed'plate having an intermediate fulcrum point for engagement with the underside of the rail base and terminal gripping jaws engageable with the upper faces of the rail be deflected in respect to the rail and in the direction of predominating tranic and said plate having further a downwardly ex-- tending laterally offset tie engaging extension, the oliset being also in the direction of predominating traffic.

4. A rail anchor comprising a. vertically disposed body plate situated underneath one side of the rail and presenting a fulcrum point contacting with the underside of therail base and provided with an up standing gripping jaw engaging the edge of thera-il base and extending angularly in respect to the rail and provided further with a downwardly extending laterally offset tie engaging extension, the offset and the jaw,- both being turned in the direction of predominating traffic and being provided further with a downwardly incliningshanl: underlying and clear of the rail base and terminating in a hookedjaw engaging the opposheside of the rail base, the hooked jaw being contained in the same plane as the body plate.

Signed at lVinnipeg, this 21st day of November, 1924.

WILLIAM A. R. ANG TS.

0, one of s id jaws being angularly.

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