US2056729A - Rail - Google Patents

Description

P. W. LEISNER ET AL RAIL Filed 0012. 22, 1952 4 Sheets-Sheet 2 [man/0715 Rad' Zd Lmmer and erfzczraZ/Q/d oct. 6, 1936. P W LEISNER ET AL 2,056,729

RAIL

Filed Oct. 22, 1932 4 Sheets-Sheet 5 @CL 55 1936- P. W. LEISNER ET AL 2,056,729A

RAIL

Filed gre. 22, 1952 4 sheets-sheet 4 A fLUeni/or Q DCLuZ Zd Eisner and armani ffLoC/arcl Patented Oct. 6, 1936 UNITED STATES PATENT OFFICE RAIL Paul W. Leisner, Evanston, and Bernard M.

` Lockard, Oak Park, Ill.

Application October 22, 1932, Serial No. 639,086

4 claims. (o1. 23S-125') v Fig. 5 is a view showing a transverse sectional This invention relates to rails, and particularly to rails employed in railroad construction designed to carry heavyequipment andtraiic, it being understood, however, that the invention is- 5. equally applicable, and substantial benets may be obtained from its use where lighter equipment is carried as, for; example,A in street railways, or the like.

One object of the present invention is to pro vide a structure wwhereby the wear, particularly on curved rails and wheel flanges cooperating therewith is controlled in a manner to reduce such wear to a minimum degree.

A further object oi the invention is to provide a rail of a stiffer and stronger character.

A still 'further object of the invention is to improve devices of the characterdescribed in sundry details hereinafter referred to and particularly pointed out in the appended claims.r

Embodiments of 'the presentv invention are shown for illustrative purposes in the accompanying drawings, in which Fig. 1 is a view showing a transverse sectional outline of a pair of rails embodying features of our invention, illustrating the relationship of a pair of anged wheels with respect thereto, and showing in dot and dash lines the contour of a so-called standard or present type rail head for purposes of comparison.

Fig. Z is a view showing a transverse sectional outlinel of a rail illustrating a modied form of our invention, and showing in dot and dashlines the contour of a standard or present type rail head for purposes of comparison.;

Fig, 3 is a view showing a transverse sectional outline of a pair of track rails of standard or ordinary type* with a pair of guardv rails positioned therebetween and portions. of a pair of flange wheels in various conditions of wear shown on the track rails, for example', the wheel outline shown by a full line being thatl of a new or unworn ange and' wheel tread of standard construction; the dash line illustrating the wear'of the wheel flangey caused by a rail head of our improved. construction, and the 'dotted line illustrating the wear of the wheel flange caused by the present or ordinary rail head construction, the view being intended to illustrate conditions encountered where guard' rails are employed in. conjunction with rails of present or standard type head construction;

Fig. 4 is a view similar to Fig. 3 illustrating similar conditions of wheel flange wear and their relation to guard rails when track rails of our improved construction are employed;

outline of an ordinary rail head and wheel, and illustrates the action of certain forces exerted by the wheel and flange on heads of ordinary or standard type rails;

Fig. 6 is a view showing a transverse sectional outline of a rail headembodying our improved construction; and illustrates the action of certain forces exerted by thev wheel and flange on rails embodying our improved head construction;

Fig. 7 is a view showing a transverse sectional outline of a rail embodying a further modified form of our invention; and

Fig. 8 is a fragmentary plan view of a track rail illustrating the manner of joining rails embodying our improved head construction with rails of the ordinary standard type.

By way of explanation, it may be pointed out that the present type standard rail used. on railroads at the present time has becomev known generally in railroad circles, and among those familiar with the art as the Vignoles rail by reason of the structure having been developed by Charles Blacker Vignoles in England in 1836, and in the following specification, it will be understood that reference to the Vignoles rail is intended to cover all variations of the present type standard rail, but not the improved, so-called free rolling rail type disclosed and claimed, in the present application.

The present invention consists of a new form of rail head of ysuch a character that a portion of its contour, as nearly as practical, conforms preferably and substantially to the contour of the llet in the American standard railroad wheel, known and identified as the Master Car Builders (M. C. B.) standard tread and flange for car wheels.

Referring particularly to Fig. 1, it will be inoted that our improved rail indicated as a whole by the numeral Il) comprises a base II and web I2 of substantially ordinary or standard form, but that the batter or sides I3 of the head are inclined at a substantial angle to the vertical center line of the rail, the inclination being preferably approximately 4 and 5/8 inches in 12 inches, or 21 degrees 04 minutes and 39 seconds, and that the llets I4 extending between the sides I3 and the top I5 of the rail are of a radius substantiallyy greater than the llets I6 of the Vignoles type rail, the head contour of which is shown for purposes of comparison by dot and dash lines in Fig.

1, the fillets I4 of our improved rail being constructed preferably to conform substantially to the nllet Il of M. C. B. standard construction,

which is between 5A, inch and 3A inch, inclusive, or approximately -Fsinch radius, connecting the flange I8 with the tread I9 of an American standard railroad wheel 20.

For purposes of comparison, a Vignoles rail known as the American Railways Association pound typeB rail is illustrated by the dot and dash lines in Fig. 1, and it will be observed that the Vertical depth of our improved head is somewhat less than that of the Vignoles rail, and that the overall width of our improved head is somewhat greater, the material omitted from the underside of our improved head having been added to the sides thereof, thereby providing a rail of substantially like weight as the present type B 100 pound Vignoles rail, and designed to be laid in a track on substantially the same center lines as the present type Vignoles standard rail, the improved rail head, although of greater overall width than the old type rail head, being substantially the same so far as gauge is concerned.

The modified rail head shown in Fig. 2 is substantially like that shown in Fig. 1 so far as the sides of the head and the fillets are concerned but it will be observed by reference to the dot and dash lines illustrating the outline of the Vignoles rail for purposes of comparison, that the vertical depth of our improved head is substantially equal' to that of the Vignoles rail, and having a head of wider overall dimension provides a substantially heavier construction than that illustrated in Fig. l, and heavier than the ordinary Vignoles standard type rail.

Although in railroad construction there are few instances Where the rails in the curved portion of a track are heavier than rails in the tangent portion thereof, yet in a curved track the wear is far greater than in the tangent track, and, owing to the centrifugal force exerted by fast trains, the load is far greater on the outer rail than on the inner rail, or than on a tangent or straight track, and owing to the super-elevation of the outer rail in a curved track, slow trains cause a greater load on the inside rail than on the outer. In such circumstances, the heavier rail illustrated in Fig. 2 is most desirable from a standpoint of wear control and also serves the purposes of adding strength and stiffness in a curved track when a rail of this type is employed.

In Fig. 3 is shown a pair of Vignoles track rails 2| and 22, and also a comparison between the wear on wheel iianges and fillets caused by running on Vignoles rails in curved tracks as illustrated by dotted lines 23, and the wear caused by running on our improved rail head in curved tracks as illustrated by the dash lines 24. Wear on the flange and llet is practically all caused by curved tracks, while the bulk of the wear on the tapered tread of the wheel is produced in the tangent track.

In Fig. 3 is also shown how these two wheels worn in the manner above described aiiect standard flange-ways. New wheels are shown in full lines 25. It will be noted that wheels worn on our improved rail head shown in dash lines and new wheels shown in full lines illustrate an insignificant, if any, interference with the guard rail 26, but the wheel flange wornby the Vignoles rail head as illustrated by dotted lines 23 shows, at the right hand side of Fig. 3, a pronounced and serious interference with the guard rail 26, all of which clearly illustrates the manner in which our improved rail head controls the wear on wheel flanges and rails in curved tracks.

Further evidence of the advantages and usefulness of our improved rail head construction will be apparent by reference to Fig. 4, which illustrates a pair of track rails 28 and 29 embodying our improved rail head construction shown in conjunction with a pair of guard rails 30 and 3| of the. Vignoles type, and as in Fig. 3, the portion of the wheel flange being shown by full lines 25 to indicate a new or unworn flange, the dash line 24 illustrating a ange Worn by our improved type rail and the dotted line 23 illustrating a iiange worn by the Vignoles type rail. Fig. 4 illustrates the eiect of substituting our improved rail head for that of the Vignoles rails in tangent tracks and it will be observed that no signicant interference with the guard rail by either of the two worn wheels is apparent, and it will be observed also that wheel flanges badly worn by Vignoles rails as indicated by dotted lines 23 are badly out of gauge on Vignoles rails as indicated in Fig. 3, but are in gauge on rails embodying our improved head as indicated in Fig. 4.

In the use of our improved rail head, contact with a new wheel flange can be made the maximum practically attainable and this is important in two ways; first, as the rate of wear in depth must be inversely proportional to the length of contact, the initial destruction of rail and wheel flanges must necessarily be much retarded by the use of our improved head; second, after the initial wear has taken place, the contours of the improved rail head and wheel flange fillets are still similar if the improved rail head is used, as shown by the dash line 24 in Figs. 3 and 4, while the long sweep fillet so important for the wheel flange is destroyed and permanently lost [if Vignoles rails are used as illustrated by the dotted lines 23 in Figs. 3 and 4.

The portion of a track where the strongest lateral forces are met with are the curved portions, and while the two-wheel truck rolls with ease through a serpentine course, the four-wheel and still more so, the six-wheel truck are, by virtue of their construction endowed with great potential resistance against being diverted from the tangent course. The only likely result is that all four Wheels will partly roll and partly slide as soon as the center line of the truck ceases to coincide with the center line of the track, and it is evident that the amount of the sliding increases with the degree of divergence between these two center lines, whereas for the two-wheel truck, all paths oier the same resistance, for the four-wheeled truck, the line of least resistance is along the center line of tangent track. As sliding friction between wheels and rails is a very considerable force, even with wheels of empty cars, strong lateral forces must be present before the truck can be pushed far enough to seriously engage the wheel ange with the rail.

Assuming the gross weight of a loaded car to be 120,000 pounds on four axles, 30,000 pounds per axle, or 15,000 pounds per wheel, and the car running through a curved track with the wheels on the axle rolling forward and sliding toward the inside of the curved track, and assuming further that the lateral force required for sliding is 15% of the axle load or 4500 pounds. Fig. 5 shows for example an outside forward Wheel 32 on a rail 33 having a Vignoles type head, and in a position in which the wheel must begin to slide off the rail toward the inside as it has climbed the rail so far that the inclination of the tangent to the contact is steeper than the angle of friction, and the horizontal component of the contact pressure is 4500 pounds. The contact pressure,

or the pressure perpendicular to the tangent to the contact is 15,600 pounds. Assuming a 1A; inch Contact transversely to the rail, a 1 inch contact along the rail, and assuming further that the contact surface between the wheel and rail will be of elliptical shape, having an area equal to 1/8 1 pi divided by 4, which equals approximately square inch, the unit pressure on the contact surfaces is then 15,600 pounds divided by 11s, which equals 156,000 pounds per square inch, resulting in a visible flow of metal which constitutes the rapid wear on new Vignoles rails in curved tracks, and the rapid destruction of the long sweep fillets on wheel flanges.

Comparing the condition shown in Fig. 5 with that shown in Fig. 6, wherein a Wheel 34 is shown in position on a rail of our improved head construction, it will be observed that in Fig. 6, the wheel does not climb the rail at all. The top of the rail is relieved of a portion of the 15,000 pound wheel load to the extent of 1800 pounds, and the pressure perpendicular to the contact where sliding takes place is only 4800 pounds. The contact, in the present instance, is 'M3 inch transversely to the rail, and a l inch contact along the rail is assumed as before. Under these circumstances, the contact area, gured in the manner set forth with reference to Fig. 5, will be 1/8 1 pi divided by 4 plus 7/8-1/8) X1, which equals approximately 17 /20 square inch. The unit of pressure on the surface in this instance is 4800 pounds divided by 17/20, which equals 5647 pounds per square inch as compared with 156,000 pounds per square inch under the conditions illustrated in Fig. 5. The comparatively very low unit pressure obtaining under the conditions illustrated in Fig. 6 results in very slow wear of both the rail and wheel, when rails embodying our improved head construction are employed. Furthermore, by reference to the dash lines 24 in Figs. 3 and 4, it will be apparent that although slow wear of the wheel ange will result from the use of our improved rail head, the flange iillet is not destroyed as it is by the Vignoles rails, but instead the fillet is slightly enlarged by Wear and the general contour of the fillet preserved.

Fig. 7 illustrates a further modified construction of our improved rail head wherein the inclined side faces or batter 36 of the head are inclined at a substantially greater angle than disclosed in Figs. l, 2, 4 and 6, the inclination being preferably approximately 8 inches in 12 inches, or 33 degrees 41 minutes and 24 seconds. It will be understood that the structures disclosed are merely illustrative, the principal features of our invention being the introduction of bolder llets at the top of the rail head and a stronger batter of the sides of the rail head than ever contemplated in ordinary standard rails of the Vignoles type.

Fig. 8 illustrates the manner of joining a track rail 39 of our improved head construction with track rails ll of the ordinary standard or Vignoles type, the rail 39 being provided with tapered side portions 42 adjacent one of its ends Where it joins the end of the standard or Vignoles type rails 4 l.

It will be observed from the foregoing description that the present invention provides a new and beneficial type of rail head which materially reduces wear on wheel flanges and rails to a considerable degree, and by reason of its structure, provides a rail of a stiiier and stronger character.

Obviously, the present invention is not limited to the precise construction and arrangement shown and described, as the same may be variously modified without departing from the spirit and scope of the invention as set forth in the appended claims.

What we claim as new and desire to cover by Letters Patent is:

1. A rail for use with Master Car Builders standard wheels having a head, said head having a top portion of substantially standard Width and having a side portion inclined downwardly and outwardly with respect to the top portio-n, and a fillet having a radius not less than ve-eighths inch nor more than three-quarters inch connecting said inclined side and top portion.

2. A rail having a head with its. wheel engaging portions shaped to conform to the rail engaging portions of the Master Car Builders standard wheel, said head having a top portion of substantially standard width and oppositely disposed side portions, one of said side portions being sloped downwardly and outwardly from the top portion at an angle of approximately twenty-one degrees with respect to the vertical center line of the rail, and a fillet having a radius of approximately eleven-sixteenths inch connecting said sloping side and top portion.

3. A rail for use with Master Car Builders standard wheels having a head, said head having a top portion of substantially standard width and having side portions, one of said side portions being inclined downwardly and outwardly with respect to the top portion at an angle corresponding to the angle of a line tangent to the point of the reverse curve formed on the inner face of the Master Car Builders standard Wheel flange, and a fillet connecting said inclined side and top portions, said llet being of a radius corresponding to that of the Master Car Builders standard car wheel fillet.

4. A rail for use with Master Car Builders standard wheels having a head, said head having a top portion, a downwardly and outwardly sloping side portion, and a connecting llet portion, the radius of curvature of said fillet portion oorresponding to the radius of curvature of the fillet of the Master Car Builders standard whe-el, and the side portion of the rail being disposed at an angle corresponding to the angle of a line tangent to the point of reverse curve formed on the inner face. of the flange of said wheel, whereby to prevent climbing and sliding of the wheel upon the fillet of the rail as the wheel rolls along the rail.

PAUL W. LEISNER. BERNARD M. LOCKARD.

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