US783149A - Railway-rail stay. - Google Patents

Description

No. 783,149. PATENTED FEB. 21,1905.

H. H. SPONENBURG.

RAILWAY RAIL STAY.

APPLICATION FILED NOV. 12, 1904.

2 SHEETS-SHEET l.

No. 783.149. PATENTED FEB. 21, 1905.

H. H. SPONENBURG.

RAILWAY RAIL ST APPLICATION FILED NOV. 12, 0

2 SHEETS-SHEET 2.

UNITED STATES Patented February 21, 1905.

PATENT Trice.

HIRAM H. SPONENBURG, OF VVADSVVORTH, ILLINOIS, ASSIGNOR OF ONE- HALF TO EDWARD LAAS, OF OTTUMWA, IOWA.

RAILWAY-RAIL STAY.

SPECIFICATION forming part of Letters Patent No. 783,149, dated February 21, 1905.

Application filed November 12, 1904. Serial No. 232,396.

To (all whom, it nuty concern-.-

Be it known that I, HIRAM H. SPONENBURG, of Wadsworth, in the county of Lalge, in the State of Illinois, have invented new and useful Improvements in Railway-Rail Stays, of which the following, taken in connection with the accompanying drawings, is a full, clear, and exact description.

This invention relates to devices designed to prevent longitudinal creeping of the rails of railway-tracks; and it consists in novel features of the construction of the rail-stay, which is strong, durable, and efiicient in its operation and is reversible endwise, and thus adapted to be applied to either side of the track and always present its tightening devices at the outside of the track, if so desired, and at the same time abut the proper side of the cross-tie to resist the longitudinal creeping of the rail, all as hereinafter described, and set forth in the claims.

In the accompanying drawings, Figures 1 and 2 are transverse sections of the two rails at opposite sides of the track with my improved rail-stay applied to said rails. Fig. 3 is a side view of the same. Fig. 4 is an isometric top view of the bar which carries the rail-grippingjaws. Fig. 5 is an isometricinverted view of the adjustable jaw. Figs. 6 and 7 illustrate modifications of myinvention, and Fig. 8 is an inverted plan View of the railstay.

Similar letters of reference indicate corresponding parts. i

R denotes the track-rail, and A the crosstie supporting said rail.

My improved rail-stay consists of the bar a, which extends across the under side of the rail R, adjacent to the side of the cross-tie, and is provided on one end with a jaw b, which is preferably formed integral with the bar a and grips the flange C of the rail. The 0pposite end of the bar a is formed with an elongated horizontal seat 2?, upon which is adjustably mounted the jaw e, which grips the adjacent flange of the rail. To allow the said jaw to be adjusted to varying widths of the base of the rail, I provide the seat 6 with a longitudinal slot f for receiving through it the bolt g, which passes through an aperture 72, in the heel of the jaw e, as indicated by dotted lines, and is provided on its lower end with a head 2', which engages the under side of the seat t, while a nut 1', applied to the upper protruding end of the bolt, bears on the top of the heel of the jaw and clamps the jaw in its adjusted position.

The slot f allows the jaw to be shifted lengthwise of the bar a, so as to accommodate said jaw to the width of the base of the rail while engaged by the jaw b. The railstay is thus adjustable to varying widths of rail-bases.

To securely retain the jaw c in its adjusted position, I provide the seat 6 and bottom of the jaw c with corresponding serrations of suitable form, preferably of the form of transverse ribs on one of said parts engaging coinciding transverse grooves in the other of said parts.

To relieve the bolt g from shearing strain incident to the strain exerted on the jaw e by the tendency of the longitudinal creeping of the rail, I form the seatt with a longitudinal groove cl and form the under side of the heel of the jaw c with a tongue Z, which engages the groove 03. It is obvious that the said tongueand-groove joint may be reversed without changing the effect thereof, and I therefore do not limit myself in that respect.

a n represent vertical flanges depending from the bar a and formed integral therewith. Said flanges abut against the side of the crosstie in opposition to the longitudinal creeping tendency of the rail R.

In order to allow the rail-stay to be applied to either rail of a track and at the same time present the clamping-bolt g and itsnut ,y' at the outside of the track, as shown in Figs. 1 and 2 of the drawings, I provide the bar a with flanges n n on opposite sides of the bar and preferably two of such flanges on each end of the bar, as illustrated in Figs. 6,7, and 8 of the drawings. This last-described construction aflords more extensive bearings on the side of the cross-tie and equalizes the strain from end to end of the bar a.

What I claim as my invention is 1. In a railway-rail stay, the combination of a bar extending across the under side of the rail and abutting against the side of the crosstie and provided on one end with a serrated face and on the opposite end with means for gripping the base of the rail, a rail-gripping jaw mounted adjustably on the serrated face and serrated correspondingly, and means for clamping the adjustable jaw on the bar.

- 2. In a railway-rail stay the combination of I a bar extending across the under side of the said bar, a longitudinal slot in the opposite end of said bar, a rail-gripping jaw mounted adjustably on the slotted end of the bar and provided with an aperture, and a bolt passing through said aperture and slot and provided with a nut for clamping the adjustable jaw o the bar.

4:. A reversible rail-stay consisting of a bar extending across the under side of the rail and provided on opposite sides with bearings for engaging the side of the cross-tie in the reversed positions of the bar, and jaws on said bar disposed to grip the rail.

5. A railway-rail stay consisting of a bar extending across the under side of the rail and formed on one end with arail-gripping jaw, a jaw mounted on the opposite end of said bar adjustable toward the rail, means for clamping the adjustable jaw on the bar, and abutments on opposite sidesof thebar engaging the side of the cross-tie in the reversed positions ofthe bar as set forth.

6. A railway-rail stay consisting of a bar extending across the under side of the rail and abutting against the side of the cross-tie and provided on one end with a rail-gripping jaw, a jaw mounted on the opposite end of the bar, adjustable in its position for gripping the rail, means for clamping said adjustable jaw on the bar, and a tongue-and-groove joint between the adjustable jaw and bar disposed lengthwise of the bar to sustain said jaw in opposition to the longitudinal strain of the rail.

' 7. In a railway-rail stay the combination of a bar extending across the under side of the rail and formed on one end with a rail-gripping jaw and on the top of the opposite end with a transversely ribbed face, a longitudinal groove in said face and a vertical slot through said end portion of thebar, a jaw mounted adjustably on said ribbed face and provided with grooves coinciding with the ribs, an aperture extending vertically through the said jaw, and a tongue engaging the longitudinal groove, a bolt passing through said aperture and slot and provided with a clamp-nut and flanges on the bar abutting the side of the cross-tie as set forth and shown.

HIRAM H. SPONENBURG.

Witnesses:

H. K. KIMPTON, J. GARRUTHERS.

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