US1519029A - Process for renovating worn flanged wheels - Google Patents

Description

Dec. 9, 1924. 1,519,029

A. GOLLWITZER PROCESS FOR RENOVATING WORN FLANGED WHEELS Filed March 15, 1924 s AWE/W08,

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Patented Dec. 9, 1924.

UNITED STATES ALBERT GOLLWITZER, OF NUREMBERG, GERMANY.

PROCESS FO'R BENOVATING WORN FLANG-ED WHEELS.

Application filed March 13, 1924.

To (LZZ whom it may concern:

Be it known that I, ALBERT GoLLwrrZER, a German citizen, and a resident of Nur emberg, Germany, have invented a new and useful Process for Renovating orn Flanged TV heels (for which I have filed an application for patent in Germany on December 27, 1922, Serial No. G. 58,192 1/49 1'3), of which the following is a specification,

The worn tyres of flanged wheels of carriages of all kinds are generally restored to the desired cross-section by turning them up. If by repeated turning up of the tyres they have been reduced to a certain minimum dimension, then in the case of wheels with pressed-on tyres, a new tyre must be shrunk on, while in the case of wheels, where the tyres are integral with the body of the wheel, the wheels must be entirely renewed.

The expenditure on wheel-tyres owing to their wearing out constitutes, especially in the case of railways and tramways, a very considerable portion of the total working costs. Its reduction would be equivalent to a notable increase in the economy of the undertakings mentioned and would be to the interest of the whole community.

If the wear occurs only on the tread the loss in material due to turning up is comparatively small, and. cannot be avoided.

The case is however quite different if greater wear on the flange in comparison with the wear of the tread has taken place, or even if the flange has worn sharp. In this event, which for example is to be observed on railways in at least 30 per cent of all sets of wheels sent in for turning up, the restoration of the prescribed shape by turning up entails an extraordinarily big loss of material, together with correspondingly high loss of labour and tool-steel in the turning.

The feature of the invention is that the wear of the flange is made up by filling in material so far as is rendered necessary by the wear of the tread of the wheel to be renovated or of another wheel rigidly connected therewith. The final reduction to correct dimensions by machining can then follow with the smallest loss of material and reduction of the diameter of the wheel or flange.

In Fig. 1 of the drawing A represents the original upper contour line of'tlie cross- Selial No. 699,126.

section of the wheel-flange, B the actual upper contour line on a wheel which has developed a sharp edge, C the highest contour line for the minimum permissible thickness of the wheel-flange which is entailed in railway wheels by a turned groove.

In order to restore the prescribed con. tour (D) by turning down the wheel flange which has worn sharp according to contour line B, the whole of the hatched cross-section between B and D must be removed. The same loss of material is incurred however not only on the wheel which has worn sharp, but also on the second wheel fixed on the same axle. Although this wheel, even if the other has worn sharp, may have its flange complete, yet at-least as great a quantity of most valuable material must be converted into turnings from it, in order that both wheels may have equal running diameters.

The turning up in the case of coupled axles of locomotives leads to a quite extraordinary waste of material. Owing to a single flange having worn sharp, in some circumstances six, eight or more wheels, most of which have approximately their full cross-section, must be turned up in the most wasteful manner.

How completely uneconomical is the ma chining hitherto done on wheels which have worn sharp is obvious from the following considerations If the wheel which has been turned down to the contour line D again wears sharp, itcannot possibly be restored to the prescribed sectional shape because the permissible minimum thickness of the flange would be exceeded; nothing else remains but to re-tyre both wheels of the pair, or in the case of locomotives in some circumstances the whole of the coupled Wheels after only two runs. That is a terrible waste, especially with the present cost of re-tyring.

These disadvantages of methods hitherto used are obviated if in accordance with the invention the wear on the flange is made good by filling up with a material so far that to obtain the correct shape only so much has to be removed from the wheel flange as is determined by the wear of the individual threads of the wheel to be renovated or of one rigidly connected with it.

Fig. 2 shows how the flange is filled in from the worn-down contour line B to the line E, while Fig. 3 indicates that on restoring the shape according to the prescribed contour line D it is possible to keep quite close to the Worn down thread, so that the desired shape can be obtained with a very thin out. The sectional surface to be obtained is limited on the one hand by B E and on the other hand by D and comprises only a small fraction of that which Would have had to be removed by the old method. Correspondingly also only an equally small fraction of the costly material of; the Wheel tyre of one or more Wheels rigidly connected with the first one goes into scrap as turnings.

The whole of the interconnected Wheels can by means of the new process When their flanges Wear sharp be turned up at least ten or twelve times, and last therefore for at least eleven or thirteen rrmning' periods, as compared With two such periods when old methods are employed. The life of Wheel tyres With Worn flanges is thus increased about sixfold.

The cost for the filling up bear but a small proportion to this gain. They are in great measure already met by the economy in. turners Wages and in the scarcely more important expensive quick drilling steels.

30 The filling in of the section of the flange for steel tyres can, in the present state of knowledge, be best done by autoge-nous or electric welding, by Which means also any desired degree of hardness can be obtained. Experiments which have been made have shown that a completely satisfactory union and homogeneity of the addition With the original material is obtained.

1 claim as my invention:

A process for restoring Worn flanged car Wheels to a normal contour Which consists in first Welding a fillet of metal to the Wheel body Within the Worn groove in the Wheel flange, shaping the added metal approximately to the normal flange contour desired and building up the same to an excess thickness corresponding to the thickness the: Worn thread to be removed, and subsequently simultaneously removing the excess thickness. of the Whole flange and the corresponding thickness of the Worn thread, thereby to bring both the thread and the flange to a normal contour.

In testimony whereof I have hereunto subscribed. my name this 25th day of February, 192st.

ALBERT GOLLlVITZER. Witnesses 1 ALEESI PI-IILIPPOFF, MARIE BAER.

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