US2169776A - Method for hardening the ends of railway rails - Google Patents

Description

Aug.- 15, 1939. J WERNER 2,169,776

METHOD FOR HARDENING THE ENDS or RAILWAY RAILS 6 Sheets-Sheet 1 Filed Nov. 30, 1956 Aug. 15, 1939. F. J. WERNER 2,169,776

METHOD FOR HARDENING THE ENDS OF RAILWAY RAILS Filed Nov. 30, 1936 6 Sheets-Sheet 2 Aug. 15, 1939. F. J. WERNER METHOD FOR HARDENING THE ENDS OF RAILWAY-RAILS Edam; E7270? Ildern e77 6 Sheets-Sheet 3 Filed NOV. 30, 1936 Q myzqza Aug. 15, 1939. F. J. WERNER 7 METHOD FOR HARDENING THE ENDS OF RAILWAY RAILS Filed Nov. 30, 1936 6 Sheets-Sheet 4 F. J. WERNER Filed NOV. 30, 1936 METHOD FOR HARDENING THE END'S OF RAILWAY RAILS Aug. 15, 1939.

Aug. 15, 1939. F, J ER R 2,169,775

METHOD FOR HARDENING THE ENDS OF RAILWAY RAILS Filed Nov. 30, 1936 6 Sheets-Sheet 6 flew?! 7512a? JZJerzzer:

Patented Aug. 15.1939

pcrat c HARDENING THE ENDS F 'li llii'i iTAE-Z RAILS County, Ind, assignor any, 'Lhicago, El... a cor- Application November 30, 1936, Serial No. 113,525

2 Claims.

My invention relates to the hardening of the ends of steel railroad rails to render-them more resistant to wear and deformation under the severe pounding action exerted against them in the track by the travel of the rolling stock along the track.

My primary objects are to provide a novel method for accomplishing this purpose whereby the hardness of the rail ends may be increased over the original hardness of the rails as commonly provided in practice even up to. 100%, without injury to the rails and without danger of rendering them liable to fracture in the con tinued use thereof.

Another object is to provide for the desired graduations of hardness of the metal at the ends of the heads of the rails lengthwise of the rails along their upper portionsand from their uppermost surfaces downwardly toward the rail webs;

and to providefor the varying of these graduations when necessary to meet different conditions.

Another object is to provide for the accurate controlling of the treatment of the rail ends to the end that the ends of all of the rails to be hardened in accordance with given specifications of hardness, will be of uniform, or substantially uniform, hardness, thereby resulting in uniformity of product.

Another object is to provide for such treatment of the rail ends at relatively low cost; and other objects as will be manifest from the following description.

Referring to the accompanying drawings:

Figure 1 is a view in side elevation of rail-end heating apparatus suitable for use in thepracticing of my new method, the apparatus being shown as positioned on a raii end to be treated.

Figure 2 is a plan view of the apparatus of Fig. 1.

Figure 2 is a fragmentary sectional view of a detail of the apparatus of Figs. 1 and 2.

Figure 3 is an end view of the apparatus of the precedingv figures, viewing it from the right in these figures, the rail being treated, being shown Figure 6 is an enlarged sectional view'taken at the line 6 on Fig. 4 and viewed in the direction of the arrow.

Figure 7 is an enlarged sectional view taken at the irregular line I on Fig. 4. and viewed in 5 the direction of the arrow.

Figure 8, is a view in side elevation of apparatus for quenching the heated rail ends and suitable for use in practicing my novel method, the apparatus being shown as positioned on a rail end to be quenched.

Figure 9 is a plan view of the apparatus shown in Fig. 8.

Figure 10 is an end view of the apparatus of Figs. 8 and 9 viewing it from the right in these figures, the rail being treated being shown in section.

Figure 11 is an enlarged view in vertical sectional elevation of the apparatus of Figs. 8-10 showing it in place on a rail, the section being taken at the line I l on Fig. 10 and viewed in the direction of the arrow, the apparatus comprising controlling valve mechanism shown in open position.

Figure 11 is a section taken at the line H on Fig. 11 and viewed in the direction of the arrow.

Figure 12 is a view similar to Fig. 11 of the valve-equipped portion of the apparatus of this figure showing the valve in closed position.

Figure 13 is a section taken at the line I3 on Fig. 11 and viewed in the direction of the arrow.

Figure 14 is a section taken at the line H on Fig-11 and viewed in the direction of the arrow.

Figure 15 is a section taken at the line IS on Fig. 12 and viewed in the direction of the arrow.

Figure 16 is a section taken at the line IS on Fig. 12 and viewed in the direction of the arrow.

Figure 17 is a chart showing the graduations in Rockwell C hardness of the hardened portion of the rail end lengthwise along the rail and from the upper surface thereof toward its web, at a central longitudinal section of the rail represented by the line lI-ll on Fig. 18; and

Figure 18, a chart showing the graduations of hardness of the hardened portion of the. rail end from the upper surface of the rail toward its web at a transverse section through the rail half an inch from the end face of the rail.

In practicing my novel method according to one phase thereof the rail end to be hardened is heated at the portion of its end which. it is desired be the hardest in the finished rail to a temperature of from about 1500 F. to about 1600 F. depending on the composition of the rail, as for example by directing a flame of approximately 55 2000 F. against the upper corner portion of the rail end to-be treated and thus against the top surface of the rail head and the upper portion of the end face of the rail, for a. period sufiicient to heat the rail end to the temperature above referred to, for the purpose of producing the desired hardening of the heated portion of the rail upon quenching it.

Thus, by way of example, in the case of the treatment of a rail of approximately 131 lbs. to the yard and of standard, or approximately standard, composition, and where the rail end is to be treated to present approximately the Rockwell hardnesses on the C scale, upon quenching, as indicated in the charts of Figs. 1'7 and 18, the flame will be applied to the rail end as stated for approximately two and one-half minutes to approximately three minutes depending on the hardness values of the rail; rails of low hardness values requiring about three minutes treatment and rails of high hardness values of about two and one-half minutes treatment; and thereupon the heated rail end, quenched, as for example by directing air under about 60 lbs. per sq. inch pressure against the upper surface of the heated portion of the rail as by the cooling means hereinafter described, for about 2 minutes to about 3 minutes, depending on the hardness values of the rail, rails of low hardness values requiring.

about 3 minutes cooling treatment and rails of high hardness values about 2 minutes cooling treatment.

As will be noted from the charts referred to, the heating of" the rail end and its subsequent quenching in the particular example given results in the formation of an upper hardened zone l9 which extends entirely across the head of the rail at the rail end with its undersurface substantially throughout its length upwardly arched crosswise of the rail generally as represented by the dotted line 20 but of decreasing curvature .from the end face of the rail to its rear extremity,

this zone, which is of general wedge shape, gradually tapering, and its hardness progressively decreasing, from adjacent the extreme end face of the rail toward, and to, the running surface of the rail, as represented generally by the dotted line [9.

The metal of the zone l9, immediately below the running surface of the rail and in which zone the cooling is most rapid, is of very fine grain and the carbides are extremely small and highly dispersed. The cooling being less rapid farther down in this zone the grain is not quite so fine and the carbidesare slightly coarser, the structure of this portion of the zone being between that of a normal rail and the portion of the zone immediately below the running surface of the rail The treatment referred to also results in the producing of a zone 2| in the head of the rail which directly underlies the zone l9 and is of general arcuate form in cross section but of decreasing curvature from the end face of the rail. to its rear extremity. The zone 2| extends entirely across the head of the rail at the rail end and is generally inclined from the end face of the rail upwardly to the running surface of the rail, as represented by the dotted line 22, the upper boundary of the zone 2| being represented at the section in Fig. 18 by the dotted line 20 and its lower boundary by the dotted line 23.

The metal within the zone 2! is heated within the critical range which is approximately 1300 F., producing the partial spheroidizing of the pearlite of this zone resulting in a structure of less hardness, as shown by the charts referred to, than the normal pearlite structure of that portion of the rail underlying it which is maintained normal during the heat treatment referred to as this portion of the rail is not heated to a critical temperature.

Thus there is established in the particular treatment above referred to, a zone 2| of relatively soft steel which forms, in effect, a cushion for the body of hardened metal, (zone l9) which greatly minimizes danger of fracture of the rail at, or adjacent to, the zone IQ of hardened metal, under the impacts to which the rail is subjected in use.

My novel method may be practiced, by way of example, by the use of the heating apparatus shown, a description of this apparatus being as follows:

The heating apparatus shown, which has incorporated therewith clamping means for securing it in the desired position on a rail end to be heated, comprises a frame 24 in the form of a U-shaped plate member notched at its lower front corner, as represented at 25, to adapt it;as shown in Fig. 4, to fit over the end of a rail to be treated and represented at 26, whereby the head 21 of the rail and a portion of its web portion 28 extend into the confines of the frame 24.

A pipe 29 equipped with a control valvev 29, through which, in the particular construction shown fluid pressure suitable not only as a cooling medium but also for supporting combustion,

. as for example compressed air, is supplied to certain parts of the apparatus as hereinafter described, extends through the upper ends of the upwardly extending plate portions 30 and 3| of the frame 24 and, in combination with a handle 32 at the outer end of the pipe 29, forms means by which the operator may support the apparatus in applying it to, and removing it from, a rail.

The apparatus also comprises a burner element for heating a rail to which the apparatus is applied. The burner shown and suitable for use with either gaseous or liquid fuel comprises a ring 33 of refractory material rigidly secured at one end in an opening in the plate 30 and of Venturi shape at its other end as represented at 34. The ring 33 is surrounded by one end of a shell 35 secured thereto by screws 36 and having a refractory lining 31, the shell 35 being provided at its opposite end with a spacer ring 38 secured thereto by screws 39. Fitted in the ring 38 is a block 40 having a flange portion 4| lapping the outer face of the ring 38 and secured to the plate portion 3| as hereinafter described.

The shell 35, lining 31, ring 38 and block 40 are cut away, as shown, to receive the upper corner of the rail end within the combustion chamber comprising the lined shell 35 and substantially'conforminglyfit about the rail as shown the lower edge 35 of the shell 35 forming a stop to accurately position the burner on the rail.

Located within the spacer ring 33 is an inner nozzle 42 screwed into a surrounding outer nozzle 43 which, in turn, is screwed into a ring 44 fitted within the spacer ring 33, these nozzles and the ring 33 being concentrically spaced apart as shown to provide, frustoconical shaped annular passages 45 and 46 therebetween opening into the interior of the burner. The nozzle 42 is shown as extending inwardly slightly beyond the nozzle 43 and both nozzles extend into the rearwardly 7 flaring portion of the Venturi opening 34 from which they are concentrically spaced.

The nozzle 42 connects with a fitting 48, shown as provided with a rotary and reciprocable cleaning tool 49, into which opens a pipe 50 having a supply valve 5| and through which pipe the fuel for operating the burner is supplied from any suitable source.

The ring 44 is formed internally with an annular channel 52 opening through ports 53 in the outer nozzle 43 into the annular passage 45 and communicating with a pipe 54 having a sup-- ply valve 54 The pipe 54 is provided for conducting primary combustion supporting gaseous fluid, as for example compressed air, into the outer nozzle 43 and in the particular arrangement shown connects through a, T fitting 55 with a branch pipe 56 extending from the pipe 29 between the valve 29 and the source of fluid pressure.

A solid nipple 51 connects the T fitting 55 with the pipe 58, and thus with the pipe 56, making for rigidity of construction.

Provision is madefor supplying secondary combustion supporting gaseous fluid to the combustion chamber fromthe atmosphere, through the shell 35 and ring 33 and directing it against the inner end of the nozzle to cool it. To this end the shell 35 is apertured at intervals as represented at 58 and 66, the openings 58 communicating with an endless groove 59 in ,the periphery of the ring 33 and from which inwardly extend ports 60 staggered relative to the openings 58 and opening into the passage 46 between the outer nozzle 43 and the ring 33 (Figs. 4 and 5); and the openings 66 communicating with openings 61 in the shell.

It may here be stated that the primary combustion supporting gaseous fluid, under pressure, supplied through the pipe 54 discharges through the annular space 45 thus creating suction within the inner nozzle 42, the provsion of the Venturi portion 6| of which when properly proportioned to the particular fuel being used, resulting in the production of suflicient suction in the fuel line as to require no pressure on the fuel supply.

Regulation of the supplies of primary combustion supporting gaseous fluid and fuel to the burner to properly proportion them for obtaining perfect combustion for any degree of heat required may be efiected by adjusting the valves 55 and 5|v by the handles 62 and. 63 thereof which preferably are associated with adjustable stop devices 64 and 65, respectively, which, when set, insure the opening of these valves to such adjusted positions each time they are operated from closed to open position.

To permit of the escape of the waste gases from the combustion chamber the shell 35 and lining 31 are provided with registering open=ngs 35 and 3], respectively.

The heating apparatus also includes means for releasably clamping it in the desired operative and centered position relative to the rail end to betreated', these means comprising a pair of clamp plates 68 pivoted between their ends on studs 69 secured at one end to a block 10 on the front side of the plate 3| and connected therewith by bolts 1|, the studs 59 projecting forward from the block 10 and being connected" with the front head 12 of a cylinder 13 forming a part of the mechanism hereinafter described for operating the clamp plates; the studs 69 being preferably formed of sections 14 and 'l5 and plate and screw into the block 48 thus rig-.

idly securing the burner at its front end to the plate 3|.

The upper ends of the clamp plates 68 are pivotally connected by pivot pins I8 with the outer ends of links 13 the inner ends of which are pivoted on a stud 88 carried by, and extending upwardly from, a piston 8| reciprocable in the cylinder 13 which is screwed at its rear end into a socket 82 in the block I0, the stud projecting upwardly through an elongated slot 83 in the top of the cylinder. A coiled spring 84 interposed between the front end of the piston and the front cylinder end 12 normally holds the piston 8| in a position in which the clamp plates 68 are out of rail-clamping position.

The piston 8| is operated against the resistance of the spring 84 to move the clamp plates 68 to clamping position against the rail, by fluid pressure exerted, at the will of the operator by manipulating the valve 29, against the rear end of the piston 8|, this fluid being supplied from the pipe 29 to the cylinder through a branch pipe 85 opening at its lower end into the socket 82 in the block 18. The spring 84 serves to return the clamp-plates 68 to released position when the rear end of the piston is relieved of the force of the actuating fluid pressure referred to.

Provision is also made in the apparatus shown for directing a stream of the fluid from the pipe 29 against the cylinder 13 to maintain it, and the operating parts therein, cool, and to cool the forward end oi. the combustion chamber and the web of the rail.

To provide for cooling the cylinder the handle 32 is shown as containing a passage 86 communicating with the interior of the pipe 29 and having a downwardly directed outlet 81 so disposed as to direct a stream of cooling air against'the I cylinder 13.

To maintain the front end of the combustion chamber and the web of the rail in cool condition, the ring 38 is provided about its periphery with a groove88 supplied with air from the pipe 29 through. passages 89 opening into the groove and into a. passage 98 in thebottom wall of the socket 82, the plate 3|, block 48 and ring 38, the groove 88 communicating with passages 3| in the ring 38 which open through the surfaces of the ring which flank the web of the rail.

In the arrangement shown the air is supplied from the pipe 29 simultaneously to the cylinder 13, outlet orifice 81 and, through the ring 38, to the web of the rail, by opening the valve 29. Thus when the valve 29 is moved to closed position the air beyond this valve quickly vents through the orifice 81 and the ring 38 permitting the spring 84 to become effective for actuating the clamp plates 68 to open position.

The cooling apparatus shown and which may be used in the practicing of my novel method and connected together as by the rivets 95, this structure being designed to fit at its plate 93, which thus forms a stop, against the end of the rail 26 to be quenched, with its' heel brackets 94 engaging the upper surfaces of the flanges of the rail, provision being thus made for centering the rail relative to the structure described.

The clamping means of the cooling apparatus are of substantially the same construction as the clamping means of the above described burner apparatus and involve clamp plates 96, adapted to clam against the sides of the rail head, pivoted between their ends on studs 91 secured to the brace member 92 and to the front end of the cylinder hereinafter described.

Extending through the brace member 92 and plate 91'! and disposed between the studs 91 is a cylinder 98 the front end of which, heretofore referred to, is represented at 99 and contains in its underside a recess I00 at which it is adapted to closely straddle the head of the rail.

The cylinder 98 contains a piston IOI backed at its forward end by a coil spring I02 and carrying a stud I03 to which the inner ends of links I04 are pivoted the outer ends of these a links being pivotally connected with the upper end of the clamp plates 90.

The arrangement of the parts described is such, as shown, that when the cooling apparatus is applied to a rail end to be quenched as shown in Figs. 8-11, the forward end of the cylinder 98 extends over, and lengthwise of, the head of the rail on which it is positioned to direct a cooling medium against the top of the rail adjacent its end face; in the particular apparatus shown, simultaneously with the actuation of the clamp plates to clamping position. To this end the lower portion of the cylinder 98 contains an arcuate series of ports I05 so disposed that jets of cooling fluid supplied thereto will be directed against the top of the rail adjacent the face of the rail end, to be hardened, to distribute the cooling fluid substantially entirely across the full width of the top of the rail. The piston. IOI at the portion thereof registering with the ports I05 when the piston'is operated to a position in which the clamp plates 96 clamp the rail, contains a peripheral groove I06 communicating with ports I01 opening into a recess I00 in the rear end of the piston in communication with the rear end of the cylinder 98 as shown (Fig. 11) Cooling flui'd supplied to the interior of the piston IOI discharges through the ports I01 into the groove I06 and thence out through the ports I05 to the rail. The ports I01 at the bottom portion of the piston IOI are rather closely spaced the central one of these ports being shown as in alinement with the central one of the ports I05, the others of these lower ports I01, however, being in non-alinement with the other ports I05, thereby ensuring substantially uniform flow of cooling fluid entirely across the rail.

The means shown for controlling the supplying of fluid pressure to the cylinder 98 to actuate the piston IN and cool the rail end, comprises valve mechanism represented generally at I09 and interposed between the rear end of the cylinder and a pipe IIO which would lead from any suitable source of fluid pressure. as for example, and preferably, air under a pressure of about 60 lbs. per square inch.

The valve mechanism shown comprises a stationary casing III screwed at one end into a hollow head II2 forming the rear end of the cylinder 90 and at its opposite end into a hollow headII3 secured to the pipe H0, The casing III is provided with a partition II4 containing an opening H5 and presenting a valve-seat II6 the wall of the casing to the rear of the partition containing a spiral slot I I1.

Rotatable and reciprocable in the rear end of the casing III is an inlet valve II8 cooperating with the seat H6 and having a central passage II9 open at its rear end to the fluid pressure supply and communicating with ports I20 through which the fluid pressure, when the valve H8 is unseated, passes to and through the opening H5.

The valve H8 is provided with a dowel-pin I2I secured thereto and extending through the spiral slot II1-in the casing III and into an elongated slot I22 in, and extending lengthwise of, a bushing I23 rotatably mounted on the casing III between the heads H2 and H3 and connected to, and 'for rotation by, a sleeve I24 rotatably mounted on the heads H2 and II 3.

Thus upon rotating the outer sleeve I24, and with it the bushing I23, in clockwise direction in Fig. 13 throughout about 90, assuming the parts to be in the position as shown in Figs. 11 and 13, the dowel pin I2I and with it the valve I I8, is rotated and moved lengthwise forcing the valve II8 against the seat II6 to close the valve. Reverse rotation of the sleeve I24, as will be clear, will operate to unseat the valve.

The valve mechanism also comprises an exhaust valve I25 shown as of tubular form and rotatable in the front end of the casing III, the front end of the valve I25 having a web I26 containing apertures I21, and the web containing a central non-circular opening I28 through which a stem I29 extending forwardly from the valve H0 projects and in which the stem is slidable. The opening I28 in the web and the cross sectional shape of the stem I29 are square to serve as a driving connection between the valves II 8 and I25 while permitting the stem to slide in the valve I25.

The side wall of the valve I25 contains a port I30 in radial alinement with alined ports- I3I and I32 in the bushing I23 and sleeve I24, respectively, and the stationary casing III contains a port I33 with which the ports I30, I3I and I32 register when the valve H8 is in the closed position shown in Fig. 12 but out of -registration with which the ports I30, I3I and I32 extend (Fig. 14) when the valve I I8 is in open position.

When the valve I I8 is in open position the fluid pressure flowing through the opening II5 passes through the valve I25 and its openings I26 into the rear end 01' the cylinder 98. When the valve is moved to closed position the exhaust valve assumes open position and permits the fluid pres- The providing of the valve mechanism as described and its relationship to the cylinder 98 as shown, serves as a handle by which the cooling apparatus may be conveniently and easily applied to, and removed from, a rail-end as well as conveniently and easily controlled, the valve mechanism described being leak proof and quick acting, characteristics which are very desirable in apparatus of this general character. Furthermore, the apparatus may be provided of relatively light weight which is a factor in the ease of manipulation of the apparatus.

While the amount of air supplied to the heated rail end for the cooling thereof, through the ports I 05 will be suflicient in ordinary cases and practice, it may become desirable that a more drastic quench be provided for to meet special requirements. To this end the cooling apparatus is -formity of product.

shownas provided with supplemental cooling fluid supplying means comprising a pipe 134 having an outlet I35, shownas flattened at I38, positioned to discharge cooling fluid supplied thereto to the head of therail.

The pipe I34 is shown as connected with the pipe Ill by a branch pipe I31, having a valve I38, and a coupling I39, whereby the supplemental coolingfiuid is supplied to the nozzle I35.

tubular nozzle I40 leading-from a pipe having a shut-01f ,valv'e Illv and in communication with any suitable supply of, liquidpooling medium,

suchas water, oil, etc. Such: arrangement permits of the supplying of-supplementary cooling ,mediumfto'the rail'-.either gaseous or liquid or f-desired, liquid a mixture of t e; two, and e only through the pipe I34;

1 2.1 Preferred that;the cooling or "not by a gaseous medium supplied through T the "pipe, m, becompressedairf asjthe use of compressed air has'ibeehfo'und in practice to stood as intending to limit the invention to the use of compressed air as the cooling medium.

From the foregoing it will be understood that,

v by employing'my invention it is possible, upon determining the particular treatment to be given rails of a certainv composition-and size for the hardening or the ends" thereof as desired, to simiiarly harden each ofvv the rails inasmuch as each rail end may be heated to the same temperature, at the same location and for the same length of time and similarly cooled, thus resulting in uni- The fitting I39 is shown as providedwith a v U v :eous mediv um u'sed in the cooling apparatus'and supplied to ,the rail through "the I 05, "supplemented Furthermore, the particular treatments may be varied as conditions may require and still be within my invention. Thus, by way of example, it may be desirable in some cases to apply the cooling medium, applied from the cylinder Iil5to the rail ends, either closer to, 1 or fartherfrom, the end face of the rail than 7 shown in the drawings.

While I have described a particular procedure for carrying out my improved method and have referred to certain modifications thereof, I do I not wish to be understood as intending to limit my invention thereto as various other modifications in the procedure may be made and the invention practiced bythe use of other apparatus without departing from the spirit of my invention.

What I claim as new and desire to secure by Letters Patent, is: w

l. The method of hardening the end of a railway rail which is at a temperature below critical temperature comprising directing and con- .fining a heating medium to the end face portion of the head of the rail from its'upper extremity toa point above the lower extremity of the head and the adjacent top portion of the rail to heat saidportions H of the head above the critical,. hardening o-r transformation temperature, and

cooling the heated portions of the rail with sufficient rapidity to cause hardening of the portions heated above critical temperature.

2. 'I'hermethod of hardening the end of a railway rail which is at a temperature below critical temperature comprising directing and confining a heating medium to the end and side face portions of the head of the rail from its upper extremity to a point above the lower extremity of the head and the top portion of the rail adjacentsaid end to heat said portions of the head above the critical, hardening or transformation temperature, and cooling the heated portions of the rail withsumcient rapidity tocause hardening of the portions heated above critical temperature. 4 4 p FRANK J. WERNER.

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