US3476317A - Rail fasteners - Google Patents

Description

Nov. 4, 1969 RAIL FASTENERS 4 Sheets-Sheet l File-d lst.

Nov. 4, 1969 H.GAssN ER vRMLL FASTENERS 4 Sheets-Sheet 2 Filed OCT.. 30, 1967 vo., m Ww ma.

H. GASSN ER Nov. 4, 1969 RAIL FASTENERS 4 Sheets-Sheet E CCT.. 33. 1967 .mw .www

H. GASSNER Nov..` .4, 1969 RAIL FASTENERS 4 Sheets-Sheet Filed Oct. 30, 196'.'

United States Patent O 3,476,317 RAIL FASTENERS Harold Gassner, 502 Martin Bldg., Pittsburgh, Pa. 15212 Filed Oct. 30, 1967, Ser. No. 679,106 Int. Cl. E01b 3/48, 9/32 U.S. Cl. 23S-290 12 Claims ABSTRACT F THE DISCLOSURE A bipartite rail fastener is disclosed, wherein each of the fastener components is provided with a rail engaging tab or lug. When the components are properly positioned, the tabs are apposed so that the tabs are moved toward one another to clamp properly the rail therebetween when the fastener components are displaced along their longitudinal dimensions. Various forms of retaining plates or members are provided for common securance or integral fabrication thereof with the fastener components, as desired, to prevent displacement of the fastener components and their tabs while in use. The fasteners provide resilient rail mounting, rail isolation, and sound and other energy absorption. The rail fasteners are provided with means for both laterally and vertically adjusting the rails secured thereby to correct gauge irregularities and to provide undistorted rail surfaces. Quiet vehicle operation can thus be attained despite the engagement of steel wheels with steel rails.

The present invention relates to improved rail fasteners and more particularly to rail fasteners which can be employed on grade, underground and aerial road beds.

In the construction of modern railroad beds, particularly for high-speed railway vehicles, it is essential that the fasteners for the rails exhibit superior sound, vibration, electrical, and securance characteristics. It is also essential that the fasteners be of relatively simple construction and fabricated for installation by a minimum of labor and with simple hand tools. Desirably, the rail fasteners are readily adaptable for mounting on any type of road bed or rail ties without substantial modication. In particular, there is an increasing demand for rail fasteners of the character described which can be readily installed upon concrete road beds or on other road beds employing concrete ties. Railways road beds of this character are increasingly utilized in connection with subway or aerial transit systems.

With the increasing electrification of rail transit systems and the use of computerized railway Vehicles, it is essential that the rails and/or rail fasteners be properly and electrically isolated from the concrete ties or road bed or other structures which may be at ground potential. It is also essential that the rail fasteners or their engagement with either the rails or the ties or both be sufficiently resilient to permit maximum absorption of sound and vibration, while maintaining the required securance characteristic. To provide the necessarily smooth road bed, in the case of high-speed railway vehicles and the use of welded or continuous rails, the rail fasteners must be capable of both vertical and horizontal adjustment to permit lateral and vertical alignment of the rails relative to one another and to the road bed. By attaining a uniform railway gauge and proper rail alignment a moving railway vehicle is subjected to a minimum of vibration and sway. In addition to these specialized functions the railway fasteners must of course anchor the rails against unwanted longitudinal and lateral movements.

It is well known that undistorted rail surfaces and properly secured and aligned rails can be productive of quiet vehicle operation although the rails are engaged by steel wheels. This can be accomplished through the use of rail 3,476,317 Patented Nov. 4, 1969 fasteners capable of proper alignment and of maximum vibrational absorption. The rail fasteners must also be capable of securing the rail with minimal tolerances, both in the initial installation and in subsequent longitudinal and lateral displacements of the rails when in use.

It is desirable to provide rail fasteners of the character described and of simplified construction which can be installed preferably by one or two workmen and with the use of simple hand tools. In the case of concrete installations, the rail fasteners preferably are arranged for securance to the road bed or to concrete ties by means of anchor bolts per-cast therein.

Among the many rail fasteners which have been used or proposed previously, none has been able to meet all of the aforementioned requirements insofar as I am aware. In particular, none of the prior rail fasteners is capable of affording electrical isolation, sound and energy absorption, horizontal and vertical alignment, and longitudinal and lateral securance with a minimum of tolerances. There are many prior fasteners that perform some of these essential functions and therefore are unquestionably useful for securing rails to conventional or grade type roadbeds. However, such fasteners are unsuitable for concrete bearing surfaces and particularly aerial or elevated road beds where the concrete is both pre-stressed and post-tensioned. Under these conditions the rails must necessarily be secured to the road bed with minimum tolerances and be capable 0f vertical and horizontal adjustment for alignment purposes through their fasteners.

As an example, prior rail fasteners which provide either electrical isolation or resilient mounting are typified by the patents to Gorrell 1,104,660, Protzeller 2,656,116, Austin et al. 2,162,599", Moses 3,295,760, Funston 1,972,- 825, Reddick 2,337,497 and Roberts 1,602,458. These fasteners do not provide vertical or horizontal adjustability, minimal tolerances in rail location, and minimal longitudinal and lateral rail movements when in use. Moreover, considerable labor or specialized tools are required to install such fasteners. The fasteners are complicated in construction and therefore are diicult to manufacture.

Many known rail fasteners have the additional disadvantage of passing anchor bolts or the like through resilient pads or other insulating members used with the fastener. In addition, certain of these last-mentioned fasteners and other fasteners extend the anchor bolts through spring members orv tabs or other means for engaging the rail. Either of these arrangements serve to weaken those functions of the fastener components thus effected.

I overcome these disadvantages of the prior art by providing a two-part rail fastener which in its several modifications is capable of positive but resilient engagement with the rail flange. My fastener is simple in construction and easily adjusted. For electrical isolation, a resilient pad or cushion member can be inserted Ibetween the `:rail and fastener at the aforementioned positive or resilient engagement. For more positive electrical isolation; similar resilient material can be located between the bottom of the rail fastener and the tie or road bed to which the rails are secured. The cushion members provid; sound and energy absorption in addition to electrically isolating the rails from lboth the fasteners and from the road bed. The anchor bolts or other means cast in the road bed or ties, when made from concrete, also can be isolated from the fasteners where desired.

The clamping components of my novel rail fasteners can lbe adjustably moved toward one another to predetermined positions to apply increasing and predetermined securance forces to the rails. To adjust the elevation thereof relative to the road bed, shim plates can be inserted beneath the fasteners. Additionally, the fastener components can be adjusted as a unit laterally of the road bed for lateral adjustment of the rails or for compensating gauge irregularities therein.

When the fastener components have thus been moved toward one another to the desired extent, various means are provided in accordance with my invention for securing the components against withdrawing movements and for anchoring the fasteners components to the road bed after the aforementioned adjustments have been made. In still another arrangement of my novel railway fastener, the aforementioned securing means are arranged to back up or reinforce the rail-engaging portions of the fastener to further minimize the securance tolerances of the fastener without unduly diminishing the resilient sound and vibration absorption thereof. In particular, such reinforcing means desirably engage the bend areas of rail engaging tabs when the latter are used in certain forms of my invention.

When my novel rail fasteners are thus assembled there is no necessity of passing anchor bolts or the like through resilient pads or other insulating member associated with the fasteners or through the rail engaging portions of the fasteners.

I accomplish these desirable results by providing a rail fastener comprising a pair of complementary fastening members, each of said members having a rail engaging securance lug, the lugs of said members being apposed at a juxtaposed position of said members and said rail one to another so as to secure said rail therebetween, said members .being displaceable relative to one another so that said lugs can be moved toward and away from one another to engage and disengage said rail therebetween, and means secura'ble to each of said members for preventing such displacement when said rail is securingly engaged by said lug.

I also desirably provide a similar fastener wherein said displacement preventing means include at least one retainer plate engaging said members and extending across the adjacent end portions thereof, and cooperative securing means provided on said members and said retainer plate to prevent said displacement when said retainer plate is engaged with said members.

I also desirably provide a similar fastener wherein said retainer plate is provided with an edge portion disposed for bearing contact with the adjacent one of said lugs to reinforce the engagement thereof with said rail.

I also desirably provide a similar fastener wherein each of said lugs is provided with relatively wide sweeping heel section and a terminal rail engaging portion for resilient securance of said rail.

I also desirably provide a similar fastener wherein a pre-shaped pad of elastomeric material is inserted between a pre-shaped pad of elastomeric material is inserted between said rail and the adjacent surfaces of said members including said lugs.

During the foregoing discussion, various objects, features and advantages of the invention has been set forth. These and other objects, features and advantages of the invention together with structural details thereof will be elaborated upon during the forthcoming description of certain presently preferred embodiments of the invention and presently preferred methods of practicing the same.

In the accompanying drawings I have shown certain presently preferred embodiments of the invention and have illustrated certain presently preferred methods of practicing the same.

FIGURE 1 is a top plan view of one arrangement of my novel rail fastener and illustrating a broken Way segment of rail secured thereby;

FIGURE 2 is a longitudinally sectioned view of the rail fastener shown in FIGURE l and showing a crosssectional view of the rail secured thereby;

FIGURE 2A is a similar but partial view showing the use of an insulated retainer plate;

FIGURE 3 is a partially exploded, isometric view of still another arrangement of my novel rail fastener;

FIGURE 4 is a partial, longitudinally sectioned view of the fastener as shown in FIGURE 3 and taken along reference line IV-IV thereof;

FIGURE 5 is a partial, longitudinally sectioned view of still another form of my rail fastener and illustrating the use of a combined retaining and reinforcing plate;

FIGURE 6 is a similar view showing another form of the retaining and reinforcing plate;

FIGURE 7 is an isometric view, partially exploded, of still another form of my rail fastener having modified withdrawal preventing means;

FIGURE 8 is a partial, longitudinally sectioned view similar to that of FIGURE 2 but illustrating a modified rail engaging portion of the fastener for the purpose of increasing the resilient engagement thereof;

FIGURE 9 is a similar view showing alternative rail engaging means without the use of an intervening resilient pad or member;

FIGURE l0 is a similar view showing still another arrangement of my rail fastener with protection means for the intervening resilient pad or similar member;

FIGURE 11 is a reduced, top plan view of one form of resilient pad which can be employed between certain forms of my rail fastener and the adjacent surfaces of the rail;

FIGURE l2 is a top plan view of one arrangement of hand tool or tongs useful in installing the rail fasteners of my invention; l

FIGURE 13 is a cross sectional View of the tool shown in FIGURE 12 and taken along reference line XIII-XIII thereof;

FIGURE 14 is an isometric view of still another form of my rail fastener;

FIGURE 15 is an isometric view of still another form of my novel rail fastener;

FIGURE 15A is a cross sectional View of the fastener shown in FIGURE 15 and taken along reference line XVA-XVA thereof;

FIGURE 16 is a partial top plan View illustrating another form of my lateral restraining means useful in the fastener of FIGURES 15 and 15A and in other forms of my novel rail fastener;

FIGURE 16A is a cross sectional view of the fastener of FIGURE 16;

FIGURE 17 is a partial longitudinally sectional view of still another form of my novel rail fastener;

FIGURE 18 is a partial top plan view of the fastener shown in FIGURE 17; and

FIGURE 19 is a top plan view of still another form of my rail fastener.

Referring now more particularly to FIGURES 1 and 2 of the drawings, the exemplary form of my invention shown therein comprises a fastener denoted generally by reference character 20. The fastener 20 includes in this example a pair of substantially identical fastener components or members 22 and '24. Each of these components is provided with a rail flange engaging tab or lug 26 as better shown in FIGURE 2. Each end of each component 22 or 24 can be provided with one or more holes 28 or 30 whereby the components 22, 24 can be secured to suitable anchor bolts 33 (FIGURE 2) or spiked to wooden ties as desired. The holes 28 or 30 can be elongated in the longitudinal direction of the fastener components 22, 24 as explained below, to permit lateral adjustment of the rail 32 secured thereby.

A resilient pad 34 such as that described below in connection with FIGURE 11 is desirably inserted between the rail 32 and the fastener components 22, 24 to provide electrical isolation and absorption of sound and other vibrational energies. Pad 36 of similar material can be placed, if desired, for similar purposes between the fastener 20 and the tie or road bed denoted generally by reference character 38. Additional energy absorption is afforded by the tabs 26, whose resiliency can be modified as explained in connection with FIGURES 5, 6, 8 and 9.

When installing the rail 32 on its fasteners, such as the fastener 20l (FIGURE 1), the fastener components 22, 24 are first inserted from either side of the rail 32 as denoted by directional arrows 46 in order to position their tabs or lugs 26 closely adjacent the flange 42 of the rail. With the component tabs 26 thus preliminarily engaged with lthe pad 34 and the rail flange 42 a suitable hand tool such as that described in connection with FIG- URES 12 and 13, or a comparatively simple power tool, can be manipulated while engaged with the heel or bent portions 44 of the tabs 26 to forcefully move the cornponents 22, 24 closer together in the direction of arrows 46 to pre-load the resilient pad 34 and the rail ange 42 to attain the desired securance force. While t-he tabs 26 thus are urged together the rail fastener 20 is then secured to the road bed or tie 38 by suitable anchor bolts or spikes passed through the holes 28 and 30. The elevation of the rail 32 relative to the road bed can be adjusted through the use of apertured shim plates (not shown) which can be mounted on the anchor bolts 33.

In order to utilize the bipartite fastener 20l of FIG- URES l, 2 or 2A against separation of the components 22, 24, transverse retainer plates 48, having corresponding mounting apertures 50 are placed over the securance ends 52 and 54 of each fastener component 22 or 24. The plates 48 then are secured in the position shown by the aforementioned anchor bolts or spikes.

As better shown in FIGURE 2A the fastener 20 can be electrically isolated from the tie or road bed 38 through the use of unitizing or retaining plates 56 fabricated from an electrically insulating structural material, such as neoprene or polyurethane elastomer of suitable durometer and provided with integral bushings 58 insertable into the apertures such as apertures 28 of the fastener components 22, 24. In the arrangement of FIGURE 2A the insulating retainer plates 56 are provided with correspondingly smaller apertures 60 extending therethrough and through the integral bushings 58. The bushings v58 and apertures 60 serve to position the anchor bolts such as the anchor bolt 62 centrally of the fastener component apertures 28 to isolate electrically the anchor bolts therefrom. As indicated previously both the anchor bolts 33 passing through the apertures 28 and the retainer plates 48 or 56 prevent withdrawing movements (denoted by arrows 46 in FIGURE 1) of the fastener components 22, 24 and thereby preserve the forces exerted by the component tabs.

In FIGURES 3 and 4 of the drawings another arrangement of my novel fastener 20 is shown therein which presents a minimum requirement of two anchor bolts, i.e., one anchor bolt for each of the fastener components 22', 24. In this connection each of the fastener components is provided with a single longitudinally elongated slot 64. A retainer plate 66 preferably extends across each pair of adjacent end portions of the fastener components 22', 24', and each retainer plate is furnished with a similarly elongated slot 68 which aligns with the associated slot 64 of the fastener when the retainer plate is seated as denoted by the plate 66a. Each plate is further provided with projections such as the bent end portions 70 and 72 which are closely fitted into notches 74, 76. The projections and notches thus are elongated in the direction of withdrawing or displacing movement of the fastener. Preferably the tolerances of the fit between the end portions 70, 72 and the notches 74, 76- are sufficient by close components, that any tendency of the fastener components 22', 24' to withdraw in the direction of arrows 40 is positively prevented by the inability of the relatively wide retainer plate 66 to cant or to become transversely misaligned.

On the other hand, withdrawal or bending movements of the component tabs 26' can be more positive prevented by locating the notches 74, 76 so that the inward edge 78 of each retainer plate 66 abuts the heel portion 44' of the adjacent tab 26'. As better shown in FIGURE 5 the inward edge 78 of a modified retainer plate 66 can be provided with a reinforcing lip 80 at least along the width of the adjacent tab 26 to stitfen further the resilient tab 26' by limiting iiexure in the heel portion 44' thereof. As better shown in FIGURE 6 of the drawings, a complementary tab 82 or 82a secured to a modified retainer plate 66" can be extended at least over a portion of the adjacent tab 26 to further stiffen its resilient engagement with the rail flange 42.

In FIGURE 7 of the drawings another form 20" of my rail fastener is illustrated with still another form of withdrawal preventing means. In this arrangement of the invention the apposing edges of the fastener components 22', 24 are provided with mutually engageable complementary projections such as the serrations 84. When the tabs 26 have been driven together to a desired am'ount as described above and the serrations 84 are enmeshed so to speak, means are provided for laterally restraining the fasteners components to prevent separation of the engaged serrations 84 so that the fastener components 22', 24' cannot be withdrawn in the direction of arrows 40 as long as the fastener components are thus restrained.

One arrangement for so laterally restraining the fastener components 22', 24 includes a pair of retaining brackets 86 having bent ends or other suitable projections 88 for closely engaging the outward lateral edges 90 of the fastener components 22', 24 in the engaged position of their serrations 84 or other suitable complementary projections. Each of the brackets 86 is provided with one or more apertures 92 which are alignable with a similar number of elongated anchor slots 94 in the adjacent end portions of the fastener components. The elongated slots 94 permit limited longitudinal adjusting movement of the fastener components 22', 24 as a unit after the brackets 86 are installed but before the anchor bolts 96 are tightcned. As the bracket ends 88 are not fitted in slots or openings, the brackets can remain stationary at the anchor bolts, during such movement to adjust laterally the position of rail 32. With this arrangement the component tabs 26 can be similarly adjusted to a number of securance positions relative to the rail as determined by the fineness or coarseness of the serrations 84 and the length of the component slots 94. This is made possible by the fact that the end portions 88 of the brackets 86 are not keyed to particular locations at the outward edges of the fastener components 22', 24.

When the fastener components 22', 24' are thus keyed or clamped together, such as described above with reference to FIGURES 3 and 7 or below with reference to FIGURES 14 and 15, the fastener components can be moved as a unit to position the fastener adjustably relative to the anchor bolts mounted in the road bed, to the extent permitted by the length of the anchor bolt slots.

In FIGURE 8 of the drawings a modified form 98 of the rail engaging tab is disclosed. The modified tabs such as the tab 98 can be employed in place of the tabs 26 or 26 in any of the preceding embodiments of the invention. The tab 98 is provided in this example with a wide sweeping heel portion 100 to lend increased resiliency to the rail engaging section 102 of the tab. Owing to the presence of the space 104 between the tab heel portion 100 and the rail 32 the intervening resilient pad when utilized can be provided in the form of discontinuous sections 106, 108, if desired.

If desired, the rail engaging section 102 of the tab 98 can be extended as denoted by chain outline thereof to apply restraining or securing forces directly to the web 112 or under the head 113 of the rail 32 as Well as to the flange 42 thereof. In the latter case the pad section 108, if employed, is similarly extended as denoted by chain outline 114.

FIGURE 9 illustrates modifications 98 and 98" of the resilient tab useful in applications wherein the aforementioned resilient pad 34 or 34' or pad sections 106, 108 are not required for either electrical isolation or added resiliency. The heel portion 100 of the tab 98 in this example terminates in direct bearing contact at its terminns 116 against the rail ange 42. An alternative arrangement denoted by the chain outline 98 utilizes a resilient heel portion 100" of reduced cross sectional area as denoted by reference character 118. The alternative tab 98 provides maximum rail flange contact and minimum spring action, while the former tab modification 98" provides minimum contact and maximum spring action.

In FIGURE of the drawings still another arrangement of my novel rail fastener 120 is illustrated. In the fastener 120 each of the fastener components such as the component 24 is provided with a protective strip member 122 fabricated from a suitable structure material such as relatively thin carbon steel and inserted between its rail engaging tab 26 and the resilient pad 34. The protective strip 122 prevents the adjacent edge 124 of the tab 26' from gouging the resilient pad material when the fastener components, including the component 24 are driven toward one another, To facilitate driving the fastener components toward one another the securance end portion such such as the end portion 52 adjacent each tab 26 is provided at its Outer end with an up-turned lip 126 for driving engagement with a hammer or similar hand tool. Desirably, each end of each fastener component 22', 24' is provided with an up-turned lip 126 or 127, in this example, to facilitate holding the cross pieces 129 in place.

A suitable, resilient pad member 34 useful with the aforedescribed rail fasteners, is shown in plan in FIGURE 11 and is provided with tab underlayment sections 128 which are inserted between the tabs 26 or 26 of the fasteners and the rail flange. The pad 34 can be fabricated from a suitable elastomeric material such as rubber or neoprene. The pad 36 (FIGURE 2) where used, can be similarly fabricated, or alternatively polyethylene or the like material can be employed.

VReferring now to FIGURES 12 and 13 of the drawings, an exemplary hand tool 130l is depicted for moving the railway fastener components 22, 24, or 22', 24 together. The tool 130` is provided with a pair of elongated handles 132 the length of which is determined in accordance with the leverage required at their terminal jaws 134. The handles are pivoted at 135 after the manner of a pliers. In this example, each jaw 134 is provided with a recessed area or off-Set 136 as better shown in FIGURE 13 whereby each jaw engages an associated one of the aforedescribed rail engaging tabs as denoted by chain outline 138 thereof. For a given shape and size of fastener the jaws 134 can be moved only to a minimum opening as denoted by dimensional arrow 140 as determined by abutting engagement of a pair of stop members 142 secured to the handles 132. The minimal dimension 140 denotes the spread of the rail engaging tabs 26, 26 or 98 at the secured position of the rail fastener relative to the rail 32. It will be understood, of course, that the length and position of the stops 132 will be determined by the particular dimension 140 as dictated by a given rail installation.

It will be understood also that the tool 130 is not necessary for the installation of my novel rail fastener as the latter can be installed by conventional hand tools such as a hammer by hammering either the heel portion 44 or 100 of the aforementioned tabs or the outer ends of the fastener components 22, 24 or 22', 24 after the rail 32 has been placed in bearing contact therewith. In this connection any of the aforedescribed fasteners can be provided with the up-turned hammering lip 126 of FIGURE 10.

Referring now to FIGURE 14 of the drawings, another form 150= of my novel rail fastener is shown therein. The rail fastener 150= also is of bipartite construction and is formed from substantially identical fastener components 152 and 154 of generally F-shaped conguration. Thus, each of the components 152, 154 includes an integral back-up end bracket 156 and an integral intermediate 8 rail tab bracket 158. A rail engaging tab l is formed integrally with the bracket 158 of the associated fastener component 152 or 154. Each of the brackets 158 is provided with an inclined edge portion 162, which is inclined away from the tafb 160` to reinforce the latter.

The brackets 156, 158 of each fastener component 152 0r 154 define a complementary notch 164 into which the tab bracket 158 of the other fastener component is seated after the fastener components 152, 154 have been advanced longitudinally as denoted by arrows 166 and then laterally as denoted by varrows 168 to enmesh the tab brackets 158 and notches 164 in the rail-securing position of the fastener 150. At the latter position as shown in FIGURE 14, the outer end portion of each component end bracket 156 overlies the projecting leg portion 170 of the other fastener component 152 or 154. Each of the end brackets is provided with an upward bend 172 for this purpose.

Each of the end brackets 156 is provided with a pair of anchor slots 174, 176 with the outer slot 176 overlying an alignable slot 178 in the juxtaposed leg portion at the clamped position of the rail fastener 150v as shown in FIGURE 14. Desirably, the slots 174, 176, 178 are elongated longitudinally of the fastener 150 or transversely of the rail (not shown) secured between the tabs 160 to permit lateral adjustment of the raii.

In the arrangement as shown, an inside edge 180 of each of the end brackets 156 engages heel portion 182 of the adjacent rail tab 160. This engagement prevents withdrawal or separation of the tabs 160 when the fastener components 152, 154 are anchored and enmeshed, and also backs up or strengthens the securance characteristic of the tabs 160. The rail fastener 150 of FIGURE 14 has the additional advantage of directly opposing the tabs 160 in the transverse direction of the rail to eliminate application of torque or twisting forces to the rail fastener 150. The pair of directly opposed tabs 160` in addition are located centrally of the bipartite fastener 150 so that symmetrical forces are applied to the anchor bolts (not shown) extending through the apertures 174, 176, 178.

Alternatively, the bipartite fastener 150 can be arranged for use with a single pair of anchor bolts (not shown) by provision of only the slots 174 or the slots 176, 178. Desirably, the longitudinally aligned slots 174 relative to the securance tabs 160` are thus used for maximum transverse holding characteristic relative to the rail (not shown in FIGURE 14). If desired, chain-outlined apertures 186, 188 formed respectively in the end portions of the end brackets 156 and in the leg portion 170 of the fastener components 152, 154 can be provided for a mounting bolt or a pin for the purpose of securance in these areas to positively prevent lateral displacement of the fastener components 152, 154. In most applications, however, the use of the aforementioned single pair of anchor bolts and the abutment between the rail tab heel portions 182 against the inner edges 180 of the end brackets 156 are sufficient to prevent canting and lateral displacement of the fastener components 152, 154 or separation of their tabs 160i, when the fastener 150 is properly anchored. In this connection, it should be pointed out that any tendency to vertical separation of the tabs 160 and the end brackets 156 are prevented by the aforementioned anchor bolts and the overlapping end portions of the end brackets 156 and leg portions 170 of the fastener components 152, 154.

Another symmetrical arrangement of the rail engaging tabs 160 is illustrated in FIGURES 15 and 15A of the drawings. In this arrangement the fastener components 152', 154 are provided with additional complementary projections 190l to provide added engaging edge surfaces 192 as additional means for preventing withdrawing movements of the tabs 160. In this example, the engaging edges 192 are inclined relative to the long axis of the components 152', 154 to provide camming surfaces which aid the installation of the fastener 194. When the components 152', 154 are placed side by side beneath the rail at positions close to their rail-secured postions, the components can be moved or driven laterally toward one another such that the camming action of the inclined surfaces 192 causes the tabs 160" to be moved toward one another into the proper rail-securing position.

At the latter position the fastener components are retained against disengagement of their complementary projections 190v by a pair of cross pieces or brackets 196. These brackets are fitted into outward edge projections 198 in the manner described above in connection with FIGURES 3 and 4 of the drawings. By thus retaining the inclined edges 192 of the projections 190 in complete engagement, withdrawal of the rail engaging tabs 160' is prevented.

Displacement of the tabs by bending can be prevented by engagement of the inward edges 200v of the cross pieces 196 with the bend portions of the tabs 160. This engagement reinforces the bend portions of the tabs 160" and thus increases the strength of the rail-securing tabs.

In this example each of the cross pieces 196 is provided with a single anchor bolt aperture 202 which is elongated as shown in FIGURE to provide longitudinal movement of the assembled fastener 194 for lateral adjustment of the rail secured thereby. If required the end portions of the cross pieces 196 can be pinned or otherwise secured (not shown) to one or both of the adjacent, projecting end portions 204 of the fastener components 152', 154.

Also if desired, each of the vcross pieces 196 can be provided with a convex or bowed configuration as better shown in FIGURE 15A in order to pre-load fastener 194 and its anchor bolts (not shown). The bowed cross pieces 196 in that case exert a springing action upon the anchor bolts in the manner of a lock washer to prevent turning and loosening thereof.

In FIGURES 16 and 16A of the drawings means are provided for driving the fastener components 152", 154", more securely together in certain applications. Such means in this example are provided by modied fastener components 152", 154" wherein the outer lateral edge slots 197 are tapered inwardly toward the adjacent ends of the associated fastener component. In a preferred form of manufacture, -as better shown in FIGURE 16A, the notches 197 are provided by shearing and bending upwardly'the adjacent lateral edges of the fastener components to provide upwardly extending lip portion 199 which are engaged by the downwardly extending edges 201 of the transverse restraining brackets 196.

When assembling the fastener 194 after the fastener components 152, 154l are positioned as described previously, the transverse brackets 106 are laid upon the fastener 194 substantially as denoted by the solid outline of the brackets 196 in FIGURE 16. Then each bracket 196 is driven toward the rail engaging tab 160" as denoted by arrow 203 and the chain outline position 205 of the bracket. The cammingengagement of the depending ends 201 of each bracket 196 with the upwardly extending angularly disposed lips 197 forcefully urge the fastener components 152", 154" toward one another. It will be-understood, of course, that the camming components just described can be applied to appropriate ones of the other forms of rail fasteners described herein.

In FIGURE 17 of the drawings the fastener 206 is provided with a modified rail engaging components. Thus, the rail engaging tabs of the preceding figures are each replaced by a pair of upstanding arms 208, 210 and a generally U-shaped lug 212. At the assembled position of the fastener 206, the inward arms 210' are spaced suiciently to receive the rail ange 42 and a compressed mat 214 of neoprene or other elastomeric material.

Each pair of arms 208, 210 are angled toward one another to retain a compressed resilient or elastomeric member 216 and the bight 218 of the retaining lug 212. In

furtherance of this purpose, the bight 218 is trapezoidal in cross section (or some other keying configuration) so that the resilient member 216 and the bight 218 can be snapped-in between the inclined Aarrns 208, 210. The legs 220 of the lug 212 can be notched as Shown in FIGURE 17 to provide a complementarily shaped shoes 222 for engaging the adjacent surfaces of the rail flange 42. If desired, the central portion 0r the bight 218 can be twisted or displaced counterclockwise as denoted by chain outline 224 thereof so that the resulting unequal displacements of the resilient member 216 preloads the engagement of the shoes 222 against the rail flange 42.

As better shown in FIGURE 18 the U-shaped lug 212 is formed from a shaft 226 of keying cross section which is otherwise fitted between arms 208, 210 and partially wrapped with resilient member 216. A pair of rail flange engaging arms 228 are keyed or otherwise secured to the projecting ends of the shaft 226. One projecting end 230 of the shaft 226 can be engaged by a suitable wrench or other tool for turning the shaft 226 in the counterclock- Wise direction prior to securing the arm 228 thereto in order to preload the arm 228 against the rail flange 42.

It will be understood of course that each pair of lug retaining arms 208, 210 can be mounted on one associated pair of the previously described fastener components and held together by the lateral restraining and keying means of FIGURES 15 and 16 for example. Alternatively, the pairs of arms 208, 210 can be mounted on a single base plate as designated by reference numeral 232 in FIGURE 17.

In FIGURE 19 a modified form of the latter described rail fastener is shown. Fastener 234 including components 236, 238 is provided with relatively deep end notches 240. Each fastener component 236 or 238 is provided with a pair of lugs 242 and 244 respectively adjacent the lateral edges of the notches 240. The juxtaposed pairs of lugs 242 or 244 together engage the end portions of a keying shaft 226' similar to that shown in FIG- URES 17 and 18. However, a single rail engaging member 246 is mounted centrally of each shaft 226. The rail fastener 234 of FIGURE 19 otherwise functions in the manner described in connection with FIGURES 17 and 18. It will be understood of course that instead of the composite plate member formed by the fastener components 236, 238, a continuous or single piece plate member (not shown) can be substituted.

From the foregoing it will be apparent that novel and efficient forms of rail fasteners have been disclosed herein. These fasteners are capable of electrical isolation, sound and other energy absorption, rail positioning within relatively close toleranes, and suitable adjustment to provide relatively unvarying or undistored rail surfaces for quiet engagement by a railway vehicle. While I have shown and described certain presently preferred embodiments of the invention and have illustrated presently preferred methods of practicing the same, it is to be distinctly understood that the invention is not limited thereto, but may be otherwise variously embodied and practiced within the spirit land scope of the invention.

I claim:

1. A rail fastener comprising a pair of elongated complementary fastening members, each of said members having a rail engaging securance lug, the lugs of said members being apposed at a juxtaposition of said members and said rail one to another so as to secure said rail therebetween with said members protruding transversely on each side of said rail, said members being displaceable relative to one another so that said lugs can be moved toward and away from one another to engage and disengage said rail therebetween, means securable to each end of each of said members for preventing such displacement from said juxtaposition whereby said rail is securingly engaged by said lugs, and means secured to said last-mentioned means and disposed to engage outer surfaces of said lugs for reinforcing said lugs.

2. The combination according to claim 1 wherein each of said lugs is provided with a relatively wide-sweeping heel section and a terminal rail engaging portion for resilient securance of said rail.

3. The combination according to claim 1 wherein said displacement preventing means include a pair of retainer plates flushly engaging said members and extending across the adjacent end portions thereof respectively, and cooperatively securing means are provided on said members and said retainer plates to prevent said displacement when said retainer plates are engaged with said members.

4. The combination according to claim 3 wherein said securing means include complementary engageable projections formed respectively on the juxtaposed edges of said members, and said retainer plates are provided with projections for closely engaging the outward edges of said members to maintain said projections in engaged relationship when said members have been displaced to engage securingly their lugs with said rail.

S. The combination according to claim 3 wherein said retainer plates are provided with a pair of spaced projections which are elongated in the path of said displaced movement, said projections being insertable into closely fitting openings therefor in said members respectively to prevent said displacement.

6. The combination according to claim 3 wherein said reinforcing means include an edge portion of each of said retainer plates disposed for bearing contact with the adjacent one of said lugs to reinforce the engagement thereof with said rail.

7. The combination according to claim 3 wherein said reinforcing means include a reinforcing lug joined to each of said retainer plates and overlying at least a portion of the adjacent one of said rail engaging lugs to reinforce the latter.

8. The combination according to claim 3 wherein there is provided a resilient pad member having a complementary conguration relative to the combined surface areas of said members, said pad being inserted between the adjacent surfaces of said fastener members and of a road bed for said rail, said retaining plate being fabricated at least partially from an electrically insulating structural material so that said fastener is electrically isolated both from said road bed and said anchor means.

9. A rail fastener comprising a pair of complementary fastening members, each of said members having a rail engaging securance lug, the lugs of said members being apposed at a juxtaposed position of said members and said rail one to another so as to secure said rail therebetween, said members being displaceable relative to one another so that said lugs can be moved toward and away from one another to engage and disengage said rail therebetween, and means securable to each of said members for preventing such displacement when said rail is securingly engaged by said lugs, said displacement preventing means including at least one retainer plate engaging said members and extending across the adjacent end portions thereof, and cooperative securing means on said members and said retainer plate to prevent said displacement when said retainer plate is engaged with said members, the adjacent end portions of said members are spaced from one another and said retainer plate is bowed and slotted for springing engagement with anchor means passed between said end portions.

10. A rail fastener comprising a pair of complementary fastening members, each of said members having a rail engaging securance lug, the lugs of said members being apposed at a juxtaposed position of said members and said rail one to another so as to secure said rail therebetween, said members being displaceable relative to one another so that said lugs can be moved toward and away from one another to engage and disengage said rail therebetween, and means securable to each of said members for preventing such displacement when said rail is securingly engaged by said lugs, each of said lugs includes a portion of keying cross section which can be shaped in between suitably positioned arms secured to an associated one of said fastening members.

11. The combination according to claim 10 wherein a pre-loadable resilient member is inserted between said keying cross section and said arms for preloading the engagement of said lugs with said rail.

12. A rail fastener comprising a pair of complementary fastening members, each of said members having a rail engaging securance lug, the lugs of said members being apposed at a juxtaposed position of said members and said rail one to another so as to secure said rail therebetween, said members being displaceable relative to one another so that said lugs can be moved toward and away from one another to engage and disengage said rail therebetween, and means securable to each of said members for preventing such displacement when said rail is securingly engaged by said lugs, said displacement preventing means including at least one retainer plate engaging said members and extending across the adjacent end portions thereof, and cooperative securing means on said members and said retainer plate to prevent said displacement when said retainer plate is engaged with said members, cooperative securing means includes camming surfaces formed on said fastening members and said retainer plate such that movement of said retainer plate longitudinally of said members forcefully urges said members toward one another.

References Cited UNITED STATES PATENTS 1,029,458 6/1912 Powers 23S-290 1,082,826 12/1913 Shane 23S-275 1,136,020 4/1915 Lester 23S-290 1,398,385 11/1921 McConoughey 23S-290 1,758,282 5/l930 Gatch 23S-299 1,767,647 6/ 1930 Beckman 238-290 2,122,599 6/1939 Austin et al. 23S- 283 2,466,283 4/ 1949 Stackhouse 238-275 2,679,980 6/1954 Tilley 238--288 ARTHUR L. LA POINT, Primary Examiner RICHARD A. BERTSCH, Assistant Examiner U.S. Cl. X.R. 23S-283, 349

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No. 3,476 ,317 November 4 1969 Harold Gassner It is certified that error appears in the above identified patent and that said Letters Patent are hereby corrected as shown below:

Column l, line 42, "medication" should read modification line 46, "Railways" should read Railway Column 3, line 65, "same." should read same, wherein: Column 7, line 13, "structure" should read structural line 2l, cancel "such", second occurrence. Column 9, line S3, "106" should read 196 line 66 cancel "a" Column l0 line 5l "toleranes" should read tolerances Column ll, line 9, "operatively" should read operative Signed and sealed this 27th day of October 1970.

(SEAL) Attest:

Edward M. Fletcher, Jr. v WILLIAM E. SCHUYLER,

Attesting Officer Commissioner of Patents

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