US 1737206 A
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F. W. STOHR RAILWAY SPIKE Nov. 26, l 92 9.
Filed Sept. 28, 1927 fl TTOEJVEX Patented Nov. 26, 1929 Application filed September 2%, 1927. Serial No. 222,655.
My invention relates to spikes of a type particularly useful in railway construction for securely holding rails to tics and also useful for other puposes such as holding structural steel or iron and heavy timbers together. The invention consists of certain improvements in the form and application of the spike as hereinafter fully disclosed and illustrated in the accompanying drawing, in
Fig. 1 is a top view of my improved spike.
Fig. 2 is a side elevation of my spike in operative position showing a rail flange secured by the spike to a tie, the said flange and 5 tie being shown in section.
Fig. 3 is an elevation of the spike alone as looking toward the spike in Fig. 2 from the right.
Fig. 4 is a cross sectional view of shank as on line 4l4 in Fig. 8.
Fig. 5 is a perspective view of a portion of a rail and tie, with one of my spikes driven part way into the tie.
Fig. 6 is a point end elevation of my improved spike.
Referring to the drawing by reference lettiers, A designates a railway rail with the usual base flange A tapered toward its outer edge. B is a wooden cross tie of the usual so type well-known in railway construction work.
The spike comprises a shank G preferably of approximately circular shape in cross section (see Fig. l) and having a tapered point C with a plurality of downwardly directed notches C gradually enlarged to the tip and forming a cross-shaped end with chisel like extremities.
D are a number of upwardly facing ap- -iu proximately semi-circular ledges on the shank arranged alternately at diametrically opposite sides and above each of which the shank is tapered inwardly and downwardly to the inner part of each ledge. Each ledge, furc5 thermore is sloped downwardly, and all ledges sloped in the same direction for a pur pose presently to bedescribed.
The head of the spike is formed integral with the shank and may be said to have two so parts, namely an elongated flange F rounded the spike at one end as F, its opposite or rear end being at right angles to the sides, see Fig. 1. Directly over the shank and concentric therewith the head is further formed with a polygonal head H, preferably square, for applying a bar wrench to turn the spike so that the longe' part F of the flange F engages the rail flange A. as in Fig. 2. a
In the use or application of my improved spike it is started and driven into a tie just outside of the rail flange, the same as other railway spikes, but its head is held longitudinally of, or rather in parallel relation to the adjacent rail flange edge (see Fig. 5), until the under side of the head flange engages the rail, as indicated in Fig. 3. Then asuitable wrench (not shown) is applied .to the square head H and the entire spike is given a quarter turn to bring the end F of the head in on top of the rail flange. The spirally arranged ledges D, simultaneously act as threads forcing the spike slightly deeper and more solidly into the wood. I have illustrated these ledges sloped to correspond with the direction of right hand threads and it is obvious that the fibre of the wood in which the spike is driven will wedge or work toward the tapered parts of the spike above each ledge, and form an efiective resistant for any upward tendency of the spike which may be caused by so-called pounding of wheels on the rail. In lower part of Fig. 3 and in Fig. 4 that part of the ledges which is highest terminates in a shoulder D, either radial from the center of the spike or tangential. It is clear that after one of my spikes, with these shoulders, has been driven and turned as described to its rail holding position, said shoulders will resist any reverse turning of the spike. This is because the wood of the tie will naturally press into the cavity rearward of each saidshoulder D and the latter finds resistance against it.
I do not of course desire to be limited to any specific number or spacing of the shoul- 95 ders D or other details referring to sizes, it being obvious that the spike for railway purposes must be approximately the same general dimensions as railway spikes now in use. For holding timbers of various sizes to StIUC lot tural steel flanges may require spikes of various sizes.
In Fig. 5 will be seen that the ledges D are diametrically opposite and on a diametrical center line parallel to the longitudinal center or" the flange F. Thus when the spike is driven in and later turnedthe said turning movement causes the ledges to wedge into the cross grain of the wood.
1. A spike having a shank formed with a pair of sides substantially straight and.
parallel, and a second pair at substantially right angles to the first composed of oppositely located, transversely staggered groups of longitudinally aligned shoulders, saidshoulders presenting like helical surfaces inclined toward the entering end ofthe shank, the sides of the shank on which the groups of shoulders are located being defined by straight portions running from the inner edge ofone shoulder to the outer edge of the next higher and aligned shoulder.
2.. The structure specified in claim 1 and spike rotation preventing means comprising a number of downwardly directed tapering and-radial shoulders each formed'by making a radial faceat the top part of each said helical surface and extending downwardly longitudinally of the spike toward the next lower helical surface.
In testimony whereof-I aiiix my'signature.
FREDERICK W. STOHR.