IMPROVEMENTS IN BAR ROLLING MILLS
Year: 1882

page_text: LETTERS PATENT to John Imray of No 28 Southampton Buildings, Chancery
Lane, in the County of Middlesex for an Invention of "IMPROVEMENTS IN
BAR ROLLING MILLS "A communication to him from abroad by Uri Haskin
of Pittsburgh Pennsylvania, United States of America―Machinist.
PROVISIONAL SPECIFICATION left by the said John Imray at the Office of
the Cominissioners of Patents on the 27th December 1882.
"
JOHN IMRAY of N° 28 Southampton Buildings, Chancery Lane, in the County of
Middlesex "IMPROVEMENTS IN BAR ROLLING MILLS [A communication to him
from abroad by Uri Haskin of Pittsburgh Pennsylvania, United States of America-
Machinist.]
This invention relates to rolling mills employed for rolling iron or steel to the
form of rails or other bars, particularly to such mills as have a train of rolls
operating successively on the metal, so that the bloom, fagot or ingot fed to the
rolls at one end of the train issues from the rolls at the other end in a finished
form. The principal objects of the present improvements are to provide for the
twisting of the bar as it passes from one pair of rolls to the next so that it may be
pressed in a direction at right angles to that of its previous pressure, to provide
ready means of separating the rolls so as to give access to the metal under operation
in case of accident, to provide for correctly adjusting the driving gear of the
successive rolls so as to make allowance for wear and for variation of speed, and in
cases of bars such as rails having parts of their sections of various thickness to
provide against the undue straining and cracking of the thin parts that soonest
cool and against the bending of the bars as they are delivered from the mill.
For the purpose of giving the bar a twist through a right angle as it passes from
one pair of rolls to the next, the upper roll of the first pair is set with its axis
slightly inclined to the axis of the lower roll, and the bar, which by the action of
rolls so arranged is made to twist itself, is guided to the second pair of rolls through
a helical guide. It is preferred to make the obliquity of the rolls such as to give the
bar a little more than the required twist and to take a little of this twist out by
means of the guide. The final pair of rolls where no twist is required are set with
their axes parallel.
In order to give ready access to the metal between the rolls, the housings of
horizontal rolls and the guides attached to them are divided in a horizontal plane
passing through the line of travel of the bar operated on. The upper part of the
housings with the upper roll and the upper half of the guides can thus be raised

page_text: either vertically or folded over on a lateral pivot as the flap of a hinge leaving the
lower roll exposed with the metal on it.
In the case of vertical rolls the framing is divided vertically and both of the sido
frames can thus be folded back so as to open apart as the flaps of a hinge, the
movement being aided by springs. When the rolls and their framings are large
and heavy, the raising or opening movement is given by connections to a plunger
or piston worked by hydraulic or equivalent pressure. These connections are made
to bell crank catches mounted on the movable parts of the framings, these catches
engaging in recesses in the stationary parts. Thus the first effort of the hydraulic
power is to release the catches, and, these being released, the continued hydraulic
action operates to raise or open apart the movable parts of the framing. The
bearings of the roll spindles are provided with suitable guides to keep them in
place in the housings and with adjusting screws for regulating their horizontal and
vertical positions. It is preferred to introduce between the bearings and the points
on which they press caps or pieces of comparatively weak character so that these
shall give way before any damage can be done to the more important parts of the
machinery. To allow for the separation of the rolls, they are driven when necessary
through clutches having their teeth of ratchet shape so that they can readily
engage when the parts of the framing are folded back into working position.
When wobbling couplings are employed for horizontal rolls, these are somewhat
hollowed internally in their middles so as to allow better for errors of allignment in
the driving shafts. Also, to allow for the lifting or folding back of the upper roll its
coupling is made to slide along the driving spindle, and is kept in working position
by placing on the spindle a spreader or, stop consisting of two pieces (which may
be of wood) that enter two of the flutes of the spindle and are held in position by
a half spring ring connecting them.
The successive rolls of a train have to be driven at different speeds to allow for
the stretch of the metal as it is drawn. It is preferred to make the increase of
speed of the successive rolls somewhat less than what would be due to the extension
of the metal, so as to put a slight longitudinal compression on the metal as it issues
from each pair of rolls. This is especially important in rolling rails as it prevents
the thin and most quickly cooled parts of their section, such as the flanges, from
giving way. For communicating motion to the successive horizontal rolls of a
train, their driving shafts are mounted in adjustable bearings in a strong framing
and are provided with driving pinions which are preferably made with teeth
inclined both ways in the shape of a V. On this framing are bolted a number of
intermediate upper frames having adjustable bearings for the shafts of intermediate
pinions that gear with the driving pinions on the shafts below. These upper
frames are held down by bolts passing through slotted holes so that they can be
shifted horizontally, whilst the bearings which they carry for the intermediate
shafts can be shifted vertically by means of adjusting screws. Thus the intermediate
pinions can be accurately adjusted to the driving pinions.
For rolling flanged rails the train consists of both horizontal and vertical rolls,
arranged in close proximity to each other and so shaped as to reduce the bloom
faggot or ingot fed to the first pair gradually to the finished form, the two last pairs
of rolls being of the vertical kind so as to deliver the rail with its flange horizontal
and lowest, as in this attitude the rail has least liability to become bent by its own
weight. Eleven successive pairs of rolls suffice for operating on a flanged rail.
The first and third pairs horizontal, with the intermediate second pair vertical,
serve to reduce and shape the metal to approximately hexagonal section. The
fourth and fifth pairs are vertical rolls indenting the sides of the bar; the sixth
pair is horizontal spreading the flanges a little each way. The seventh and eighth
pairs again vertical, with the ninth pair horizontal, carry the indenting of the sides
and the spreading of the flanges farther, and finally the tenth and eleventh pairs
vertical finish the rail to shape.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said John Imray in the Great Seal Patent Office on the 15th June
1883.
JOHN IMRAY of N° 28 Southampton Buildings, Chancery Lane in the County of
Middlesex "IMPROVEMENTS IN BAR ROLLING MILLS" A communication to me
from abroad by Uri Haskin of Pittsburgh Pennsylvania in the United States of
America, Machinist
This invention relates to rolling mills employed for rolling iron or steel to the
form of rails or other bars, particularly to such mills as have a train of rolls
operating successively on the metal so that the bloom, faggot or ingot fed to the
rolls at one end of the train,, issues from the rolls at the other end in a finished
form. The principal objects of the present improvements are to provide for the
twisting of the bar as it passes from one pair of rolls to the next, so that it may be
pressed in a direction at right angles to that of its previous pressure, to provide
ready means of separating the rolls so as to give access to the metal under operation
in case of accident, to provide for correctly adjusting the driving gear of the
successive rolls so as to make allowance for wear and for variation of speed, and in
cases of bars such as rails, having parts of their sections of various thickness, to
provide against the undue straining and cracking of the thin parts that soonest
cool and against the bending of the bars as they are delivered from the mill.
For the purpose of giving the bar a twist through a right angle as it passes from
one pair of rolls to the next, the upper roll of the first pair is set with its axis
slightly inclined to the axis of the lower roll, and the bar, which by the action of
rolls so arranged is made to twist itself, is guided to the second pair of rolls through
a helical guide. It is preferred to make the obliquity of the rolls such as to give
the bar a little more than the required twist, and to take a little of this twist out
by means of the guide. The final pair of rolls, where no twist is required, are set
with their axes parallel.
In order to give ready access to the metal between the rolls, the housings of
horizontal rolls and the guides attached to them are divided in a horizontal plane
passing through the line of travel of the bar operated on. The upper part of the
housings with the upper roll and the upper half of the guides can thus be raised
either vertically, or folded over on a lateral pivot as the flap of a binge, leaving the
lower roll exposed with the metal on it.
In the case of vertical rolls, the framing is divided vertically and both of the side
frames can thus be folded back so as to open apart as the flaps of a hinge, the
movement being aided by springs. When the rolls and their framings are large
and heavy, the raising or opening movement is given by connections to a plunger
or piston worked by hydraulic or equivalent pressure. These connections are made
to bell crank catches mounted on the moveable parts of the framings, these catches
engaging in recesses in the stationary parts. Thus, the first effort of the hydraulic
or other power is to release the catches, and these being released, the continued
hydraulic action operates to raise or open apart the moveable parts of the framing.
The bearings of the roll spindles are provided with suitable guides to keep them in
place in the housings, and with adjusting screws for regulating their horizontal and
vertical positions. It is preferred to introduce between the bearings and the points
on which they press, caps or pieces of comparatively weak character so that these
shall give way before any damage can be done to the more important parts of the
machinery To allow for the separation of the rolls, they are driven, when
necessary, through clutches having their teeth of ratchet shape, so that they can
readily engage when the parts of the framing are folded back into working position.

page_text: acute angle, as illustrated in Fig. 7. The grooves in the rolls being V-shaped, the
effect of the obliquity given to one of the rolls (and it may be given to either) is to
twist the bar so that it enters the next pair of rolls in an attitude at right angles
to that in which it entered the previous pair. The last or finishing pair of rolls
being both at right angles to the line of feed, the bar is delivered from these in a
straight untwisted condition.
The housings are divided horizontally between the upper and lower rolls of each
pair, the upper parts being hinge jointed to the lower parts, as illustrated in
Figs 4 and 5.
In these, as in the other Figures, B is the bed frame and H H¹ the hinge. The
upper part is held in position for work by means of one or more hinged stirrups A
having lugs A¹ on which engage eccentrics a turned by weighted handles A³.
Each top roll is provided with suitable guides a¹ a³, which are held in place by
cross bars 6 b, rods d d and springs e e as shewn in Fig. 14. The top guide
boxes bare supported by the bars b or may be made as a part thereof. The
bottom guides ff are held in place between the top guides and the guide
rests g g, and the bottom guide boxes h h are supported on cross plates i i.
In the top of each housing is a water box j, with an orifice in its bottom to
supply water to the rolls R R¹ having the grooves r.
The springs e which rest in depressed seats tend to keep the upper guides close
up to the upper rolls. The set screws D, of the housings are provided with
ratchet teeth clutches (Fig. 13) to prevent slackening of the screws and a latch or
catch D¹ (Fig 12) which can be turned to hold the clutch free or open.
In order to secure a sufficient twist of the bar, the upper rolls R' are preferably
placed a little more oblique than necessary, while the guides a through which the
bar passes from the rolls are made with a twist corresponding as nearly as possible
to that which the bar should have in entering between the next pair of rolls.
These guides being held rigidly, take out the excess of twist given by the rolls.
When the metal is under unfavourable conditions for twisting, the rolls give
approximately or exactly the twist desired, and when the conditions for twisting
are favorable so that the rolls give excess of twist, this excess is removed by the
guides, it being easier to untwist a hot bar excessively twisted, than to give
additional twist to a colder bar insufficiently twisted. The receiving guides a¹ and
the guide boxes have circular openings large enough for the bar to pass through
freely. The forms of the guides are more particularly shewn in Figs. 6 and 14.
Boxes or bearings for the rolls, such as are shewn in Figs. 8 to 11 may be used,
kept in place by suitable set screws. When it becomes necessary to change the
bottom roll (that usually being the roll through which the driving power is
applied), in order to detach with facility the connection by which it is driven, a
stretcher, shewn in Figs. 16 to 19 is employed. This stretcher is made of two
bars of wood or other suitable material, which fit into the grooves of the
roll necks, and are held together by curved plates ¹¹ of spring steel. The
stretcher is held by the springs with one end of each bar z bearing against the
coupling, and the other end against the end of the groove in the driving spindle.
Although in Figs. 1 and 2 only four pairs of rolls are shewn, it is to be understood
that the number of pairs of rolls may be varied according to the work to be
done. The operation of the continuous train is as follows. The hot bar or
billet is, in passing through the first pair of rolls, reduced to a diamond or other
polygonal shape, and by the action of the oblique roll and delivery guides, is
delivered to the next pair of rolls so twisted that the diagonal line which was
horizontal at the bite of the first pair of rolls, is turned to a vertical attitude
in passing through the next pair of rolls, and so on from each pair to the next,
until the last pair (which are horizontal, and have their axes parallel) deliver the
bar straight and untwisted, and of the desired size.
Should an accident occur while the rolling is in progress, the train is stopped,
the housing screws are loosened, and the upper parts of the housing are unlocked
and.thrown back as shown in Fig. 5; and as the upper guides and guide boxes are

page_text: thus raised, the bar can at once be removed, and the apparatus can resume its
working condition with very little loss of time. To facilitate the described move-
ment of the sectional housings, springs n are arranged which, while they allow
each moveable part to be turned back on to a support m, aid materially in lifting
or tilting it back to its working position.
In order that the driving mechanism may be quickly, readily and securely
attached to the rolls, and readily adjusted from time to time to compensate for the
wear or uneven wear of its boxes and pinions, the differential driving gear is
arranged with the driving shafts and pinions vertically adjustable and mounted in
open top housings, which are permanently attached to a single bed piece, and the
idler shafts and pinions are mounted in laterally adjustable open top housings, and
are provided with means of vertical adjustment. Also all the housings are pro-
vided with breaking caps, and the driving spindles are provided with spreaders,
such as herein before described, so that they can be readily attached to and detached
from the rolls and driving mechanism.
Fig. 20 is a side elevation of such adjustable differential driving gear; Fig. 21
is a plan of the same; Fig. 22 is a front elevation; Fig. 23 is an end view of one
of the driving spindles with its spring spreader in place; Fig. 24 is a side view of a
section of the driving or coupling spindle, the spring spreader and a section of the
coupling box; Figs 25 and 26 are vertical sections, and Fig. 27 is a horizontal
section of one of the housings, shewing its grooved inner surface; Fig. 28 is a
plan and Fig. 29 a section of one of the breaking caps; Fig. 30 is a lower plan,
and Fig. 31 an end view of one of the upper journal boxes of the housing; Fig. 32
is an upper plan and Fig. 33 an end view of the lower journal box of one of the
housings.
In these figures, like letters of reference indicate like parts. Figs. 21 and 22
shew only the driving gear for the first three pairs of rolls, it being understood
that additional idler shafts, pinions, etc, are to be provided for driving further pairs.
It is also to be understood that the driving shafts are to be connected by suitable
couplings and spreaders with the shafts of the lower rolls of the train. A is a cast
iron bed plate mounted on girders a a a, and provided with a series of per-
manently attached open top driving housings A¹ A¹ A' provided with vertical
adjusting screws a¹ a¹ a¹ operated in threaded boxes at their lower parts, and
against the lower surfaces of the lower journal boxes of the driving shafts, in order
to adjust the driving shafts and their pinions vertically from time to time, to keep
their axes in line with the axes of the rolls. Bx B B and B' B' B' are respec-
tively the lower and upper journal boxes of the driving shafts. These boxes aro
provided with a vertical rib at each of their sides (Figs 30-33) engaging in
vertical slots of the housings, so that they can be slipped down into position from
above and prevented from lateral displacement. CCC are the breaking caps of
the driving housings made sufficiently weak to give way under undue strain, in
order to save the more costly and less easily replaced portion of the mechanism
from serious injury. These breaking caps are provided with central ribs c c c
(Figs 28 and 29) and are slipped into position from below and held up against the
lower surfaces of the inwardly projecting lugs c³ (Figs 25 and 26) at the tops of the
housings by means of the upper vertical tightening and adjusting screws c¹ c¹ cl
(Fig. 20) which engage threaded bearings in them, and operate upon the top journal
boxes of the driving shafts. D indicates the intermediate detachable laterally
adjustable idler shaft housings. These housings are also provided with breaking
caps, journal boxes and upper and lower vertical adjusting screws, the journal boxes
and breaking caps being prevented from lateral displacement by means of their
vertical ribs which engage in vertical slots c³ (Fig. 25) of the housings. These idler
shaft housings are suspended in position between the others by means of their
laterally projecting arms d d, which rest upon the upper ends of the driving
housings, and the arms d d are slotted so as to allow of lateral displacement of the
idler housings from time to time, in order to readjust the idler pinions to coin-
pensate for their wear, lateral adjusting screws being used for this purpose.

page_text: E E' E' are the driving shafts mounted in suitable bearings in the lower and
upper journal boxes of the fixed housings, and provided with suitable driving
pinions E E E E which gear with the idler pinions F F³ mounted on
the idler shafts F F. These pinions are so proportioned as to communicate to
each driving shaft a speed greater than that of the shaft immediately preceding it.
In Figs 23 and 24, the spreader herein before described is shewn applied in
coupling the driving shafts to the roll spindles. The coupling box is constructed
in the usual manuer, except that the diameter of its hole increases gradually near
the ends to the middle, so as to allow the couplings to wobble without causing
dangerous strain if the shafts should get out of line with each other, the increased
diameter of the hole in the middle allowing a slight vertical or lateral play of the
shafts.within the box.
By reference to Figs. 25 to 33, it will be seen that the journal boxes are provided
with projecting ribs at their sides engaging in and admitting of vertical movement
in slots in the inner faces of the housings; the breaking caps have also central ribs
engaging in slots in the inwardly projecting lugs at the upper parts of the housings;
and the housings have suitable grooves on their inner faces and through their lugs
to receive the journal boxes and the caps, and allow their vertical adjustment
without lateral displacement. With this arrangement, the driving shafts may all
be readily and quickly adjusted in line with the axes of the rolls, and any portion
of the driving mechanism may be quickly thrown out of gear with the remainder
without altering the position of the driving shafts, or throwing them out of line
with the position which the additional sets of rolls will occupy when again placed
in the train. For instance, if only two sets of rolls are to be used, the idler shaft
and pinion, which transmits motion from the second to the third driving shaft, is
elevated (after its top adjusting screws are unloosed), its top journal boxes are
removed, turned over and placed on the lower boxes, thus serving as supports for
the journals of the idler shaft, and elevating it and the idler pinion out of gear,
and when additional sets of rolls are again to be driven, the entire driving.
mechanism is again thrown into gear by merely replacing the top boxes of the
third idler shaft, adjusting its breaking cap and screwing down its top adjusting
screws. The vertical and lateral adjustment of the idler shaft compensates for the
uneven wear of the pinions so that they may be kept constantly in proper gear
with each other, and the driving mechanism runs more smoothly, requires less
power and has less back-lash and jar, so that it is adapted to run longer trains
than driving mechanism as usually arranged.
Though pinions having V-shaped teeth or cogs as shewn are preferred, obviously
other forms of gearing may be employed. The breaking caps may be held up by
bolts or springs, or otherwise, instead of the screws c¹. The sectional roll housing
divided in a plane passing between the roll bearings, so that the upper section is
removeable froin its normal or working position, may be applied to the housings
of vertical or upright rolls along with fluid pressure apparatus for moving the
sections, as illustrated in Figs. 34 to 41. Fig. 34 shews a front elevation of a set
of vertical rolls having sectional housings, that allow the upper sections (divided
in a plane passing between the adjacent roll faces) to swing open or shut on pivots
on the lower fixed sections of the housings. Fig. 35 is a side elevation; Fig. 36
is a front elevation and Fig 37 a side elevation of a set of horizontal rolls with
housing divided as in Figs 1 to 5, but not hinged, the upper sections being raised
vertically by fluid pressure. Fig. 38 is a plan of the horizontal roll housing. Fig. 39
is a side elevation of it shewing the locking clutches released or withdrawn at
their lower ends from the rectangular slots formed in the lower fixed housing
sections. Fig. 40 is a front elevation to a reduced scale of the vertical rolls,
sectional housings, fluid pressure lift and its connections, shewing the moveable
sections of the housings in an open or thrown back position; and Fig. 41 is a side
elevation of a portion of a continuous train shewing three sectional housings,
provided with fluid pressure lifts, two of the housings being provided with

page_text: horizontal, and one (the middle one) with a set of vertical rolls. The rolls shewn
in these Figs. (34 to 37) are particularly designed for rails, and arranged so as to
provide against excessive strain on the thin metal of the flanges and against
deformation of the rail as it is delivered from the train.
In Figs. 34, 35, 40 and 41, A is the driving shaft of one set of the vertical rolls,
suitably journalled in pillow blocks B, which rest on suitable foundations, and
support the bed plates B', upon which are fixed the lower or stationary sections C
of the housings. On the front and hinder sides of each fixed section C, are journal
boxes c c for short shafts or pivots c¹ c' which are keyed or otherwise fixed into
the downwardly projecting luge or hinge joints of the upper moveable sections.
On each shaft c¹ and at each end, is keyed or otherwise secured a crank c³, which
is worked by a crank rod c³ pivotted at its upper end to a crosshead c. The
lifting rods d d of a hydraulic or other fluid pressure ram D pass through the
cross heads and are connected below to a housing cap d¹ which fits over the
upper projecting ends C² of the moveable housing sections C¹, so as to hold such
sections in place when the rolls are in working position. Thus, when an upward
motion is imparted to the plunger D¹ of the cylinder D, the first effect is to lift
the housing cap d' off the projections C² so as to unlock them, the lifting rods d
sliding freely through the cross-heads c; but when the housing caps d' come
against the under sides of the cross-heads c, motion will be imparted through the
rods c³ and cranks c² to swing the moveable sections outward or away from each
other by causing them to turn on the shafts c', and carry the rolls with them, as
illustrated in Fig. 40.
Each of the housing caps d¹ is of cast iron, in box form, open at the bottom and
at one side on which is hinged a plate d². An iron ring E surrounds the housing cap,
and and is provided with a set screw e bearing against a clamp-bar e¹, which bears
against the hinged plate d². When the parts are in the position shewn in Fig. 34,
the screw e is tightened up, and the moveable sections of the housings are tightly
clamped together, so that the rolls are held in the proper working relation. At d³
is a water inlet and outlet pipe with supply and discharge cocks d* and d³.
Suitable bevel gear wheels a a¹ drive the vertical spindles of the lower sections of
the clutch couplings F F¹ These vertical spindles are mounted in sleeve boxes a²
which are let into the lower sections of the bearings, and may be adjusted for
varying sizes of rolls by means of adjusting screws a³ a¹ The upper sections of
the clutch couplings shewn at F' F', are attached to the lower ends of the roll
spindles; and the meeting ends of the couplings F F¹ are provided with ratchet
teeth inclining at a sufficient angle in the direction in which the housing sections C¹
swing, to allow of their ready connection and disconnection. GG are tightening
screws for adjusting the rolls; and H H indicate the guides which may be
vertically adjusted by the usual adjusting screws, (not shewn) and laterally by
screws h h¹.
J J are counter weights suspended from the cranks c² to effect the
return motion of the housing sections C₁ after being separated by the hydraulic
apparatus. In Figs. 36, 37 and 39 is shewn a set of horizontal rolls, in sectional
housings L L' divided like the housings in Figs 1 to 6, but instead of being
hinged, the upper moveable section is guided so as to be raised by fluid pressure in
a cylinder D having a plunger D' and lifting rods d somewhat as in Figs 34, 35
and 40. In these Figs (36, 37 and 39) K K are the foundation supports, and k
the bed plates thereon. L is the lower or fixed section of the housings, and L' the
upper or moveable section. M M are locking clutches, each of bell crank form,
and hook shaped at its lower end. These clutches are pivotted in recesses made
in the upper moveable housing section L' a pair of them on each side of the upper
roll, their upper or outer free ends being linked to the lifting rods d. The hooks
at their lower ends are adapted to enter recesses made in the lower fixed section.
A top guide N is vertically adjustable by a screw rod and nut n and adjustable
to and from the roll by a screw n¹. A lower guide N' has an adjusting screw n²
O is the lower roll spindle and P P the gearing for driving the upper from the

page_text: lower roll. Under the upper roll bearings at each end is inserted a steel spring 8
so as to carry the top roll clear of the bottom roll when no metal is passing
through, and thus to avoid the shock of the upper roll dropping on to the lower
roll. The usual tightening screws are added at T T and a breaker t may be
inserted between the lower end of each tightening screw and the upper roll
bearing. When it is desired to raise the upper housing section, and with it the
upper roll (which may be done by hydraulic pressure as already described with
reference to Figs 34, 35 and 40), clamping screws vinay be so arranged that when
the upper housing section is to be raised they may be screwed in against the
flanges of the lower boxes or bearings, and by pressing them against the ends of
the rolls, so lock both that all will go up together. These screws v can also be
used as adjusting screws when the rolls are in use. The arrangement of a con-
tinuous train for rolling rails from rail blooms at a single heat and at one rolling
operation will depend somewhat on the size of the bloom, and the size of the rail
to be produced. For producing rails such as are usually employed in America,
about thirteen sets or pairs of rolls may be used, the first, third, fourth, sixth,
eighth, nintb, eleventh, twelfth and thirteenth pairs being horizontal. The first
five sets are preferably provided with grooves like those in use in the ordinary
cogging mill for like work, so as to reduce the bloom to the desired size of billet or
rail blank for the sixth set, which is the first set of rail shaping rolls. The seventh
set thins the flange, and reduces the width of the blank, until it is in proper
condition to enter the eighth set. The arrangement of these three sets is shewn
by elevation in Fig. 41. The remaining sets or pairs of rolls are provided with
grooves corresponding with those usually employed. For other sizes of blooms or
rails, the arrangement of the rolls may be varied.
In the rolling surfaces from the sixth pair to the end of the train, the tongues
and grooves of the horizontal rolls are reversed in each succeeding pair, so as to
cause the fin which forms up between the sides of the tongue and the walls of the
groove in one pair of rolls, to pass into the bottom of the groove of the next pair of
horizontal rolls and so to be worked down.
When the rolls are used for rolling bar iron and steel, the horizontal and vertical
rolls may be arranged alternately in sets or pairs and with alternating tongues
and grooves for working in the fins. Even in rail rolling, a single set of vertical
rolls may be used as dummy or swabbing rolls arranged as No: 2 in a continuous
train, wherein all other rolls are horizontal, and Fig. 41 may be considered as
illustrating such an arrangement. The proportioning of the gearing so as to cause
each successive pair of rolls to exert a back pressure on the bar or rail, can be
readily determined in practice, the roll dimensions, the speed desired in the first
pair, and the amount of reduction and elongation to be effected by each pair being
known. In the rail mill, the roll axes in each set are parallel and not inclined as
first herein described, and the spirally shaped guide boxes are not used.
Whenever the metal becomes clogged or jammed in the train or when for any
reason, it is necessary to raise or remove the upper rolls of the horizontal sets, the
inlet valves of the hydraulic lifts are opened so that the lifting rods d are raised.
This first swings the upper ends of the locking clutches M outwards and their
lower ends in wards, so as to unlock them, and then the full lifting strain coming
on the pivot bolts of the clutches, the upper moveable section is lifted, with the
upper roll, to the height desired, the screws v being first tightened as above
indicated (see Figs. 36, 37 and 39). When the vertical rolls are to be opened, the
set screws e are loosened to unclamp the housing cap d' and loosen the swinging
side d. Fluid pressure is turned on and the plunger D', rising, draws upon the
lifting rods d so as to lift the housing cap clear of the housing heads or
projections C. The top of the housing cap then engaging the under side of the
cross heads c, the rods c³ are drawn up, and these acting through the cranks c²,
(the pivot pins of which are secured rigidly to the crauks and to the half hinges of
the moveable sections C³) cause the housing sections C₁ to turn on the pivots, as

page_text: on hinge joints, and to swing outward away from each other as illustrated in
Fig. 34, 35 and 40. To restore or bring back the housing sections in either case,
the hydraulic pressure is released and the described operations take place in reversed
order.
With the horizontal rolls, the moveable section comes back or down by its own
weight, and is relocked by the weight of the plunger. With the vertical rolls, the
counterweights J cause the reverse motion.
By the arrangement of rolls described, reduction is effected so rapidly that there
is little loss of heat, and consequently very perfect flanges can be produced,
thinner and wider than usual, with little or no danger from the presence of
permanent rupturing strains or cracking, even when the material is of low quality.
The tendency to form cracks or put the metal under a permanent cracking strain is
counteracted by arranging the gearing as described, so as to put a back pressure on
the bar. The removal of rolls and replacement by others is greatly facilitated, and
the several sets or pairs of rolls are independently adjustable, so that the amount
of reduction effected by any one pair may be varied or adjusted with reference to
the back pressure.
Figs 42 to 54 illustrate such an arrangement of rolls for rails that the rail,
instead of lying on its side as it is delivered and so becoming bent and distorted
so as to require straightening, rests upon its flange during its passage through and
delivery from the train, this position giving it greater stiffness and ability to
resist the downwardly deflecting action of the weight of the metal. Fig 42 is a
front elevation of a set of horizontal rolls mounted in sectional housings separable
in a plane passing between the rolls.
The upper section of the housings is provided with suitable locking clutches to
engage in recesses formed in the inner face of the lower section of the housings,
and these clutches are adjusted to lock and unlock the sections by the action of a
set of rods attached to their upper ends and to the piston head of the hydraulic
plunger. Fig. 43 is a front elevation of a set of vertical rolls mounted in
sectional housings, which allow the two upper sections to swing open. These upper
sections are provided with a hydraulic apparatus to remove and replace their cap,
and to give them their swinging movement outwards, and with weights suspended
from the cranks of the housing pivots, to cause the sections to swing together again.
Figs. 44 to 54 shew by diagrams the successive roll grooves for forming from a
bloom or pile a finished rail resting on its flange instead of upon its side.
In Fig. 43, substantially the same arrangements are shewn as are indicated by
corresponding letters in Fig. 34, and the operation is the same, except that the fluid
pressure cylinder D is placed below instead of above, and a ball, attached to the
lower end of each lifting rod c³, plays up and down in a chamber formed in each
sleeve c¹ to the extent of the slack or last motion required in removing the cap D¹
before the hinged housings C" begin to turn on their pivots c and in replacing the
cap after the hinged housings have been brought back; but such ball takes a
bearing at each end of the sleeve chamber, so as to impart motion to the hinged
housings C. Also the rod d is raised and lowered as already described and is
jointed as at c³, so that its upper end may move with one of the sections C¹, when
the latter turns, and its upper and lower halves are guided and kept in linc, when
the plunger D¹ is in motion by means of clips or guides represented at co and c.
The rolls are shewn at R R and guides H H¹ which are vertically and laterally
adjustable by any suitable known means.
In Fig. 42, the same letters of reference indicate the same parts as in Fig. 36,
except that the hydraulic cylinder and plunger are below instead of above, and the
connections are correspondingly reversed.
For rolling rails, the first pair of rolls Fig. 44, is horizontal, the second, Fig 45, is
vertical, the third, Fig. 46, is horizontal, the fourth, Fig. 47, is vertical, the fifth,
Fig 48, is vertical, the sixth, Fig 49, is horizontal, the seventh, Fig. 50 is vertical,
the eighth, Fig. 51, is also vertical, the ninth, Fig 52 is horizontal, the tenth and

page_text: eleventh, Figa 53 and 54 are vertical, each set
being mounted in sectional
housings, constructed as shewn in Figs. 42 and 43. The first five sets have grooves
to effect a reduction of the bloom or pile, as in the ordinary mill, and the remaining
rolls have grooves to reduce the billet or blank into the finished rail form as in the
ordinary sets of rail rolls, the only difference being that the grooves are so arranged
in the successive rolls as to allow the rail to rest upon its flange, instead of lying
on its side.
Having thus described the nature of the said invention and in what manner
the same is to be performed, as communicated to me by my foregin correspondent,
I claim
First Constructing a housing for rolls in two parts, either or both moveable,
so that the rolls can be separated, substantially as, and for the purposes herein
set forth.
Second: In combination with the moveable part of a divided roll housing, the
use of a spring or springs arranged to assist in the movement, and of guides and
interlocking devices substantially as described and shewn in the drawings.
Third: In a continuous train of pairs of rolls, mounting one of the rolls of each
pair, except the last, obliquely to the other, substantially as, and for the purpose
set forth.
Fourth: The use of twisting guides in combination with oblique rolls, arranged
and operating substantially as described and shewn in the drawings.
Fifth For continuous trains of rolls, the use of differential driving gear,
consisting of a series of pinions mounted in a fixed housing, and a series of
vertically adjustable idler shafts and their pinions, mounted in laterally adjustable
housings, constructed and arranged substantially as and for the purposes set forth.
Sixth The construction of an open top housing with inwardly projecting lugs
at its upper ends, and having a detachable breaking cap with ribs engaged in
grooves in the upper portion of the housings, and held in position by vertical
adjusting screws, substantially as and for the purposes set forth.
:
Seventh The construction of an idler housing with lateral projecting slotted
arms adapted to rest upon and be bolted to the upper ends of the driving housing,
substantially as and for the purposes set forth.
Eighth Constructing a coupling box for roll shafts with its hole increasing
gradually in diameter from near the ends to the centre of the box, substantially as
and for the purposes set forth.
Ninth The construction of an adjustable spring spreader, consisting of two or
more spreading blocks attached to a segment of steel hoop, substantially as herein
set forth.
Tenth For the purpose of preventing the flanges of the rail blank from cracking
during the rolling, subjecting the heated metal to the reducing action of a series of
sets of rail rolls, arranged in close proximity and in line with each other, so that
several or all the sets may operate upon the metal at one and the same time, each
set being so speeded as to throw a back pressure on the metal as it is delivered
from the preceding set, substantially as and for the purposes set forth.
Eleventh: The construction of housings for a set of vertical rolls, composed of
two upper sections each pivotted to a lower section, and provided with suitable
actuating mechanism to impart a swinging lateral movement to the upper section,
and with adjustable detached housing cap with suitable mechanism for removing
and replacing the cap, constructed and arranged substantially as specified.
Twelfth In vertical roll housings having two upper sections arranged to swing
upon a lower section, mounting the driving gear on the lower section, with clutches
arranged to allow free engagement and disengagement as the sections are moved,
substantially as herein specified.
Thirteenth The combination of sectional roll housings with a hydraulic lift and
intermediate connections for raising or opening the moveable sections of the
housings, constructed and arranged substantially as, and for the purposes specified.

page_text: Fourteenth For the purpose of preventing a rail from bending during its rolling
and delivery from the rolls, arranging the grooves of a series of rolls, in such
positions relatively to each other, as to allow the metal to rest upon its flange
during its passage through all the grooves, substantially as specified.
In Witness whereof I the said John Imray have hereunto set my hand and
seal this Fiteenth day of June in the year of our Lord, One thousand, eight
hundred and eighty three.
JOHN IMRAY (L.S.)