US1876482A - And keocess tob eenewiwu same - Google Patents

Description

Sept. 6, 1932. N' 1,876,482

RENEWED SWITCH POINT RAIL AND PROCESS FOR RENEWING SAME Filed Nov. 4, 1929 2 Sheets -Sl 1eet 1 I INVENTOR.

' ATTORNE.

' Q 5, 1932- v R. B. ALFONTE 1.876,482

RENEWED SW ITGH POINT RAIL AND PROCESS FOR RENEWING SAME Filed Nov. 4, 1929 2 Sheets-Sheet 2 12' n INVENTQR.

' li'oberffijfiaizi'e,

' g I ATTORNEY.

Patented Sept 6, 1932 UNITED STATES PATEN orrlcr aoenntr BJAIJFOE'TE, orcmcneo, rumors, ASSIGNOR r0 LOUISVILLE mws, SWI'M'H am; SIGNAL co, or LOUISVILLE, KENTUCKY RENEWED SWiTZCH T Bil-IL .LND' ZBQCESS 10R BENEWING Application 1115.4 Member 4, 1929. Serial no. 404,749.

This invention relates to a method er; reclaiming worn, damaged or mpaired switch point rails, andthe invention has for its 010- ject to reclaim, in 'a manner-hereinafter set forth, a worn, damaged. or impaired switch point rail whereby the point of the rail, after the latter is reclaimed or repaired, will be of greater durability than that Qf the Switch point rail in its original state, or as renewed by any other process. I I a v A further object ofthe invention resides in the reclaiming of a worn, damaged or impaired switch point rail by combining there with, at the pointed end thereof, a portion of an old, worn track rail which results in a product that is stronger, tougher and more durable than .avnewswitch point rail or a switch point rail that has been reclaim d by P forming a new. point thereof-with newflmaterial, as distinguished from a point made from a reclaimed, old, worn track rail. "Further,

I the reclaiming of worn, damaged or'impaired switch point rails under my method produces an unusually satisfactory rail at a material decrease in expense withrespect to the eost of a new switch point rail'due to the fact that the impaired rail is not discarded and further due to the ,fact of utilizing a part of an old worn track rail to form the renewed point instead of employing new material.

A further object of the invention resides in the reclaiming of Worn, damaged Q1 impaired switch point rails in a manner as hereinafter set forth and whichis so carried outthat the operation of reclaiming is had ata materially less cost thanvthe mannerfin which thereclaiming is now performed..-

With the foregoing and other objects in view the inventionconsists of the novel steps of the method and product derived therep method which fall withinthe scope-of the claims'hereunto appended. II I In the drawings wherein like reterence jbar acters. denote corresponding parts throughout the several vie Figure l is a fragmentary view in side elevation of a worn, damaged or impaired switch pointfrail illustrating the appearance thereof after the worn, damaged or impaired pointed end portion has'been out out for repairing to reclaim the rail. Figure 2 is a View similar to Figure 1 and iurther showing'the filler part out from an old, Worn track rail preliminary to being welded to the cutout end portion of a switch poi rail.-

Figure 3 is .a side elevation of the structure shown in Figure 2. I I

Figure 4 is a section on line 4-4, Figure 1. "Figure 5 is a sectional View showing the f ortion' of anold, worn track rail cut to provide the filler part, and with the remaining portion of the track rail from which the filler part has been cutshown in dotted lines.

Figure 6 is a section on line ,6--.6, Figure 2. Figure 7 isa vertical sectional view illustrating the reclaimed rail at the switch point end thereof. V I Figure '8 is a vertical sectional view of the reclaimed switch point rail showing its position relative to atrack rail.

Figure 9 is a top plan view of the structure shown in Figure 3' and further illustrating I I Figure '10 is a top plan View of a track railshowing associated therewith a reclaimed switch point rail in accordance with this invention, and with the rail having a portion thereof fragmentarily illustrated.

The worn, damaged or impaired switch oint rail which is to be reclaimed is indiQazted at 12, and itsweb, head, full sized base flange and reduced portion of the other base flange at the pointed end of the rail are indicated by numerais13, 14, 15 and 16, respectively.

The header tread portion 14 at the switch point end of rail 12 is removed. The. upper of part of the web 13 at the switch point en the ra'illQ is also removed. The distance of the removal is as desired, preferably from '30 to 48 inchesi'back from the pointed end porof the head or tread portion 14 of the switch point rail 12 is made to provide the cutaway end of head 14 with a beveled edge 20 forming a continuation of and corresponding to the edge 17. i .Positioned upon and registering with the edge 17 of the web 13 is a filler part or insert 22 for the .cutout portion of the rail 12. The filler part 22 is T-shaped in cross section and includes a head 23.and a stem 24. The stem 24 is disposed centrally with respect to head 23. The filler part 22 is cut from an old, worn track rail. The head 23 and stem 24 of the filler part22 are parts of the head and web of the old track rail. The bottom edge of stem 24 is beveled as indicated at 25 but the bevel is oppositely disposed with respect to the bevel of edge 17. The longitudinal configuration of-the bottom of stem 24fis such as to register with the longitudinal configuration of thecutout end of theswitch point rail being renewed. When the lower, edge of filler part 22 is mounted upon the upper edge 17 of theswitch point rail, the head 23 of the filler part 22 is arranged in crude alignment with head 14 of rail 12. As head 14 of rail 12 has been reduced in width to provide rail 12 with a tapered end portion it necessarily follows that the width of head 23 which is normal, will be of greater'width than head 14 as indicated in Figure 2.. The thickness of stem 24 corresponds to the thickness of web 13. As the bevel of the'bottom edge of the'stem 24 extends in an opposite direction with respect to the bevel of the [edge 17 of web 13, their superposed position preliminary to welding provides a V-shaped groove 26 which is of a length co-extensive with the length of the stem 24. That end of the head 23 which opposes the bevel end 20 of head 14 is beveled; and forms a continuation of and corresponds to the bevel 25 on the bottom edge of stem 24. The beveled ends of the heads provide a continuation of the :groove,' as at 28..

I The edge 17 of the rail 12 provides a bevel ,face:having an upper and a lower edge. The edge 25 of. the filler part provides a bevel face having an upper and a lower edge opposing respectively the lower and upper edge .of thebevel face provided by edge 17 of the rail 12. The opposed edges of the heads 14 :and 23 provide oppositely extending, beveled faces having side edges. One side edge of the bevel face on head 14 abuts one side edge of the bevel face on head 23 and the other side edges of said faces are spaced from each other. One of the abutting side edges of the bevel faces on the heads forms continuations of the top edge of the bevel face provided by edge 17 of rail 12, and the other abutting side edge forms a continuation of the bottom edge of the bevel face provided'by "edge 25 of filler part.

-Thecutting of the bevel on the rails 12' and filler partor insert 22 is had by means of a torch and then grinding smooth with a gri-nding'wheel. -The object is to provide a space of sufficient width between the opposed portions of rail 12 and filler part 22, to receive the required amount of. metal from a welding'rod to form a'solid union. The amount of the metal being such as to completely fill such space.

ture for a period of from forty-five to sixty minutes, after which the temperature within the furnace is reduced to an extent to practically 'coolth'e parts. The temperature within the furnace is then again raised to 1500 The inserts or fillersfor reclaiming switch F., at which point the heat is cut off and the parts allowed to gradually cool such an extent to enable them to be handled with the gloved hand- The furnace during the heat treating process aforesaid is maintained air tight. v

When these inserts are autogenously welcl ed in placethey are given a special heat treatment by using a 'carbonizing flame which increases the carbon content and increases the hardness of the material.

The treatments considerably increase the wearing qualities of theinserts or fillers and play a very important part in making the inserts or fillers more'resistant to Wear than the original metal from which the switch parts werejmade,

Experiments have proven that an old used track rail has lost its toughness and instead ment a soproduces a metal that is far tougher and far moredurable to withstand the ,hard -usageto whic'h'a switch point is put,

than is 'a switch point of new bar meta-l;

ile

As-to why the foregoing is true, as borne out by numerous experiments, is not shown. One theory is that the'cons'tant pounding on an old and worn track rail has tended to shatter the molecules or grain or fibre as it might be called of the metal: At the'same time the constant pounding in use has tended to harden and make this metal more compact than it was when new. The bad characteris tics of an old worn track rail are that due to usage, it also becomes more-brittle and lessdurable' and less tough than new bar stock would be. I 1 i Furthermore the old metal does not plane in a manner tomake it adaptable for use for renewingswitch points, except when it is subjected to the heat treating process outlined herein and which is necessary for reclaiming worn out switch point rails and utilizing for that purpose old track rails that would. otherwise be nothing more than scrap. 7

Furthermore, the utilization of these waste products under my process produces a switch point rail that is far more durable than even an absolutely new switch point rail.

. 1V hen the filler part, treated in a manner as aforesaid is to be attached to the rail, the lowermost corner of the filler part, which would be the bottom edge of its beveled face, is positioned upon the uppermost corner of the web of the rail, such uppermostcorner being the top edge of the beveled face of'the rail. WV hen the filler part is arranged in the manner as stated, one side of the beveled face on the head thereof abuts the opposingside of the beveled. face, on the head of the rail. The positioning of the filler part, with respect to the rail-inthe manner asstated provides the V-groove or space to receive the metal from the welding rod. VVh'en the filler part and rail are arranged relatively to each other as'aforesaid, they are clamped in'that pOSl tion and electrically welded with a welding rod to fill the V groove formed by the opposed beveled faces. After the welding operation the-switch point rail 12 appears in plan as shown in Figure, 9, withthe exception that the groove'28 will be completely filled with metal from the welding rod. i

it now becomes necessary to plane down the filler part 22 until it is shaped as indicated by the dot and dash lines'D in Figure 9. After the filler part 22 has been planed the switch point of rail 12 will appear in plan as shown in Figure 10 and in cross section as shown in Figures 7 and 8.

The result of t-heforegoing method is to produce a switch point rail, which has substantially the same appearance "as a new switch point -rail, but which is stronger,

, tougher and more durable than a newswitch point rail or a switch point rail that has been reclaimed by forming a new point thereon with new bar material as distinguished from point made from ranold used rail.

which is provided by the Welding bar is indicated at E,'Figure 10. I

The rail when completed is a composite one formed ofa pairof parts and a filling integralwith .said par-ts. The pair of parts being so formed and arranged relatively to each other to provide a single V-groove opening at one side and closed to theother side of the rail, the filling being coextensive with and completely filling the groove.

It will be understood of course that my invention does not limit me to the use .of this method and process merely for the reclaiming of switch point rails, but that the same process may also be used in connection with renewing frog points orv other metal parts of machinery and the like that is subjected to extreme wear and tear, by providing such wearing parts with a renewed wearing surface far more durable than the original new stock. Y

It must also be borne in mind that if desired, the same result might be accomplished by subjecting new stock to a hammering or pounding process'substantially identical with that to which an old track rail has been subjected and thereafter submitting the same to the heat treatment, cooling, and welding process to accomplish a result similar to that accomplished by the use of scrap railway rails, andthat this would not be a departure from my invention.

What I claim is 1. In combination, a switch point rail having its tapered portion cut out for a part of its length to provide a recess having a bottom wall and a curved end-wall, the latter merging into the former and a beveled surface bordering said cutout, a switch point part positioned in said cutout and having a beveled surface arranged over said other surface and coacting with the latter to provide a single V-groove, and a welding filler positioned in said groove and being welded to the walls of the latter. I i

2. A composite switch point rail comprising a unitary structure formed of a pair of parts and a filling integral with said parts, one ofsaid parts being of greater length than the other and having a portion of one end isa cut out and providing with a beveled face bordering the cutout, the other of said parts forming a switch point positioned in said cutout and having a beveled face arranged over the said other beveled face, said beveled faces extending in-opposite directions with respect to each other and coactingto provide a V-groove coextensive with said switeh point part, said groove opening at one side and closed at the other side of the rail, and said filling coextensive with and arranged in said groove.

5 3. In combination, a switch point rail having its tapered portion reduced in height for a part of its length, said reduced portion terminating in an upwardly curved part and formed with a bevelled edge, a part of a used track rail having an edge reversely bevelled with respect to the first mentioned edge and shaped to register with the reduced portion of the switch point rail, said opposed edges coacting to provide a substantially triangular groove, a welding filler for said groove, said edges and filler being welded together, and said part of the used track rail being shaped to a point for the switch ioint rail.

4-. A point-rail comprising, as an element thereof, a point-rail proper containing a recess in the upper portion thereof of its pointed end for receiving a separate point section, the end wall of said recess being curved and merging into the bottom wall of said recess.

5. In combination, a point rail proper having a recess in the upper portion of its pointed end formed with a bottom wall and a curved end wall merging into the bottom wall, and a switch point part conforming in contour to the shape of the recess, seated on the latter and welded to said walls.

6. In combination, a switch point rail having its tapered portion cutout for a part of its length, the edge of the cutout being beveled, a switch point part positioned in said cutout and having a beveled edge opposing the beveled edge of the cutout, the bevel edges extending away from each other to provide a groove opening at the corresponding sides of said rail and part, and a welding filler completely filling said groove and welded to the walls of the latter.

7. In combination, a switch point rail having a recess in the upper portion of its pointed end formed with an end and a bottom wall, the end wall being curved and mergin into said bottom wall, a switch point part conforming in contour to the shape of and seated in said recess, said part and walls having coacting means to provide a groove ope ing at corresponding sides of said rail and part, and a welding filler within said groove and welded to said coacting means.

8. A point rail comprising, as an element thereof, an insert constitutingv a separate point section for a recessed part of the point rail proper, said insert having an end edge portion and a bottom edge portion, said end edge portion being curved and merging into said bottom edge portion.

9. In. combination, a point rail proper having a recess in the upper portion of its pointed end formed with a beveled bottom wall and a beveled curved end wall merging into the bottom wall, and a switch point part conforming in contour to the shape of the recess, seated on the latter and welded to said walls, the said part having edge portions beveled, the bevel being continuous and extending upwardly from the inner to the outer sides of the insert.

10. A point rail comprising in combination, a point rail proper, and a separate point section mounted therein, said point rail proper and point section having coacting means to provide a V-groove opening at corresponding sides of the point rail proper and said section, and a welding filler completely filling the groove and welded to the walls of the latter.

11. A point rail comprising in combination, a point rail proper, and a separate point sec tion mounted therein, said point rail proper and point section having coacting means to provide a V-groove opening at corresponding sides of the point rail proper and said section, and a welding filler completely filling the groove and welded to the walls of the latter, said groove formed of a stretch disposed lengthwise with respect to the point rail proper and section and an upwardly extending curved stretch merging at its lower end into the inner end of said other stretch.

12. A point rail comprising a recessed point rail proper, and a separate point section mounted in the recessed portion of the point rail proper, said section and point rail having coacting means to provide a groove opening at corresponding sides of the point rail proper and formed of a stretch disposed longitudinally with respect to the point rail proper and section and a stretch leading upwardly from the inner end of the other stretch, and a filler for and welded to the walls of said grooves.

13. A point rail comprising in combination, a point rail proper having a recess formed with abottom wall and an upstanding inner end wall, said bottom wall inclining downwardly from the inner to the outer side of said pointrail proper and said end wall inclining in a rearward direction from the inner to the outer side of said point rail proper, and a separate point section having a bottom edge portion and an inner end edge portion, said bottom edge portion inclining upwardly from the inner to the outer side of said section and said inner edge portion inclining forwardly from the inner to the outer side of said section, said walls and edge portions coacting to provide a V-groove opening at the inner side of the point rail, and a filler for said groove welded to the walls thereof whereby the point rail proper and point section are secured together.

14. A renewed switch point rail comprising in combination, a used switch point rail having a recess at one end terminal thereof formed solely with a bottom wall and an inner end wall, and a switch point section formed of a heat treated, tapered portion of a used track rail, said section having a bottom edge, an outer end edge and an inner end edge, said section positioned in said recess, the said bottom edge, inner end edge, bottom wall and inner end wall being so formed and coacting to provide a groove opening at the corresponding sides of said used switch point rail and section, and a filling within and welded to the walls of the groove for connecting the section and used switch point rail together to form the renewed switch point rail.

15. A renewed switch point rail having a wearing point consisting of a heat treated part of a used track rail, said part having a bottom edge and an upwardly extending,

' curved inner end edge.

In testimony whereof, I aflix my signature hereto.

ROBERT B. ALFONTE.

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