US1420974A - Rail-supporting structure - Google Patents

Description

W. P. DAY.

RAIL SUPPORTING STRUCTURE.

I APPLICATION FILED 'JUL Y 30,1921- 2 SHEETS-SHEET l- W. P. DAY.

RAIL SUPPORTING STRUCTURE.

1,420,9 74w PPLICATlON EILED JULY 30,1921- '2 SHEETS-SHEET 2.

WILLIAM ?.-DAY, OF CLEVELAND, OHIO.

nAm-snrron'rms s'rnuc'runn.

Application filed. July 30, 1921.

T 0 all whom it mag concern:

Be it known that I, ILLIAM P. DAY, a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements inRail-Supporting Structures, of which the following is a specification. V

This invention relates to structures for supporting rails, and particularly to that type of structure wherein the rail is supported upon a concrete bed and supported along its entire length.

It is a well known fact that while it is advisable that rails be given a firm support upon a continuous bed, yet the difficulty with such continuous bed is that the rail does not have a suficient elastic or cushioning support and as a consequence chattering is liable to occur. Furthermore, the rail will not stand the stress and the pound ing to which it is subjected as well as it would if a cushion or elastic support is provided for the rail. 7

The general object of my invention is to provide a structure which supports the rail practically along its entire length as distinguished from supporting it at relatively wide intervals, but in which a relatively yieding support is provided for the rail, and more specifically in which this support consists of a block or blocks of wood eX- tending beneath the rail and longitudinally thereof, and in which the rail is further yieldubly supported by a metallic plate disposed between the rails and the supporting blocks, the upper surface of which plate is corrugated or formed with alternate crests and relatively shallowvalleys so that the wave in the rail caused by the passage of wheels thereover may be accommodated.

A further object is to provide a construc-' tion of this character wherein the wood supporting blocks are entirely housed or encased and protected from the weather so that they will remain effective for a. relatively long period and will not need frequent r newals, and further to so form the structure that these wooden blocks may be removed and replaced whenever desired without the necessity of in any way tearing up or disassembling the track structure itself.

Another object in this connection is to provide a rail supporting structure of the character described which may be embedded Specification of Letters Patent. Patgnted June 27, 1922,

Serial No. 488,652.

inconcrete and which will yet yieldingly support the rails, and in which the rail supports are tied together so as to form what is known in the art as a twin tie structure. I

Other objects will appear in the course of the following description.

My invention is illustrated in the accompanying drawings, wherein Figure 5 is a longitudinal sectional view through the plate 20;

Figure 6 is a rear elevation of one of the fastening members 16.

Referring to these drawings, it will be seenthat I have illustrated a skeletonic supporting structure wherein two parallel rail supports are provided connected by transverse tiebars. Each rail supporting structure comprises a longitudinally extending base plate 10 having a width greater than the widthof the base of the rail and in actual practice having a width of some 15" more or less.

Riveted, bolted or otherwise attached to this plate 10 are the two parallel angle irons 11 and 12, 12 being the outermost angle irons, these angle irons being of any desired or practical length and being riveted by rivets 13 or bolted to the plate 10, the outer edges of the angle irons coming flush with the outer edges of the plate 10. The vertical flanges of the angleirons 11 and 12 are perforated at intervals for the passage of transverse bolts 141-. Disposed within the trough formed by the angle irons 11 and 12 and thebottom plate 10 is a wooden block or wooden blocks.

I have illustrated the more or less elastic filler 15 as being formed of two sections, each of these sections being formed of a wooden block, the grain of which runs longitudinally. The space between the confronting faces of the vertical flanges of angle irons 11 and 12 is greater than the width of the base of the rail A, and disposed at in tervals are the rail fasteners 16 which have vertically extending shanks and which are formed with somewhat vertically elongated openings 17 through which the bolts 14 pass. The upper ends of these fasteners have heads 18 which project beyond the shank and are beveled upon their under faces so as to engage over the base of the rail A, as illustrated in Figure 4. The openings 17, as remarked, are somewhat elliptical vertica ly and therefore the major axis of these openings has a length of about i greater than the minor axis of these openings so as to permit these rail engaging members 16 to shift vertically about 4. Preferably tar or anequivalent material ismelted and poured into the space between the wooden blocks 15 and the inner faces of the vertical flanges of the angle irons 11 and 12, this tar seeping between the lower faces of the wooden blocks and the top surface ofplates 10 so that the wooden blocks are thoroughly embedded in the thin layer of tar which will act to protect these blocks from the effects of moisture. The upper faces of the blocks 15 may also be covered with a coating 0f tar and resting upon the upper faces ofthe blocks or upon this coating of tar isa rail supporting plate20 having a width equal to the distance between the vertical flanges of the angle irons .11:and 12 and-being cut out at intervals, as at 21,130 accommodate the fastening'devices 16 which1fit these openings 21 snugly. While I do not wish'to be limited to this, I preferably form the upper surface of this plate 20 with transversely extending corrugations, 15 illustrated in Figure 5, so that the upper surface ofthe plate is formed with alternate raised and depressed portions or alternatepealis and valleys. Preferably, though I do .not wish to be limited to this, the valleys .22 will be about 5, deep andthere will be a distance of about 6 between crests. The object of so forming this plate 20 is to accommodate the wave given to the'rail by the passage of a car wheel thereover.

It will be seen that by tightening upthe nuts on the ends of bolts 14 that the fastening devices will clamp the base of the rail A firmly but that these fasteningdevices will not prevent the depression of the rail under weight or the rise ofithe railnsithe weight is relieved, due to the expansion of the wood. The twin rail supporting structures which I have just described are connected at intervals by means of cross .bars 23 of angle iron or channel iron, .preferably channel iron, with the flanges extending downward so .that'they shall be embedded in the concrete oftheroadway. and will act to pre vent longitudinal movement of the rail structure.

At:thejointsbetween thepl- ates 10, 1 provide relatively short, transversely extending I-beam sections 24, the plates 10 meeting at the central axis of the I-beam 24 but the flanges 11 and 12 meeting to one side of the central axis, as at 25, so that the angle irons 11 and 12 break joints with the joint of the plates 10. One of the plates 10 and its corresponding angle irons 11 and 12 are riveted at the factory to one flange of the I-beam section 24, and when the track structure is assembled the projecting end of the plate 10 of the next adjacent section is inserted between the horizontal flanges of the angle irons 11 and 12 and the projecting flange or head of the I-beam 24 and bolted thereto, as by "the bolt 26.

It will be seen that the sections of the track structure are preferably assembled and riveted at the factory and that then these sections are assembled in the field by connecting them together by the bolts 26. The metallic track supporting structure described is disposed upon a concrete bed 27 and concrete 28 is filled in between the vertical flanges of the outerangle iron 12 and the end of the concrete base 27 and betweenthe confronting vertical flanges of the angle irons 11, as at 29. This concrete 29, as illus trated in Figure 8, has its uppersurface en tended downward to a space midway between the rails so as to form a drainage channel between therails, and embedded in the concrete 18 is a drain pipe 30 and there are drainage openings 31 formed in the concrete 29 which extend to thisln'anch pipe, thus securing a thorough drainage for the track structure, carrying off all water and thereby preventing the deteriorating action of moisture upon the wooden blocks 15.

It is to 'be particularly noted that the wooden blocks 15 are entirely housed from moisture. They areprotected at the bottom by the plate 10 and the layer of tar, they are protected at the sides by the vertical flanges and the angle irons 11 and 12 and by the layers of tar, and they are protected at the top by the plate 20 and by a layer of tar which may .be disposed upon the top faces of the blocks immediately below this plate v20. Thus only minimum moisture can eveiqget to the wooden blocks, and there-- fore these wooden blocks which are creosoted or impregnated with other preserving compositions will last for a relatively long time. Bythe track structure which I have described I secure a resilient or yielding foundation for the track which is built very largely ofstructural steel and in which only aminimum of wood is used but wherein the rail is supported along its entire length instead. of at intervals, as is the case where ties are used. The particular form of the upper surface of the plate 20 is of great moment, as this particular .form per its a wave caused by an advancing wheel totravel longitudinally along the rail. Obviously the luv distance between the crests of the corrugations will depend upon the length of this wave, the crests of the corrugations being disposed at the nodal points of the wave. As a train passes over the rails A, these rails will not only vibrate longitudinally but they will be depressed and thus the plate 20 will be depressed against the wood blocks 15, which will yield to this pressure, and after the train has passed, the elasticity of the wood will cause the plate 20 and the rails to move back to their initial positions.

While I have referred to certain dimensions of the several parts, it is obvious that I do not wish to be limited to these nor to many of the details of construction, as these details might be modified in many ways without departing from the spirit of the in vention as defined in the appended claims.

I claim 1. A rail supporting structure of the character described formed to provide a channel extending longitudinally of and beneath the rail for the entire length of the rail, an elastic filler disposed in said channel, a plate disposed within the channel and upon which the rail rests and extending the entire length of the channel and rail, said plate having alternate crests and valleys upon its upper surface, said corrugations extending at right angles to the length of the rail and the rail being depressible into the valleys under tractive effect, and means for holding the rail against said plate.

2. A rail supporting structure of the character described formed to provide a channel extending longitudinally of and beneath the rail, an elastic filler disposed in said channel, a plate disposed within said channel and directly supporting the rail, and rail engaging means disposed within said channel, said means havingslight vertical movement.

3. A rail supporting structure formed to provide a channel extending longitudinally of the rail and having vertical side walls, a filler of elastic material disposed within said channel and between said side walls, a rail supporting plate resting upon said filler, fastening devices adapted to engage over the base of a rail and extending down into said filler and through the plate, and bolts passing through the side walls of the channel and through said fastening devices, the apertures in said fastening devices for said bolts being vertically elongated.

4. A rail supporting structure of the character described formed to provide a channel extending longitudinally of the rail to be supported and beneath the same, said channel being closed at its bottom and sides, wooden blocks disposed in said channel, a rail supporting plate resting upon the wooden blocks, rail engaging devices extending downward through said wooden blocks and through the plate, and transverse bolts passing through the sidewalls of the channel and through said fastening devices and the wooden blocks, the fastening devices having vertically elongated apertures for the passage of said bolts.

5. A rail supporting structure of the character described comprising abase plate, angle irons attached to the base plate andhaving vertical flanges'defining a channel between said vertical flanges,a filler of elastic material disposed in said channel, a plate resting upon said filler, bolts extending through the vertical flanges of the angle irons at intervals, and rail engaging fastening devices through which said bolts pass extending so through said plate and having slight vertical movement with relation to the bolts.

6. A rail supporting structure comprising a base plate extending longitudinally of the rail to be supported, angle irons mounted upon -said base plate and having vertical flanges defining a longitudinally extending channel wider than the base of a rail, wooden blocks disposed within said channel, tar coating the faces of the wooden blocks, a metallic plate resting upon the wooden blocks and adapted to support the rail, rail engaging members adapted to engage the base of a rail and extending downward through said plate and into said blocks and having vertically elongated apertures, and bolts passing through the vertical flanges of the angle irons, through said fastening devices, and the wooden blocks.

7. A track supporting structure of the 1 character described formed to provide two parallel channels adapted to extend longitudinally of the track rails, wooden blocks mounted in each of said channels and extending longitudinally beneath the rails, 0 plates disposed in each channel and extending longitudinally of the rails, rail engaging devices having shanks extending vertically downward through said plates and into the blocks, transverse bolts connecting the verti- 110 cal walls of each channel and extending through the fastening devices, the fastening devices having slight vertical movement with relation to said bolts, and transversely extending tie bars connecting said channels at 115 intervals.

8. A rail supporting structure formed of longitudinally extending sections, each section being formed of a longitudinally extending base plate, angle irons attached to 120 said base plate and having vertically extending flanges defining a channel between them, cushioning blocks disposed in said channel,

a metal plate disposed in the channel, rail engaging members extending downward 12 through the plate and into said wooden blocks and having vertically elongated apertures, bolts passing through the vertical flanges of the angle irons and extending through the apertures of the rail engaging 130 atively.shallowcrests and relatively shallow valleys, the crests and valleys extending at right angles to the longitudinal axis of the plate and the apiees of the crests being relatively acute, the rail normally resting upon said crests and the crests being spaced apart approxmately as far as the Width of the rail base to permit the rail to be depressible into 20 the valleys under tractive effect.

In testimony Whereoi I afiix my signature.

WILLIAM P. DAY.

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