US115149A - Improvement in rolls for patching railway rails - Google Patents

Improvement in rolls for patching railway rails Download PDF

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US115149A
US115149A US115149DA US115149A US 115149 A US115149 A US 115149A US 115149D A US115149D A US 115149DA US 115149 A US115149 A US 115149A
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rolls
rail
sheet
rails
patching
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B23MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23KSOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K5/00Gas flame welding
    • B23K5/02Seam welding
    • B23K5/06Welding longitudinal seams

Description

t HUGH BArNEs, OF TORONTO, OANADA.
Specication forming part of" Letters Patent No. 115,149, dated May 23, 1871.
I, `Heen` BAINES, of the city of Toronto, in
lthe countyfof York, Province of Ontario and Dominion `of Canada, engineer, have invented certain improvements in the passes or grooves y andl collars of reversible rolls, and in the mode of driving by gear the horizontal rolls for the `repair of railway rails with great efficiency and .facility.
Nature and Objects of the Invention.
. My invention relates to the .confining one of `a pair of iinishin g-rolls within the other by `means of square collars, in order to keep the l rolls in exact position with each other, and the forming of a taper between the finishinggrooves and the square parts of such collars,
\ partsof which taperare cut away, as also parts of the peripheries of the grooves or molded portions of the passes, for the purpose of giving ample `freedom in passing cold rails through the rolls, as hereinafter described; andthe arrangement of brake andreversing gear, wherebythe rolls can be stopped and started at any i required position. L
Description of the AccompanyingDrawing.
Figure 1, Sheet 1, represents a front sectional view of reversible rolls. Fig. 2, Sheet l, is
` `an end view of- Fig. l. Fig. 3, Sheet 1, is a 1sectional and front elevation, drawn to a reduced scale, of a pair of horizontal rolls geared `together as I propose to use them. Fig. 4,
Sheet 2, is asectional end view taken at the driving or geared end of Fig. 1, Sheet 1. L Figs. 5, 6, 7, 8, and 9 represent sectional portions of finishing-rolls for repairing double-headed and' U-rails, which` may be used interchangeably withrollsBB'. H .u General Description.
In these gures, A A are the housings. the top roll, and B' the bottom roll, shown in section. C is a ring for rolling the top of the nat-footed rail, which is keyed onto the top roll B 5 this ring is shaped to conform to the shape Bis The sides of the rail are rolled by the frictionrollers D D', shaped to4 correspond thereto;
these rollers are contained in carriages E E' resting upon two bearers or frames, the surface of one of which is shown at F. The carriage E is iiXed, but the carriage E is capable of sliding along the bearers F under the action of two wedges, G, (one only of which is seen in Fig. 1,) on the rocking shaft H, to which a long hand-lever, I, shown in dotted lines, is keyed.
`0n inserting the cold part of the lrail the friction-roller D', with its carriage E', moves back to allow it to enter, and when the rolling of the damaged part and patch is to be effected a nip is pnt on it by the action of the wedges G. On pressing down the hand-leverl I the rail is presented to these rolls by a suitable rail-carriage running on its track. When repairing double-headed rails by means of the friction-rollers these rollers must of course be so shaped as to fit the rail. Besides driving the side rolls D D' by friction only, as shown in Fig. l, Sheet 1, I, when reducing the seci tion of any shaped rail or changing the shape .of such when friction is not found tobe suffi cient, drive such rolls by miter gearing, as shown in Fig. l, Sheet 1, which arrangement secures a sure traverse to the rail, of whatever section it may be. After passing through the friction or horizontally-geared rolls, the rail, whether flatfooted or double-headed, is to be taken on the carriage before mentioned to the double-pass finishing-rings K K', Fig. l, Sheet 1, hereinafter described, and there completed. The use of the friction-rollers is, however, not absolutely necessary for repairing rails, as they may befrepaired by means ofv double-pass iinishing-rolls. The peculiarity of these rings K K', here shown in Fig. 1, Sheet 1, as adapted for the repair of nat-footed rails, is the dii'erent shape of the passes that are made therein. The point of junction b between the rolls or the open groove in No. 1 pass is left on the lower side, and in No. 2 pass it is left on the upper side, as shown at b', so that the ridge left by one pass is entirely removed by passing the same rail through the other pass, where the rail is iinished without having to turn the rail over, as will be readily understood on referring to Fig. 1.
d d are square collars for the purpose of conning the roll K within the roll K'. Flats are let't on the finishing-rings K K', Figs. 1 and 2, as they are also on the welding-ring C, Fig. 1, as shown by the dotted lines a a'. These ilats, in conjunction with corresponding iiats cut in the tapered shape oi' the. collars of the iinish ing-rin gs K K' at b b', Fig. 1, are for the purpose of passing in the cold metal (when repairing centers of rails) up to the damaged part; or the same purpose may be effected by raising the top roll B, or by lowering the bottomroll B', Fig. 1, by cams and levers,weights or screws, or by any other convenient inode; but I prefer using the iiats before described, as by that means the rolls remain undisturbed. At this point, the damaged part being at a weldingheat, the rolls are. set in motion and the rail repaired. However, when repairing the ends of rails and reducing the sections of old rails, these 11a-ts or other means of freeing the rails are not required. L L, Fig. 2, are brackets carrying guide-troughs M M', which are properly divided so as to direct the rail to each particular pass, as required. The hind trough M', shown partly broken away in Fig. 2, Sheet 1, is longer than the entering-trough M, in order to support the rail effectually when repairing the central portion thereof. The top roll B, Figs. 1, 2, and 8, carrying the top ring, is pressed down during the rolling action by weighted levers N N, which press upon the top bearings in the housings, as shown in Fig. 1, the lever over the finishing ends of the rolls being coupled to a foot-lever, H, and rod I, so as to form a powerful compound lever where great pressure is required. The bottoni roll B' is driven by means of any suitable gearing; but I prefer to drive it, as shown at Figs. l and 4, by means of a worm, O, on a reversing-shaft, P, gearing into a worm-wheel, Q, keyed on the end ofthe bottom roll or by pinions, shown in dotted lines on Fig. 4, Sheet 2; or by rack, also shown in dotted lines on the same figure, and worked by hydraulic pressure. The motion of the bottom roll is transferred to the top roll by means of the spurgearing R R. The shaft P may be reversed by the wellknown reversing-clutch; but I prefer to use an open and a crossed strap, in conjunction with two loose pulleys, S S, and a center fast pulley, T. (See Fig. 4.) 1 is a brake-wheel; 2, the brake; 8, a sliding rod, shifting crossbelt 4 and open-belt 5, at the same time putting backward or forward projection 7, which raises or lowers 8 and 9, supported on bearings 10, and so putting on and taking off the brake at the time of reversing the belt, before described, or of stopping and starting the rolls at any required position.
When the rail, whether a flat, double-headed, or bridge rail, has been rolled it is conveyed, while still upon its carriage, to the circular saw U, Figs. 2 and 4, to be out to the proper length, the rail end resting upon the saw-bracket V; and as it passes across the saw its opposite end passes just in front of a gauge, which, by its action, regulates the length of the rail.
It is to be observed that the various rolls attached to the large rolls B B', Fig. 1, Sheet 1, and the rolls seen in Fig. 3, Sheet l, and Figs. 5, 6, 7, 8, and 9, Sheet 2, are interchangeablethat is to say, the rolls seen in Fig. 1, Sheet 1, may be substituted for the rolls D D' C C' seen in Fig. 1 on the same sheet, and the rolls shown in Figs. 5, 6, 7, 8, and 9, Sheet 2, may be substituted for the inishing-rings of two passes, K K', seen in Fig. 15, Sheet 1.
Having now described my invention in reversible rolls, I would observe, in conclusion, that I do not in this application claim the invention in rolling-machine invented by me and secured to me by grant of Letters Patent of the United States bearing date the 11th day of December, 1866 5 nor do I cla-im the improvements on such machine granted to me by Letters Patent of the United States bearing date the 17th day of December, 1867 5 but What I do claim as my present invention 1s- 1. The particular construction of the rollsections K K', seen in Sheet 1, Fig. l5, herein described, in virtue of which the rolls are prevented i'rom end play and the metal welded to the head of the rail, and the whole reduced to properiinished shape in two passes, in the manner set forth.
2. The combination of the mechanism for starting, stopping, and reversing, and the rolls, substantially as described.
The above specification of my invention signed by me this 2d day of March, 1871.
HUGH BAINES.
Witnesses EDWARD D. FARRELL, Cms. C. WILSON.
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110208816A1 (en) * 2010-02-19 2011-08-25 Avaya Inc. Contextual summary of recent communications method and apparatus

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110208816A1 (en) * 2010-02-19 2011-08-25 Avaya Inc. Contextual summary of recent communications method and apparatus

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