US1863490A

US1863490A - Switch point rail

Info

Publication number: US1863490A
Application number: US550527A
Authority: US
Inventors: George H Lamborn
Original assignee: Louisville Frog Switch & Signa
Current assignee: Louisville Frog Switch & Signa; Louisville Frog Switch & Signal Co
Priority date: 1931-07-13
Filing date: 1931-07-13
Publication date: 1932-06-14
Anticipated expiration: 1949-06-14

Description

June 14, 1932. y H LAMBORN 1,863,490

SWITCH POINT RAIL Filed July 13, 1931 Patented June 14, 1932 NITE srss atan -l GEORGE II. LAMBORN, F CHICAGO, ILLINOIS, .ASSIGNOR 'IO IJGISVILLE FROG, SWITCH if & SIGNAL COMPANY, A CORGRATION QF .KENTUCKY SWITCH POINT RAIL Application filed July 13,

This invention relates to switch point rails, more particularly to a reclaimed switch point rail structure as well as the elements of the latter, and has for its object to provide, in a manner as hereinafter set forth, a reclaimed switch point rail having its point of greater durability than that of the point of the rail when the latter was in its original state.

A further object of the invention is to provide, in a manner as hereinafter set forth, a reclaimed switch point rail structure including an insert constituting the point section thereof and with such insert formed from y a portion of an old worn track rail.

A further object of the invention resides in the reclaiming of worn, damaged or impaired switch point rails to provide, in a manner as hereinafter set forth, a reclaimed switch rail structure and which is so carried out that the operation of reclaiming to provide the structure is had at a materially less cost than the manner in which reclaiming of damaged or impaired switch point rails is now performed.

In the drawing:

Figure 1 is a perspective view of the track rail section of a reclaimed switch point rail in accordance with this invention.

.Figure 2 is a side elevation of the sections of a reclaimed switch point rail structure in accordance with this invention and the sections arranged in superposed spaced relation before being welded together.

Figure 3 is a top plan view of a reclaimed switch point rail structure in accordance with this invention.

Figure 4 is a vertical section of the track rail section of the structure.

Figure 5 is a vertical sectional view of the insert forming a. section of the structure.

Figure 6 is a vertical sectional view of a reclaimed switch point rail structure in accordance with this invention.

Figure 7 is a fragmentary view in top plan of the reclaimed structure in accordance with this invention.

The reclaimed switch point rail structure, as shown includes a recessed rail section 1 formed from an impaired or damaged switch point rail and an insert, filler or point sec- 1931. Serial No. 550,527.

tion 2 formed from a portion of an old worn track rail and which is hereinafter referred to as an insert. rIhe rail section 1 1s conditioned to receive the insert 2 and the latter completes the damaged rail to provide the reclaimed switch point rail structure. The section 1 and insert 2 are welded together to provide an integral and durable unit. rlhe reclaimed rail structure also includes a. reinforcing' strap 20 and welding material 26. 27 and 27.`

The rail section 1 includes a head or ball 3, a web 4, a reduced web portion 5, a base flange 6 and a base flange 7. The portion 5 extends outwardly from the head 3 and web 4. The flanges 6 and 7 are coeXtensive with the web 4 and. reduced web portion 5. The flange 6 is of uniform width. The flange 7 decreases in width towards the outer end of the reduced web portion 5, and the latter has its top edge beveled or angled, as at 8 from end to end. rIhe inner end part of the top edge of portion 5 is curved upwardly as vat 10. The outer end edge of head 3 is formed with oppositely inclined or angled, vertical portions or parts, as at l1, 12. The width of portion l1 is greater than that of portion 12. The beveled top edge of web port-ion 5 merges into and is of less width than portion 11. rIhe reduced webportion 5 provides section 1 with a recess.

rllhe insert 2 is of 'T-shape cross section and comprises a head 13 and a stem 14. The head 13 tapers towards its outer end and has its rear end formed with oppositely inclined or angled, vertical portions or

parts

15, 16 and angled v with the former of greater width than the latter. The bottom edge portion of stem 14 is beveled as at 17. The rear end edge portion cf the stem 14 is curved upwardly. as at 19 and is beveled in the same manner as t-he bottom edge portion of stem 14. The beveled portion 19 of stem 14 merges into and is of less width than angled portion 15. Secured to and depending from stem 14 is the reinforcing strap 20 and which is to be secured to web portion 5. Y

The strap 20 is never removed and the rail, insert and strap are clamped together before welding is started and the strap serves as a backing strip for the arc weld to be referred to. The strap 2O forms a very good service in the progress of reclamation by welding.

The strap 20 is substantially partially welded to both the insert and the rail. No attempt is made to make this a perfect or permanent weld, but if the weld is properly done the strap will be pretty thoroughly Welded to the finished point along the center of the web. No further welding is done on the strap.

The reinforcing strap extends along the greater portion of the point and in some cases the whole length of the point. The strap is fastened to the switch point by rivets or machine bolts or a number of each. One operation in the process of reclaiming a switch point is the drilling of the bolt and rivet holes that have been filled up in the welding process. Some of these holes are for the attachment of bridge lugs and the rest are for the passage of holdfast devices to secure the reinforcing strap in position.

The strap 2O serves as a backing strip for the electric weld at the center of the web between the insert and the web portion 5. The reinforcing strap is always present on the side of the point which lies away from the stock rail.

. The point formed by the

inclined portions

11, 12 is indicated at 22 and the point formed between the

inclined portions

15, 16 is indicated at 23. lhen the insert is positioned relatively to section 1 the

inclined portions

11, 12 are arranged opposite and incline away from the

inclined portions

15, 16 respectively and the point 20 opposes in spaced relation the point 21. lVhen the insert is positioned relatively to the rail section 1 a V-shaped groove 24 extending lengthwise and upwardly of the web is provided and a pair of oppositely disposed vertical V-grooves v25 are formed between the head of the insert and head of the rail. The bottoms or bases of the grooves 24, 25 are open when the insert is positioned within the recess provided by the cutout portion of section 1. t

The bottom of the V-groove is left open about 5/32 average, and the top of the V- groove E24; not over 1/2. The reason for this is to eliminate as much of pull dueto welding aspossible. It will be supposed that the rail to be completed is positioned in a manner whereby the web thereof will be vertically disposed. Now if the insert is clamped in so its web will be vertically disposed and in perfect alignment with the web of the rail, then after the weld is made the insert would be pulled towards the welded side of the rail to an extent to dispose the insert at an inclination with respectJ to the web of the rail, making it necessary to cut out the weld and do the work over. The insert must be positioned slightly at an obtuse angle with respect to web portion 5 initially, so that the weld will pull it into proper aligning position.

The first step is to remove from the rail or section 1, the worn portion of the point with an acetylene cutting` torch to form the rail with a recess. This will cause the part of the rail below the cut to warp upward due to the heat of cutting. Next heat the rail where the cut ends and bend the part mentioned down slightly below proper alignment, as the welding later will pull it back up as hereinbefore explained. The surfaces which have been cut are machined or ground to remove scale and oxides and also to remove the thin layer of metal which has been heated to a high temperature and will be found to be full of a network of fine cracks. These cracks are caused by the sudden expansion of the metal next to the flame when cutting is done. It is heated to a melting temperature very quickly and then cools quite quickly. The result is the cracks mentioned are efaced and the surface is very hard and brittle. The rail is now ready to receive the insert.

The insert is made by cutting a piece of the correct size and shape from a piece of scrap track rail of the correct section. The insert is then subjected to a heat treatment which consists in heating it to about 14:00 deg. F., holding it at that temperature for about 15 minutes and allowing it to cool slowly. After cooling the portions of the insert which come within the weld (the surfaces upon which meta-l is to be deposited) are ground or machined for the same reasons as referred to in connection with rail or section 1. The insert is now ready for use.

The insert is now positioned at an angle in a manner as referred to with respect to web portion 5 and clamped in such position. Electric arc welding is then the first operation. A number of small welds known as tacks are made along the V-groove in the web, after which the clamps are removed and the electric weld is started at the free end of the rail known as the point and progresses toward the butt. The area bordering the groove is heat treated during the welding. The next operation is an acetylene weld at the V-grooves formed between the head of the insert and head of the rail. The whole area surrounding this weld is first heated and then the acetylene welding is started on the same side of the rail as was the electric are weld. The heated portion is kept hot as the weld progresses. This is necessary to prevent cracking of the weld and distortion of the rail. This weld must not be stopped or delayed after once begun. Vhen the first side or filling of one vertical V-groove is completed the rail is turned over and the other side at the head welded at the other vertical V-groove keeping the heat in the rail all the while as described. The rail is now ready for machining and such redrilling etc. as will be l'lO found necessary to make it conform to specilications.

No heat treatment, other than that as stated of the rail is done at any time. The insert is heattreated before application to the rail.

What I claim is l. In a reclaimed switch point rail structure, a track rail section including a head, web and iange, said section being cutout at its upper part and for a portion of its length to reduce the height of the web and the length of the head thereby providing said rail with a. recess, a portion of the wall of the latter being provided by an end edge of the head and the remaining portion by said web, said wall having an upwardly extending rear edge, that portion of said wall provided by said edge of the head being oppositely angled, and that portion of the wall provided by the web being beveled.

2. In a reclaimed switch point rail structure, a track rail section including a head, web and flange, said section being cutout at its upper part and Jfor a portion of its length to reduce the height of the web and the length of the head thereby providing said rail with a recess, a portion of the wall of the latter being provided by an end edge of the head and the remaining portion by said web, said wall having an upwardly extending rear edge, that portion of said wall provided by said edge of the head being oppositely angled, and that portion of the wall provided by the web being beveled, the oppositely disposed angled portions of the edge of the head being disposed at an angle to the beveled wall portion.

3. In a reclaimed switch point rail structure, a track rail section including a head, web and flange, said section being cutout at its upper part and for a portion of its length to reduce the height of the web and the length of the head thereby providing said rail with a recess, a portion of the wall of the latter being provided by an end edge of the head and the remaining portion of said web, said wall having an upwardly extending' rear edge, that portion of said wall provided by said edge of the head being oppositely angled. that portion of the wall provided by the web being beveled, and the oppositely disposed angled portions on the head being of different lengths.

4. In a reclaimed switch point rail structure, a track rail section including a head. web and flange, said section being cutout at its upper part and Jfor a portion of its length to reduce the height of the web and the length of the head thereby providing` said rail with a recess, a portion of the wall of the latter being provided by an end edge of the head and the remaining portion by said web, said wall having an upwardly extending rear edge, that portion of said wall provided by said edge of the head being oppositely angled, that portion of the wall provided by the web being and the oppositely disposed angledportions on the head being of dierent lengths.

5. In a reclaimed switch point rail structure, a track rail including a head and a web having a reduced portion projecting forwardly with respect to the head, said reduced portion having its top edge beveled, said web having its end edge beveled and forming a continuation of the angles of said edge, said head having its end oppositely angled, the angle portions of said head disposed at an angle to the beveled portions of said reduced portion and said end edge of the web, the beveled portions of said reduced web portion and the end edge of the web being of different lengths, and the angled portions of the end l of the head being of different lengths, the said reduced web portion, end edge of the web and end of the head providing said section with a recess to receive a po-int section.

In testimony whereof, I affix my signature r hereto.

GEORGE H. LAMBORN.