CA1229018A - Mobile track leveling, lining and tamping machine - Google Patents

Abstract

ABSTRACT OF THE DISCLOSURE
A mobile machine for leveling, lining and tamping a track, which comprises a heavy main frame supported on two undercarriages spaced apart for continuous movement in an operat-ing direction, a drive for continuously advancing the main frame along the track in the operating direction, an operator's cab, a power plant and operating controls on the main frame, a lighter subframe leading one of the undercarriages in the operating direction, tamping heads mounted on the subframe for tamping ballast in intermittent tamping cycles under respective ties at points of intersection of the two track rails and the respective ties, a track lifting and lining unit associated with the two rails mounted on the subframe ahead of the tamping heads in the operating direction, the subframe and the tamping heads and track lifting and lining unit mounted thereon constituting an operating unit and the tamping, lifting and lining unit is arranged within sight of the operator's cab, and a drive connecting the lighter subframe to the heavy main frame for adjusting the position of the subframe in relation to the main frame in the operating direction, the drive of the main frame and the drive for the subframe being synchronized whereby the subframe may be held stationary intermittently during each one of the tamping cycles while the main frame is advanced continuously. The power plant delivers power to, and the operating controls control, the drive and the tamping heads and track lifting and lining unit.

Description

~Z290~3 1 This application is a Divisional of our co-pending Canadian Patent Application Serial Number 429,556 filed June 2, 1983, The present invention relates to a mobile track tamping machine, particularly a combined tamping leveling and lining machine, comprising two pivotally connected frames supported on two undercarriages spaced apart ln the dlrection of the track for mobility on the track in an operating direction. The track consists of two rails fastened to successive ties resting on ballast~ A first frame is the main frame of the machine and a second frame is a carrier frame for a ballast tamping unit arranged thereon ~etween the two undercarriages, U.S. patent No, 3,494,297, dated February 10, 1970, discloses mobile tràck tamping machines capable of simultaneously tamping a plurality of ties with a succession of ballast tamping units associated with each track rail, One of the embodiments of the disclosed machines has the above-described structure and the succession of tamping units is mounted on the second frame which has two sets of wheels spaced apart in the direction of the track for guiding the second frame therealong, Two jacks link the second frame to the first frame for vertically ad~usting the second frame in relation to the first frame and the second frame is equipped with rail clamps in the region of the two sets of wheels for lifting the track when the second frame is raised, A track lining tool unit is mounted at the rear of the machine, in the operating direction, This arrangement enables the track to be leveled in two successive stages, U.S. Patent No, 3,779,170, dated December 18, 1978, relates to a mobile track tamping, leveling and lining machine wherein the ballast tamping units associated with . ,~, ~29018 each cail are transversely adjustable on the main ~achine frame. An inductive sensor i~ associated with each tamping unit for sensing the transvere position thereof in relation tc the associated rail and a resultant control signal from the sensor controls a transverse adjustment drive so that the bal)ast tamping units are always centered over their associated track rails and th~s are accurately positioned not only in tangent track but also in curves.
In the mobile track tamper of U. S. patent No.
3,595,170, dated July 27, 1971, two twin tamping units are mounted on a carrier frame and are adjustably positionable in relation to each other in the direction of track elongation.
The carrier frame of the-tamping units is laterally pivotally or adjustably connected to the main machine frame to enable the tamping units to be repositioned laterally in alignment with a curvature in the track, the tamping units being arranged between two undercarriages supporting the machine on the track. Since the carrier frame ~ust support the weight and operating forces of all four tamping units, the frame structure must be massive and the pivoting or adjustment drive for the carrier frame requires considerable power.
U. S. patent No. 3,690,262, dated September 12, 1972, discloses a mobi]e track tamping, leveling and lining machine with three undercarriages spaced apart in the direction of the track. A ballast tamping unit as well as a track leveling and lining tool unit are arranged between the center and rear undercarriages, in the operating direction, while the front undercarriage is adjustable in the track direction or the direction of elongation of the machine and may be vertically adjusted. In this manner, the machine frame may ~ZZ9~
be selectively supported on the center or front undercarriage and the dist~nce thereof from the track leveling and lining tool unit may be so adjusted in relation to the required lifting stroke for leveling the track that the track rails are only elastically deformed during the leveling operation and are not subjected to undue stresses which may cause permanent deformations in the rails. When the machin~ frame is supported on the front undercarriage, relatively large lifting strokes are made possible. On the other hand, the adjustability of the front undercarriage position makes it possible to maintain the proper wheel base when the machine is moved between working sites.
U. S. patent No. 3,687,081, dated August 29, 1972, discloses a mobile track tamping, leveling and lining machine which advances non-stop and whose operating units are supported on elongated guides on the main frame of the machine. Suitable controls enable the units to be driven step-wise along the guides from tamping point to tamping point as the machine advances continuously. Similar arrangements for the combined use o~ track working cars some of which advance continuously while others adYance step-by-step are shown in British patent No. 1,267,322, published March 15, 1972.
U. S. patent No. 3,744,428, dated July 10, 1973, also discloses a mobile tamper with twin tamping units and the embodiment illustrated in Fig. 8 has two machine frames, each of which is supported on the track by front and rear undercarriages, and the two frames are linked together by a drive which is adjustable in the direction of the track.
Each frame carries ballast tamping units and a track leveling ~Z290~8 and lining tool ~nit. The adjustab]e coupling between the two frames enables the tamping units on the two frames to be properly centered over respective ties to be tamped, regardless of variations in the crib widths. Although the co!nmon leveling reEerence system enables this machine to be somewhat simplified, compared to the use o~ individual machines operating in tandem, the total costs of the structural and control components is relatively high.
U. S. patent No. 4,356,771, dated November 2, 1982, relates to a self-propelled track working machine which includes a control vehicle from which the operating units on a work vehicle may be remote-controlled.
U. S. patent No. 3,469,534, dated September 30, l969, disc]oses a mobile track tamping, leveling and lining machine. In certain embodiments of this machine, the machine frame has a cantilevered portion projecting beyond the front undercarriage and being pivoted to the frame, the cantilevered front portion of the frame carrying ballast tamping units and a track lifting tool unit. The machine frame is supported on the track on the front and a rear undercarriage, and a track lining tool unit is mounted thereon between the undercarriages.
Copending U. S. application Serial No. 253,105, filed April 13, 1981, which corresponds to UK Patent Application No. 2,077,821 A, published December 23, 1981, discloses a track tamping, leveling and lining machine with a track leveling and lining assembly having a bogie with a rear portion supporting the leveling and lining tools and a pole pro~ecting forwardly from the rear portion. A ballast tamping assembly is mounted on the machine frame separately ~_ . ....

~229018 from the track ~eveling and lining assembly bogie and this bogie has ;ts ~font end universally linked to the machine frame while the rear bogie portion is universally linked to th~ machine frame by the ~.fting drives. A pair of lining rollers mounted between pairs of lifting rollers supports and guides the bogie on the track. This arrangement assures a secure and stable engagement of the lifting and lining rollers with the track rails and an automatic centering thereof with respect to the rails, particulacly in track curves.
Copending U.S. application Serial No. 313,606, filed October 21, 1981, which corresponds to UK Patent Application No. 2,094,378 A, published September 15, 1982, discloses a machine of this type wherein the ballast tamping assembly and the track leveling and lining assembly are separately mounted on the machine frame between the front and rear undercarriages thereof. The sequential arrangement of the tamping and stabilization assemblies provides an excellent stabilization of the tamped ballast for long-lasting support of the leveled and lined track because the effective operating ranges of the tamping tools and the track stabilization overlap.
It is the primary object of this invention to provide a mobile track tampinq machine of the first-indicated type but which is simpler with respect to the ballast tamping unit arrangement and enables the tamping tools associated with each rail to conform more closely to the level and the lateral alignment of the track wherealong it advances.
It is another object of the invention to improve a track tamping, leveling and lining machine with track stabilization _5_ 1 ZZ90~8 by effectively mounting all operating tools ~o that they always au~omatically fol~ow the track.
The above and other objects ~re accomplished according to one aspect of the present invention in an unexpectedly simple manner in a machine of the first-described type with one of the undercarriages, which support the two pivotally connected frames for mobility on the track, constituting a single support and guide element for the second frame on the track, the second frame being pivotally connected to the first frame whereby the other undercarriage constitutes a freely movable steering axle of the second frame.
This structure for the first time ~rovides a mobile track tamper in which the ballast tamping units associated with each rail are independently and precisely guided so that they must fully follow the vertical and lateral path of the track whereby an exact centering of the tamping tools on the gage and field sides of each rail with respect to the center line of the track is assured when the tools are immersed in the ballast for tamping ballast under the ties. Since each tamping unit conventionally comprises four to sixteen tamping tools which must be properly aligned with respect to each track rail, this automatic centering of the ballast tamping units is of great importance as far as an efficient and trouble-free tamping operation is concerned. This advantage is obtained by the freely movable steering axle of the carrier frame for the ballast tamping unit, which is the sole support and guide for the carrier frame on the track and whose free movement enables the carrier frame to follow the track since the other end of the carrier frame is merely 3~ pivotally connected to the main machine frame without any ~ Z290i8 adjustment drive or position control. ;rhe pivotal connection between the carrier and main frames serves as the fulcrum for the free movement of the steering axle about this center of the axle's pivoting movement and this arrangement has considerable advantages over a ballast tamping unit carrier frame which runs on the track independently of the main frame on rear and front undercarriages. Thus, the carrier frame necessarily follows the movement of the main frame to which it is pivotally connected at its rear end while the distance between the rear end and the steering axle at its front end, i.e. the pivoting radius of the steering axle about the fulcrum, which is decisive for the positioning of the carrier frame in track curves, may be freely selected, this distance being simply a function of the length of the carrier frame.
At the same time, the support of the carrier frame loaded by the heavy weight of the tamping units on the track provides an advantage over conventi~nal tampers wherein the weight is carried by the main machine frame because it substantially reduces the stresses to which the main frame is ~ubjected through the connecting joint between the main and carrier frames, particularly if the distance between the pivotal connection oP the carrier frame to the main frame and the steecing axle supporting the carrier frame on the track is selected relatively large within the structural limits of the machine. Finally, the distribution of the total weight of the machine over the two main undercarriages and the other undercarriage, which is the steecing axle and which may be a single-axle undercarriage or a swivel truck, reduces the load on the individual undercarriages, which is of particular importance when the machine is used on branch trackslnormally lZZ9018 capable only of receiving limited loads.
According to another aspect of this invention, there is provided a mobile track tamping, leveling and lining machine co~prising a machin~ frame supported on two undercarriages spaced apar~ in the direction of the track for mobility on the track in an operating~direction, the track consisting of two rails fastened to successive ties resting on ballast an operating unit being comprised of a ballast tamping assembly comprising a tamping tool carrier, a drive for vertically adjusting the tamping tool carrier, pairs of vibratory and reciprocatory tamping tools mounted on the tamping tool carrier for immersion in successive cribs, with a respective one of the ties positioned between the tools of the pairs, and drives for vibrating and reciprocating the tamping tools, a track leveling and lining assembly forwardly of the ballast tamping assembly, in the operating direction, the track leveling and lining assembly comprising track-engaging track lifting and lining tools and drives for moving the tools respectively in a vertical and transverse direction for leveling and lining the track, and a common and separate carrier frame supporting the assemblies, a single-axle undercarriage constituting a freely movable steering axle supporting a rear end of the carrier frame on the track, and a pivotal bearing supporting a front end of the carrier frame on the machine frame: a track stabilization assembly mounted on the machine frame between the operating unit and a next adjacent one of the undercarriages supporting the machine frame on the track, the track stabilization assembly ~: comprising a chassis, guide roller means firmly holding the chassis in enga~ement with the track rails, a vibrator drive ~ZZ90~8 1 imparting essentially horizontal vibrations to the chassis and the firmly held track, and a power drive connecting the chassis to the machine frame and arranged to impart essentially vertical load forces to the chassis and the firmly held track;
a leveling and lining reEerence system; and control means for operating the drives.
In another aspect the present invention provides a mobile track leveling, lining and tamping machine comprising a main frame supported on two undercarriages spaced apart in the direction of the track for mo~ility on the track in an operating direction, the track consisting of two rails fastened to successive ties resting on ballast, a carrier frame arranged between the two undercarriages, a ballast tamping unft supported on the carrier frame, a single support and guide carriage supporting and guiding the carrier frame on the track, the support and guide carriage being spaced from one of the undercarriages immediately preceding the support and guide carriage in the operating direction, the ballast tamping unit immediately preceding the support and guide carriage in the operating direction, a pivotal connection supporting the carrier ~rame on the main frame for pivotally connecting the carrier frame to the main frame, the pivotal con-nection being spaced from the support and guide carriage in the direction of the track and preceding the support and guide carriage in the operating direction, and track leveling and lining means preceding the ~allast tamping unit in the operating direction.
In another aspect the present invention provides a mobile track leveling, lining and tamping machine which comprises a main frame supported on undercarriages for mobility :30 on the track in an operating direction, a drive for propelling .,,~' ~_ -1229~18 1 the main frame in the operating direct;on, a carrier frame trailing the main frame in the operating direction, a single support and gulde carriage supporting and guidins the carrier frame at a rear end thereof in the operating direction and spaced from one of the undercarriages of the main frame in the direction of the track, a tamping unit mounted on the carrier frame ~etween the one undercarriage and the support and guide carriage, the tamping unit immediately preceding the support and guide carriage in the operating direction, a track leveling and lining means preceding the tamping unit in the operating direction, a pivotal connection pivotally supporting a front end of the carrier frame on the main frame, and an adjustment drive at the pivotal connection for adjusting the position of the carrier frame in relation to the main frame in the operating direction.
The above and other objects, advantages and features of the present invention will become more apparent from the following detailed description of certain now preferred embodiments, taken in conjunction with the accompanying drawing wherein FIG. 1 is a side elevational view of one embodiment of a mobile track tamping, leveling and lining machine according to this invention;
FIG. 2 is a like view of another embodiment;
FIG. 3 is a like view of an embodiment of the machine incorporating a twin ballast tamping unit;
FIG. 4 is a like view of such a machine with one-tie tamping units on two frames pivotally coupled together;
FIG. 5 is an enlarged side elevational view of a particularly preferred embodiment of a mobile track tamping, leveling and lining machine according to the invention;
FIG. 6 is a top view of the machine of FIG. 5, with a ~ -9'a-12290~8 1 fragmentary showing of the machine frame;
FIG, 7 is a side elevational view of an embodiment of a leveling and lining reference system for the machine of FIGS.

5 and 6;
FIG, 8 is a like view of yet another embodiment of a track tamping, levaling and lining machine according to the invention;

-9b-FIG. 9 is a like view of yet another embodiment of a track tamping leve~.ing and lining machine according to the invention;
FIG. 10 is a side elevational view of a track tamping, leveling and lining machine with track stabilization according to the invention and desiyned for tamping one tie in each tamping cycle:
FIG. 11 is a schematized top view of FIG. 10; and FIG. 12 is a fragmentary side elevational view of another embodiment with twin-tie tamping.
Refereing now to the drawing and first to FIG. 1, there is shown combine~ track tamping, leveling and lining machine 1 comprising two pivotally connected frames 7 and 17 supported on undercarriages 2, 3 and 18 ~or mobility on the track in an operating direction indicated by arrow 8. The track consists of two rails 4, 5 fastened to successive ties 6 resting on batlast (not shown). The two undercarriages 2, 3 are main undercarriages spaced apart in the direction of the track or machine elongation for supporting main frame 7 on the track and second or carrier frame 17 for ballast tamping unit 25 is arranged thereon between the two main undercarriages.
Illustrated machine l is equipped with an optical leveling reference system consisting of respective reference beam transmitter 9 supported in alignment"with respective rail 4, 5 on front undercarriage 2 in a section of the track to be leveled and respective reference beam receiver lO
supported in alignment with a respective rail on rear undercarriage 3 in a previously leveled track section.
Transmitter 9 emits conical reference beam 11 whose optical - 1 0 - ' ~ .

~Z2901~3 axis 12 (shown in a chain-dotted Ij.ne) is aligned with receiver 10 and constit~tes the reference line. The system may operate on the basis of infrared or laser beams, for example.
The machine also has a lining reference system consisting of front and rear track sensing elements 14 and 15 wherebetween reference wire 13 (also shown in a chain-dotted line) is tensioned centered between the rails.
Second or carrier frame 17 for ballast tamping unit 25 is mounted in upwardly recessed elongated portion ~6 of first or main frame 7 between main undercarriages 2 and 3. Another undercarriage 18 constitutes a single support and guide element for carrier frame 17 on the track and the carrier frame is pivotally connected at joint 19 to main rame 7 whereby the other undercarriage constitutes a freely movable steering axle of carrier frame 17. In the illustrated embodiment, undercarriage 18 is constituted by a single-axle set of flanged wheel.s to guide the carrier frame rear end along the track. Machine 1 comprises track leveling and lining means 20 whereby the machine is a combined tamping, leveling and lining machine. The carrier frame is arranged between the two main undercarriages 2, 3 and is g~ided separately from the main frame along the track by freely movable steering axle 18 for movement with the main frame.
Carrier fra~e 17 is supported on the track by steering axle 18 and on main frame 7 at point 19 spaced from the steering axle in the direction of the track. The ballast tamping unit comprises a tamping tool carrier and drive 28 vertically adjusts the tamping tool carrier on main frame 7. A
pl.urality of pairs of vibratory and reciprocatory tamping ~i~29018 r tools are mounted on the carrier for immersion in successive cr;bs, with a respective tie 6 positioned between the tools of the pairs. The track leveling and lining means comprises track lifting and lining tool. unit 20 mounted on carrier frame 17 and including drive means 23, 24 for the lifting and lining tools. Carrier frame 17, ba11ast tamping unit 25 and track lifting and lining tool unit 20 constitute a unitary operating structure adjacent one of the main undercarriages, i.e. rear undercarriage 3. Steering axle 18 supports a rear end of carrier frame 17, in the operating direction.
This particularly advantageous embodiment provi~es a unitary operating structure for all the units participating in the correction of the track position and fixing of the track in the corrected position so that all the operating tools, including the many tamping tools immersed in the ballast to the right and left of each rail as well as the track lifting and lining tools, are properly centered laterally with respect to the rails. The operating units in such a unitary structure may be freely selected according to specific requirements. For example, tamping units widely accepted in the industry either for use in tangent track or in switches may be built into such a unitary operating structure as well as suitable track lifting and lining tool units widely u~sed in track surfacing work. This use of commercially available units reduces costs and work in bu;lding the machines. In addition, such a unitary operating structure has the added advantage of giving a machine operator ready visual access to the track surfacing work in progress~
Illustrated track leveling and lining tool unit 20 ~22~0~3 comprises flanged lining rollers 2l engaging rails 4, 5 and centered between pairs o~ lifting rollers 22, 22. A
respective lifting drive 23 in alignment ~7ith each rail and transversely extending lining drives 24 link unit 20 to carrier frame 17.
The tamping tool carrier of ballast tamping uni~ 25 is arranged in opening 26 in side wall 27 of carrier frame 17 and vertical adjustment drive 28 links the tamping tool carrier to the carrier frame, an upper end of drive 28 being connected to upwardly projecting bracket 29 of the carrier frame.
The leveling and lining reerer.ce systems include, in a well known manner, sensing element 30 which is guided without clearance along rails 4, 5 between tamping unit 25 and lifting ànd lining unit 20 for measuring the vertical and lateral position of the track. A shadow board 31 is mounted on the track sensing element in alignment with each rail and will interrupt reference beam 12 when the respective rail has reached the desired level. This causes receiver 10 to emit a control signal which is transmitted to lifting drive 23 for holding track lifting and lining tool ~nit 20 in position so that the track is held at the desired level. Track sensing element 30 operates in a like manner, as is quite conventional, to control lining drives 24 in coopertation with tensioned reference wire 13. Since carrier ~rame 17 for the lifting and lining tool unit is supported and guided vertically and laterally independently of main machine frame 7, the lifting and lining tools automatically and precisely follow the path of the track.
In tamping, leveling and lining machine 32 of FIG. 2, -l3-~D

~229C~8 main machine frame 35 is supported for mobility on the trac~
in an operating direction indicated by arrow 8 on front undercarriage 33 and rear undercarriage 34. The leveling reference system, with which the machine is equipped, com~eises a respective tensioned reference wire 36 associated with each rail 4, 5, the front end of each wire being supported on front undercarriage 33 in a track section to be corrected and each rear wire end being supported on rear undercarriage 34 in a previously corrected track section.
Second or carrier frame 37 of machine 32 has the form of a carriage axle with a pole, i.e. the carrier frame has, in the operating direction, a rear portion adjacent rear undercarriage 34 of the main frame and pole portion 39 extending forwardly therefrom. Steering axle 38 comprises a set of flanged wheels on a single axle running on the track rails and supporting the rear frame portion thereion. Ballast tamping unit 44 is supported on the rear frame portion and pole portion 39 has a front end linked to first or main frame 35 of machine 32 by universal joint 40 pivotally connecting the front end of second or carrier frame 37 to first or main frame 35. Pole portion 39 of the carrier frame is constituted by an elongated boom-shaped carrier extending in the operating direction or direction of elongation of the machine.
Connecting the carrier frame by a universal joint to the main frame and suppocting it thereon by such a joint at a point spaced from the steering axle of the carrier fr~me assures in a simple manner a free movement of the carrier frame with respect to the main frame in all directions. The described carrier frame is functionally and structurally very ~o - - ~ 3 ~ ,~.

~ZZ90~8 useful in the combined machine of tl,e present invention.
Using a single-axle set of wheels as the steering ~xle of the carrier frame imparts favorable running characteristics thereto and provides good steering and safety against derailment even in switch sections of the track so that the machine may be moved without problems and at high speeds rom working site to ~orking site. Using an elongated boom-shaped carrier as the front pole portion of the carrier frame leaves sufficient space at both sides thereof for mounting the lifting and lining tools and enables the universal connecting joint at the front end to be accommodated between the side beams of the main machine frame. Such a carrier frame also is relatively light and economical to construct. It has full ereedom of lateral movement in relation to the main machine frame, which is particularly necessary foe tamping in switches.
Ballast tamping unit 44 is arranged immediately adjacent, and frontward of, steering axle 38, in operating direction 8, and main frame 35 has an upwardly recessed elongated portion wherein carrier frame 3~ is arranged. This produces a structurally simple arrangement wherein the carrier frame and ballast tamping unit are integrated into the main machine frame while affording sufficient freedom of movement of the carrier frame in the operating direction and transversely thereto.
As in the embodiment of FIG. I, track leveling and lining tool unit 41 is mounted on second frame 37 and includes drive means for lifting and lining tools, ballast tamping unit 44 being arranged between the flanged wheels o~
steering axle 38 and track leveling and lining tool unit 4l, ~Z290~8 a drive vertically adjusting the ballast tamping unit and fi~st frame 35 defining an elongated opening for receiving the drive. Track leveling and lining tool unit 41, like caerier frame 37, comprises a rear portion, which is adjacent the rear portion of carrier frame 37 and pole portion 42 extending forwardly the~efrom. Flanged lining rollers support the rear portion of unit 41 on the track rails, drive means for the leveling and lining tools connect the rear portion of unit 41 to carrier frame 37, and pole portion 42 has a front end linked by universal joint 43 to the carrier frame and extends in the operating direction. This type of structure for a track leveling and lining tool unit has been used in track tampers but it is particularly advantageous in the machine of this invention because it makes use of the space available under the carrier frame and no additional space is required for this unit on the machine.
Track sensing element 45 is guided without clearance along the rails between tamping unit 44 and leveling and lining unit 41 and associated rotary potentiometer 46 cooperates with each leveling reference wire 36 to generate a respective control signal for the leveling operation. Drive 47 links the rear portion of carrier frame 37 to ~ain frame 35 and enables the carrier frame to be lifted off the track so that the steering axle7wheels, the lifting and lining tool rollers and sensing element 45 are out of contact with the rails, for example when the machine moves between operating sites. The drive may also be used to impart a vertical downward load to the carrier frame during operations, ~or example during tamping of a heavily encrusted ballast sections requiring high immersion Eorces for the tamping 12290~8 tools.
FIG. 3 shows mobile track tamping, leveling and lining machine 48 comprising bridge-type main frame 51 supported on undercarriages 4~, 50 for mobility on the track in an operating direction indicated by arrow 52. Ballast tamping unit 60 is of the known type capable of simultaneously tamping two adjacent ties 6. As will be described hereinafter, this machine is capable of advancing intermittently or non-stop from tamping point to tamping point. For this purpose, support means 55 adjustably supports second or carrier frame 54 on first or main frame 51 for adjusting the position of the carrier frame in relation to the main frame in operating direction 52. The carrier frame again has a rear portion supported and guided on the track rails separately from the main frame by steering axle 53 and an elongated boom-shaped pole portion 56 longitudinally adjustably supported on the main frame. The boom-shaped pole portion 56 is an I-beam whose upper flanges 58 are supported on a roller guide comprised of guide rollers 57 rotatably journaled in main frame 51 to form support means 55. Hydraulic drive 59 has respective ends linked to main frame 51 and carrier frame 54 of machine 48 for adjusting the position of the carrier frame in relation to the main frame.
The drive is arranged to provide an adjustment path for the position of carrier frame 54 in relation to main frame 51 of a length at least twice the average distance betw~en ties 6 for enabling main frame 51 to advance continuously and non-stop along the track while the position of carrier frame 54 and ballast tamping unit 60 thereon is adjusted step-wise during the continuous and non-stop advance as machine 48 ~ Z290~8 moves from tamping stage to tamping stage. The respective end positions o~ this adjustment path are shown in broken and full lines in FIG. 3.
sy adapting some of the principles disclosed in above-cited U. S. patent No. 3,690,262, this structure makes it possible to adjust the distance between the main undercarriages and track leveling and lining tool unit 62 in dependence of the required lifting stroke-, which determines the deformation curve of the track rails. At the same time, it makes a non-stop operation of the machine possible.
Vertical adjustment drive 61 links twin ballast tamping unit 60 to the carrier frame and lifting and lining drives 63, 64 link unit 62 to the carrier frame, the track leveling and lining tool unit also being connected to the front end of pole portion 56 of the carrier frame by longitudinally adjustable rod 65. Machine 48 is also equipped with a conventional leveling and lining reference system which has been indicated only schematically by reference line 66, this system being connected to carrier frame 54 at 67 for movement therewith. Reference line 66 is comprised of a rod extending between front and rear track sensing elements respectively sensing the track rail positions in a section of the track to be corrected and a previously corrected track section, and moves along the track independently of main frame 51 of the machine. In this manner, the same spacing and measuring conditions prevail for the position of carrier frame 54 in relation to main frame Sl as for those of the element~
sensinq the actual position of the track and cooperating with reference line 66 so that correction errors are reduced.
The longitudinal adjustability of carrier frame 54 makes ;~

~L2290~8 it po~sible to adjust the distance between steering axle 53 of the carrier frame and adjacent main undercar~iage 50 so that this distance, as shown in broken lines, is as small as possible when a large lifting or lining stroke is required so that the distance between track leveling and lining tool unit 62 and front undercarriage 49 is as large as possible to reduce the flexing forces on the track rails and thus avoid permanent deformation of the rails. Where little or no lifting of the track is required, the distance between undercarriage 50 and steering axle 53 may be larger.
Most importantly, however, the above-described adjustability of the carrier frame in relation to the main frame makes it possible to advance machine 48 non-stop while intermittently tamping successive ties. During the tamping operation, carrier frame 54 remains stationary in the position shown in full lines in FIG. 3 so that the ta~ping tools are properly centered over ties 6 to be tamped while main frame 51 with support means 55 constituted by guide rollers 57 journaled in the main frame continuously advances in the operating direction indicated by arrow 52. Piston rod 68 of adjustment drive 69 is moved synchronously out of the drive cylinder. After the tamping operation has been completed, drive 61 is operated to lift the ballast tamping tools of unit 60 out of t~e ballast and the adjusting drive, which is a double-acting hydraulic cylinder-and-piston device and comprises a valve arrangement controlling the piston movement of the device synchronously with, but in the opposite direction of, the continuous and non-stop advance oE
the main frame, is operated to retract the piQton in the direction of arrow 69. Carrier frame 54 is then relatively -lg-~ZZ90~8 rapid~y moved forwardly a distance of about three crib widths so that the tamping tools of unit 60 are again centered over the ne-xt succeeding track ties. The tamping cycle is then repeated. The control means for these movements will be described hereinafter in connection with FIGS. 5 and 6.
An adjustment path of at least twice the average distance between the ties has the advantage that the non-stop advance of the machine need not be interrupted even if the tamping operation takes an unduly long time, for example in a heavily encrusted ballast. The ample dimensioning of the adjustment path provides a sufficient time reserve for a full completion of the required tamping, even if the tamping tools have to be immersed twice in the ballast, while the hydraulic drive enables the carrier frame rapidly to be moved into the succeeding ta~ping position. Of course, it is recommended for safety reasons to provide suitab]e end switches which will stop the machine when the carrier frame has reached its rear end position and the tamping operation still has not been completed. With this arrangement, a combined tamping, leveling and lining machine has been provided for the first time with a capabi]ity of efficient, simple and trouble-free continuous and non-stop advance during the entire track correcting operation along a stretch of track. This machine is of particular advantage in resurfacing track sections designed for fast trains. Some railroads have requested that, in these operations, personnel not be subjected to the physical strain of constant stop-and-go advances as tamping ; ~ proceeds intermittently from tamping stage to tamping stage.
FIG. 4 shows mobile track tamping, leveling and lining : :
machlne 70 comprising a two-part main frame 75, 76 supported :
~ ~ .. .. _ .

~2290~8 on undercarriages 71, 72 for mobility on the track iQ anoperating direction indicated by arrow 77. The two main frame parts 75 and 76 are coupled together by pivot bearing 73 and swivel truck 74 supports the two frame parts in the range of the pivot bearing. Front frame part 75 carrying track leveling and lining unit 78, track sensing element 7g and ballast tamping unit 80 is structured along the lines of a conventional single-tie tamper. Elongated, bridge-type rear main frame part 76 is built on the principles of the present invention and has carrier frame 81 linked thereto, the carrier frame being supported independently on the track by steering axle 86 and being similar in structure to the carrier frame of FIG. 3. The free end of elongated boom-shaped pole portion 82 of carrier frame 81 carries roller 83 guided and supported in elongated guide track 84 on the main frame of machine 70. Longitudinal adjustment drive 85 links carrier frame 81 to main frame part 76. Ballast tamping unit 89 is mounted on the rear portion of the carrier frame and track leveling and lining tool unit 87 is linked to the carrier frame in the manner described in connection with FIG. 3, track sensing element 88 being arranged between units 89 and 87.
Machine 70 is equipped with a leveling reference system comprising respective tensioned reference wire 90 associated with each rail 4, 5, the front and rear ends of the re~erence wires being supported, respectively, on front and rear main undetcarriages 71, 72 and an intermediate portion of the reference wires being supported on fur~her track sensing element 91 arranged in the range of swivel truck 74. Rotary potentiometers 92, 93 respectively associated with sensing ~ Z290~
elements 79, 88 cooperate with the reEerences wires in a known manner to produce control signals for the leveling operation. The machine is further equipped with a lining eeference system comprising tensioned wire 94 shown in chain-dotted lines and extending centrally between the track rails. The ends of the lining reference wire are anchored respectively to track sensing elements 95, 96 and lining sensors (not shown) associated with elements ?9~ 88 cooperate with the lining reference wire to produce the required lining control signals.
This combined machine may be advantageously used for various purposes. Foc instance, by operating only the front main frame part, it may be used as a single-tie tamper advanced intermittently from tie to tie for tamping a track section. Alternatively, by operating only rear main frame part 76, the machine may be advanced non-stop during the entire tamping operation. Furthermore, if al] operating units 78, 80 and 87, 89 are used, the machine operates in a tandem method wherein the tamping tools of unit 80 are first centered on a tie 6 to be tamped and the tamping tools of unit 89 are then centered by actuating drive 85 for ta~ping a succeeding tie. In this manner, two ties can be tamped at the same time where the crib widths are irregular. Also, the track may be lifted by a relatively large lifting stroke in - two successlve lifting phases by units 78 and 87.
FIGS. 5 and 6 illustrate particularly preferred track ~; tamping, leveling and lining machine 97. This machine comprises main frame 103 supported on undercarriages 98, 99 on the track for mobility in an operating direction indicated by arrow 105. Drive 104 is connected to the wheels of front :~ ~

: ~:

i,Z290~8 undercarriage 98 for advancing the machine in the operating directien. The front and rear ends of mai~ frame 103 respectively carry operating cabs lU6 and 107, and power plane 108 is also mounted on the main frame. All the o~erating units oL machine 97 are mounted on carrier frame 109 whose steering axle 110 supports a rear portion o the carrier frame on the track while its elongated boom-shaped pole portion 111 projects forwardly therefrom, support means 112 supporting the front end of the pole portion on main frame 103. The support means is comprised of a roller guide illustrated as two pairs of guide rollers 114 rotatably journaled in main frame 103 for rotation about a horizontal axis extending transversely to the operating direction. The pairs of rollers are spaced in the operat~ng direction a distance corresponding at least to the length of the adjustment path of carrier frame 109. The rollers of each pair engage boom-shaped carrier portion 111 therebetween and have guide flanges 113 engaging this carrier portion. A
lateral clearance between carrier portion 111 and guide flanges 113 of rollers 114 enables carrier frame 109 to be slightly pivotecl about support means 112 so that this support means pivotally connects the carrier frame to thetmain frame whereby undercarriage 110 constitutes a freely movable steering axle for the carrier frame. Drive means 115 is arranged between main frame 103 and carrier frame 109 for adjusting the position of the carrier frame relative to the main frame in the operating direction.
This ~ery simple support means pivotally connecting the carrier frame to the main frame assures a substantially friction-free longitudinal adjustability between the two ~ . .. ~

`- ~ZZ90~8 frames while, at the same time, providing sufficient ~ree lateral movement of the carrier frame. The specific roller guide is capable of transmitting rel.atively large weights and operating stresses, particularly where large lifting strokes are involved and/or if such heavy track sections as switches must be lifted.
Drive means ll5 for adjusting the position of carrier frame 109 relative to main frame 103 in the operating direction is a double-acting hydraulic cylinder-and-piston detJice extending in this direction and arranged above track leveling and lining tool unit 116 at a vertical distance from the track substantially corresponding to the height of cacrier frame 109, and universal ]oints connect respective ends of device 115 to frames 103 and 109, respectively. This arrangement has the particular advantage that the longitudinal adjustment forces are transmitted to carrier frame 109 immediately above elongated carrier portion 111 so that the support means thereof on main carrier 103 is not subjected to any substantial torque during the longitudinal adjustment.
Carrier frame ll9 of track leveling and lining unit 116 has a rear portion guided along the track rails by flanged lining roller 116 and pairs of laterally pivotal lifting rollers 118 and a forwardly projecting pole portion 120 having a front end linked to pole portion 111 of carrier frame 109. Lifting and lining drives 121 and 122 link the rear portion of unit 116 to carrier frame 109. Again, as in the other embodiments, vertical adjustment drive 123 links respective tamping unit 124 associated with each rail 100, 101 to the carrier frame. The main frame has two upwardly -24- ' 90~8 recessed beams 125 de~ining elo~gated opening 126 (shown in broken lines) for recei~ing vertical adjustment drives 123.
Machine 97 is equipped with a leveling reference system comprising a tensioned reference wire 127 associated with each rail, a front end of the wires being anchored to track sensing element 128 running on a track section to be corrected and the rear ends o the wires being anchored to track sending element 129 running on a previously corrected track section. Track sensing element 130 is guided along the track rails without clearance between tamping uni', 124 and track leveling and lining tool unit 116 and carries rotatory potentiometer 13l cooperating with each reference wire 127 for emitting control signals for the leveling of the track.
A lining reference system particularly useful for machine 97 will be described hereinafter in connection with FIG. 7.
This machine is further equipped with a number of auxiliary devices for the automatic control of various move.nents during the continuous, non-stop advance of main frame 103 and the intermittent advance of carrier frame 109 with ballast tamping unit 124 during a tamping operation.
These auxiliary devices comprise control panel 132 inlcab 107 and which includes valve arrangement 134 in a hydraulic circuit 105 (indicated schematically in broken lines) connecting a source of hydraulic fluid in power plant 108 to double-acting cylinder-and-piston device 115. The valve arrangement controls the piston movement of the device synchronously with, but in the opposite direction of, the continuous and non-stop advance of main frame 103. Three alternative embodiments of such a control have all been illustrated in FIG. 5 for the sake of simplifying the

-2~-~229018 drawing.
In one embodiment, odometer 136 is connected to valve arrangement 134 for measuring the advance of the main machine fcame during each tamping stage. The illustrated odometer forms a structural unit with track sensinq element 129 It is designed to emit a control pulse to the valve a~rangement for each unit of length the main machine frame has advanced, for example for each centimeter of advance. In this manner, the odometer controls the valve arrangement in response to the measured advance for controlling the hydraulic pressure on the piston in the cylinder chamber to the right of the piston and thereby controlling the piston movement in response to the measured advance in synchronization with, but in the opposite direction to, the non-stop advance of the main frame. Therefore, carrier frame 109 with ballast tamping unit 124 will remain stationarily centered over tie 102 being tamped while main frame 103 continuously advances.
As soon as tamping is completed and the ballast tamping unit is raised, a suitable control responsive to the vertical tamping unit movement, for example a limit switch in the path of the rising tamping unit, operates valve arrangement 134 to apply hydraulic pressure to the cylinder chamber to the left of the piston so that drive 115 will rapidly advance carrier frame 109 in the operating direction for centering the tamping tools of unit 124 over the next tie to be tamped.
When the tamping unit is lowered again for immersion of the tamping tools in the ballast to initiate the next tamping operation, odometec 136 is re-set to ze~o to be ready for the next operating cycle.
Such a control is very simple and ma~es use of odometer I

~.

12290~3 means successfully used for a long time in various t~ack surfacing machines.
The same result can be obtained with a measuring element connected to valve arrangement 134 for meas~ring the adjustment path of carrier frame 109 relative to main frame 103. The illustrated measuring element is a cable tensiometer 137 comprising a cable line controlled by a potentiometer. In this case, the piston movement control of deive 115 is proportional to ~he adjustment path and to the output voltage of the potentiometer emitted as an analog signal. This control provides great precision in the operation of adjustment drive 115 and thus assures the maintenance of accurate centering of the ~amping tools over the tie being tamped during the entire tamping operation.
Finally, inductive signal transmitter 139 may be connected to valve arrangement 134 for providing the desired control. Transmitter 139 is mounted on carrier frame 109, preferably centrally with respect to ballast tamping unit 124, and is arranged for cooperating with, and for centering with respect to, respective ferrous fastening elements 138 affixing rails 100, 101 to ties 102. As long as ttransmitter 139 remains centered with respect to the fastening element affixing the rail to the tie being tamped, it emits no signal, i.e. it remains inert. It emits a stronger or weaker control signal upon deviation of the transmitter from a center position and dependent on the direction of deviation.
These control signals control valve arrangement 134 for controlling the hydraulic pressure on the piston and thereby control the piston movement. This assures continued centering of the tamping tools over the tie being tamped.

i~290~8 This control, too, requires no further development work because such inductive signal transmitters have long been used in this art, for example in ~he automatic control of the forward movement of track maintenance machines and in other applications.
Finally, a relative movement between the main and carrier frames may also be obtained simply by braking the steering axle of the carrier frame and applying no pressure to the piston of the double~acting cylinder-and-piston adjustment drive while the main carrier advances non-stop so that the carrier frame is held in a fixed position during the tamping operation as the main carrier continues to advance.
As appears from FIG. 5, the ratio of distances and, thus, the ratio for reducing the track position errors changes during the tamping operation and the continuous advance of the machine while tamping takes place. In the forward end position of carrier frame 109 (shown in full lines), sensoc 131 connected to track sensing element 130 for transmitting a leveling control signal corresponding to the sensed track position has a relativly large distance a from rear reference point 140 of refecence wire 127. This produces a ratio foe reducing the track level error of a~l, wherein 1 is the total length of the reference wire. In the rear end position of the carrier frame ~shown in broken lines), the distance between sensor 131 and reference point 140 is reduced to b so that an improved ratio b/l for reducing the track level error results. This means that the ratio for reducing the track level error i5 the best towards the end of the tamping operation, i.e. at the time when the leveled track is Eixed in its position by tamping ballast ~12~90~

under the tie. However, it is necessary to take these distance ratios into account by appropriate measuring means.
For this purpose, control panel 132 further comprises computer means 141 connected by signal transmission line 142 to sensor 131 mounted on carrier frame 109 between ballast tamping unit 124 and track leveling and linlng means 116 for determining the variable ~istance of the sensor from reference system rear end point 140 when the position of frame 109 in relation to frame 103 is adjusted and for correcting the respective value measured by the sensor according to the determined distance. The computer means is also connected to measuring element 136 or 137 so that the influence of the different distances a and b on the leveling result is compensated. ~he measuring element is connected to the valve arrangement 134 for measuring the adjustment path of the carrier frame and controls the valve arrangement in response to the measured adjustment path for controlling the hydraulic pressure on the piston and thereby controlling the piston movement in response to the measured adjùstment path, computer means 141 being connected to the measuring element.
With this arrangement, it is possible to use a conventional leveling and lining reference system which moves with the main frame of the machine along the track and to compensate for the changes in the distance between the reference point where the actual track position is read and the rear reference point which indicates the corrected track position, which occur during the tamping operation because ~`
- ~ the main frame moves relative to the carrier frame. As indicated, the ratio for reducing the track position error improves as the track position correction proceeds and has the most favorable value in the end phase of the operation r ~229018 when the track is fixed in its corrected position. When the computer is also connected to an element measuring the adjustment path between the main and carrier frames, whose length determines the distance between the sensor reading the actual track position and the reference end point indicating the corrected track position, this varying distance is precisely determined and can be fed to the computer means as one of the variables.
As clearly appears from the drawingl it is highly advantageous to mount the carrier frame with its steering axle-supported rear portion carrying the ballast tamping unit and the forwardly projecting pole portion housing the track leveling and lining tool unit within an elongated, upwardly recessed portion of the main frame. This construction is very space-saving while affording the required freedom of movement to the carrier frame with its operating units. At the same time, the operating units are readily accessible for repairs, maintenance work or replacement. When the main frame is a structure composed of two side beams, excetlent visibility conditions are afforded to the operator.
FIG. 7 schematically illustrates combined leveling and lining reference system 143 with which machine 97 may be equipped. This system moves stepwise and independently of main machine frame 103 with catrier frame 109 fro~ tamping point to tamping point, as is indicated by arrows 144. For this purpose, rod 145 is arranged centrally between the track rai]s to form a lining reference line, a forward end of rod 145 being anchored to track sensing element 146 guided along the rails in an uncorrected section of the track while the rear end of the rod is anchored to track sensing lelement 147 -30- .

~ - . . ~

~290~8 guided along the rails in the previously corrected track section and coupled to carrier frame lO9 by connecting element 148. This connecting element, which may engage steering axle 110 of the carrier frame, for example, is arranged to assure movement of rod 145 with the carrier frame but free movability of the rod in a direction transverse to the track. The leveling reference comprises tensioned reference wires 145 extending between sensing elements 146 and 147 above track rails 100, lOl. Track sensing element 130 is associated with carrier frame 109 and cooperates with reference system 143 for measuring the differences between the actual and desired level and line of the track. For this purpose, measuring sensors 150, which may be rotary potentiometers, cooperate with reference wires 149 for generating a leveling control signal and measuring sensor 151 mounted centrally between the rails cooperates with rod 145 for generating a lining control signal. This leveling and lining reference system produces a constant ratio c/L of distance c between track sensing element 130 measurin~ the actual track position and rear track sensing element 147 measuring the desired (previously corrected) track position, and length L of the reference system~
FIGS 8 and 9 show track tamping, levelinq and lining machine 152 comprising two pivotally connected frames 158 and 167. Main frame 158 is supported on the track consisting of rails 155, 156 fastened to ties 157 on undercarriages 153, 154 for mobility in an op~rating direction indicated by arrow 162. The main frame has drive 159 transmitting power to the wheels of both undercarriages and carries power plant 160 and operator's cab 161. Arrows 163 symbolize an intermittent , ~ . .

-` ~LZz9~8 advance of main frame 158 in the operatinq direction.
Carrier frame 167 having a rear portion and forwardly projecting pole portion 172 is pivotally connected to the main frame, a front end of caFrier frame pole portion 172 being supported on the main frame by bearing 164 consisting of coupling 166 pivotal about vertical axis 165. In this embodiment, the carrier frame is relatively heavy, too, and carries operator's cab 168. As in all the other embodiments, respective ballast tamping unit 171 associated with each track rail is mounted on carrier frame 167 and is vertically adjustable thereon by drive 170. The rear portion of the carrier frame again is supported on the track by a single-axle undercarriage 169 with a set of wheels constituting the sole support and guide of the carrier frame on the track and, since the carrier frame is pivoted to the main frame at an opposite end, undercarriage 169 is a freely movable steering axle for the carrier frame, the ballast tamping unit being mounted between undercarriages lS4 and 169 supporting the main and carrier frames on the track.
Adjusting drive 173 between the frames enables the distance therebetween to be adjusted in the operating direction. The adjusting drive is constituted by a hydraulic cylinder-and-piston device, pole portion 172 of carrier frame 167 forming the cylinder of the device and piston rod 174 of the adjusting drive be;ng linked to coupling 16S for pivoting about a horizontally extending, transverse axis perpendicular to axis 165. In this manner, a universal joint is formed between the main and carrier frames.
Again similarly to the other embodiments, track leveling and lining tool unit 177 has two flanged lining rollers 175 . _~

and two pai~s of lifting rollers 176 running on the t~ack rails, and lining and lifting drives 179 ànd 180 link the unit to the carrier frame.
Machine 152 is equipped with optical levelin~ reference system 182 with infra-red, laser or other beams transmitted from senders l83 to receivers 184 constituting two leveling reference lines above each rail, the senders being mounted on front undercarriage 153 in a track section to be corrected and the receivers being supported on undercarriage 169 in a previously corrected track section. A shadow board supported by rod 187 on track sensing element 188 cooperates with each reference beam for controlling the track level. Furthermore, the machine is also equipped with lining reference system 189 comprising reference rod 190 whose respective ends are anchored to track sensing elements 191, 192 and which extends substantially centcally between the track rails.
Parallelogram guide 193 attaches rear track sen3ing element 192 to carrier frame 167 so that it moves with the carrier frame. Rotary potentiometer 194 is mounted on track sensing element 188 and coope~ates with re~erence rod 187 to ~easure the actual line of the track and, in a known manner, a forked arm of the potentiometer engages rod 190 for generating a lining control signal.
FIG. 9 clearly illustrates the automatic guidance of carrier frame 167 and the operating units thereon by steering axle 169 to follow the track independently of the movement of the main frame. Therefore, in a cuLve, the tamping tools of unit 171 and the leveling and lining tools of unit 177 will always be properly centered over the eails in a direction transverse to the track.

-~2290~8 Machine 152 may be operated in Eour different ways.
When adjusting drive 173 is blocked so that the distance between the main and carrier frames remains constant, the machine will operate like any conventional track tamperl advancing stepwise from tamping point to tamping point, as indicated by arrows 163 and 196. When adjusting drive 173 is operated in a manner described hereinabove in connection with the other embodiments of ~his invention, machine main frame 158 may be advanced non-stop while carrier frame 167 advances stepwise or intermittently between tamping points. When the machine is to be used as a conventional tamper for relatively large track lifts, drive 173 is adjusted by moving piston rod 174 outwardly before the drive is blocked whereby the distance between undercarriages 154 and 169, wherebetween the operating units of the machine are mounted, is increased.
Finally, when the machine is moved between working sites and it is desired to reduce the wheel base as much as possible for better runs in track curves, piston rod 174 is fully retracted.
The machine illustrated in ~IGS. 10-12 does not only have all the advantages of the combined prior art machine with respect to ballast tamping and stabilization but also assures the accurate guidance and centering of the tamping, lifting and lining tools so that they always and automatically follow the track.
Referring now to FIGS. 10 and 11, there is shown mobile track tamping, leveling and lining machine 201 comprising machine frame 206 supported on two undercarriages, i.e.
swivel trucks, 202 and 20~ spaced apart in the direction of the track for mobility on the track in an operating direction ~Z~90~8 indicated by arrow 207. In an altogether conventional manner, the machine frame carries power plant 208 and control - means 209 for operating the v~rious drives hereinafter described. Furthermore, machine 201 has conventional leveling reference system 210 (an eq~ally conventional lining reference system not being further shown to simplify the drawing and description). This leveling system comprises a tensioned wire associated with each rail 204, the front ends of the wires being supported on front under-carriage 203 in a track section to be corrected-while the rear ends of the tensioned wires are supported on track sensing element 212 immediately behind rear undercarriage 202 in a previously corrected track section. Intermediate track sensing element 234 measures the actual track position and supports sensor 235, such as a rotary potentiometer, associated with each tensioned wire for generating a leveling control signal in response to the measured actual track position. All of this is entirely conventional and will, thereore, not be described herein in detail.
According to the invention, operating unit 215 combined with this machine is comprised of ballas~ tamping assembly 213, track leveling and lining assembly 214, and common and separate carrier frame 216 supporting the assemblies. The ballast tamping assembly comprises a tamping tool carrier, drive 231 for vertically adjusting the tamping tool carriec, pairs of vibratory and reciprocatory tamping tools 222 mounted on the tamping tool carrier for immersion in successive cribs, with a respective tie 205 positioned between tools 222 of the pairs, and drives 223 for vibrating and reciprocating the tamping tools. These drives include a ~229018 vibrating drive rotating about an axis extending in the operating direction whereby vibrations in a direction transversely thereto are imparted to tamping tools 222. So as not to interfere with the operation of vertical adjusting drives 231, machine frame 206 comprised of two upwardly recessed elongated carrier beams 232 has an elongated recess 233 (shown schematically in broken lines) which receives drives 231. The track leveling and lining assembly is arranged forwardly of the ballast tamping assembly, in the operating direction 207, and comprises track-engaging lifting and lining tools, i.e. rollers, 225 and 226 as well as drives 229 and 230 for moving the lifting and lining tools respectively in a vertical and transverse direction for leveling and lining the track. Single-axle undercarriage 217 constituting a freely movable steering axle supports a rear end of carrier frame 216 on the track and pivotal bearing 2L9 supports front end 218 of the carrier frame on machine frame 206.
In the illustrated embodiment, single-axle undercarriage 2l7 has a single pair of flanged wheels for guidance along the track rails and carrier frame 216 has the form of a bogie with a pole constituting the front end thereof. Tamping assembly 213 is mounted at the rear end of the carrier frame and front end 218 is an elongated boom-shaped carrier and the pivotal bearing receives the boom-shaped carrier for displacement of the carrier frame in relation to the machine frame, sufficient latera- play being allowed for carrier 18 to pivot laterally and thus to permit undercarr~age 217 to steer carrier frame 216 along the track in curves. The illustrated boom-shaped carrier is a beam of substantially .. . .

~zz90~8 rectangular cross section and the pivotal bearing is comprised of roller means consisting of two pairs of {ollers 220 journaled on machine frame 206 and supporting the carrier ~or guidance during longitudinal displacement, the rollers engaging the upper surface and lower surface of the rectangular beam. The beam may be an I-beam with such upper and lower surfaces engaged by the rollers.
Power drive 221 links each end thereof by universal joints to carrier frame 216 and machine frame 205, respectively, this drive being a double-ating cylinder-and-piston device for displacement of the carrier frame in relation to the machine frame in the operating direction whereby the carrier frame may be advanced stepwise while the machine frame advances non-stop along the track.
Track leveling and lining assembly 214 also has bogie 227 with a rear portion supporting lifting rollers 226 and lining rollers 225, and pole 228 projecting forwardly from the rear portion and arranged below elon~ated froht end 218 of carrier frame 2-6. The front end of pole 228 is linked to a bracket on carrier frame front end 218. Lifting drives 229 and lining drives 230 link bogie 227 to careier feame 216.
Operating units of such structure and installed in track tamping, leveling and lining machines, as well as the advantages of various preferred structures described and illustrated in FIGS. 10-13, have been disclosed in considerable detail hereinabove as well as in my concurrently filed application entitled "Track Tamping, Leveling and Lining Operating Unit" whose disclosure is incorporated herein by reference.
According to the invention, track stabilization asse~bly ~2;290~3 236 is mounted on machine frame 206 between op2rating unit 215 and rear undercarriage 202 next adjacent thereto, the operating unit and the track stabilization assembly being arranged between front and rear undercarriages 203 and 202, in the operating direction. The generally conventional track stabilization assembly comprises a chassis, guide roller means including clamping rollers 238, 239 firmly hold~ng the chassis in engagement-with track rails 204, vibratory drive 240 imparting essentially horizontal vibrations to the chassis and the firmly held track, and power drive 237 connecting the chassis to machine frame 205 and arranged to impart essentially vertical load forces (indicated by arrow 241) to the chassis and the firmly held track.
Preferably, vibrating drive 223 for tamping tools 222 and vibrator drive 240 of the track stabilization assembly chassis are arranged to impart to the tamping tools and the chassis vibrations in phase with each other.
The ;llustrated machine also is equipped with a number of auxiliary operating devices designed to control the operation of the various operating tool movements automatically and in a desired sequence as machine 201 advances non-stop and operating unit 215 simultaneously advances stepwise from tamping point to tamping point.
Preferably, these auxiliary devices provide a displacement path for power drive 221 for positioning carrier frame 216 in relation to machine frame 206 whose length is at least twice the average distance between ties 205 for enabling the machine frame to advance continuously and non-stop while the carrier frame advances stepwise. The double-acting cylinder-and-piston power drive comprises valve arrangement ~ . . ~

lZ290~8 242 connected to control 209 and controlling the piston movement of the drive synchronously with, but in the opposite direction of, the continuous and non-stop advance of the machine frame. As has been mo~e Eully described hereinabove, the auxiliacy control devices connected to the valve a~rangement include odometer 243 forming a structural unit with track sensing element 212 for measuring the advance o~
machine frame 206 and transmitting a control signal to valve arrangement 242 for each given unit of length the machine frame advances. The valve arrangement controls the flow of hydraulic fluid to the right cylinder chamber of drive 221 synchronously with, but in the opposite direction of, the machine frame advance in response to the odometer control signal so that carrier frame 216, with tamping assembly 214 centered over tie 205 being tamped, remains stationary untll tamping has been completed while machine 1 advances continuously. When drive 231 raises the tamping tool carrier, a limit switch in the path of the vertical movement of the tamping tool carrier, will tran~mit a control signal to the valve arrangement for switching the hydraulic fluid flow into the left cylinder chamber of drive 221 so that the operating unit is rapidly advanced for centering the tamping assembly over the next tie to be tamped. When the tamping assembly is lowered again, odometer 243 is reset to the zero position so that a new operating cycle may be lnitiated.
Alternatively and with substantially the same result, a cable line potentiometer 244 may be mounted on one of machine frame ~; ~ beams 232 for measuring the relative displacement between cacrier frame 216 and machine fcame 206 and transmitting a corresponding control signal to the vdlve atrangement. In .

-3~-~22~0~8 this case, the piston movement o~ drive 221 is controlled proportionally to the displacement of a rod connected with carrier frame 216 and potentiometer 244, the output voltage of the potentiometer constituting an analog control signal.
Finally, an inductive sensor 224 may be mounted on the tamping assembly for cooperation with ferrous rail fastening elements holding rails 204 on ties 205. As long as the inductive sensor is centered with respect to the associated rail fastening element during tamping, it remains neutral, i.e. inert. When it deviates from its centered position, sensor 224 transmits a control signal to valve arrangement 242 for changing the hydraulic fluid flow to drive 221.
Thus, as more fully described in my concurrently filed application, machine 201 may be selectively operated with operating unit 215 moving relatively to machine frame 206 in the operating direction, i.e. with the machine advancing non-stop, or with machine frame 206 in unison with operating unit 215 advancing stepwise from tamping point to tamping point.
When control means 209 for the drives of stabilization assembly 336 and for leveling tool drive 229 is responsive to leveling reference system 210, the extent of the ballast settling obtained by the stabilization assembly may be so controlled in relation to the desired track level that the finished track level conforms most accucately to the desired level.
In FIG. 11, area 245 indicated by a chain-dotted line indicates the region in which the ballast is compacted and settled by the operation of the stabilization assembly, the double-headed arrows indicating the lateral vibrations i~parted to the track by clamping rollers 239. Circles ~LZ29~)~8 aro~lnd ballast tamping assemblies 213 indicate th`é regions in w~ich the ballast is tamped un~er tie 205 and, as shown, the compacting and tamping regions overlap. When vibrating drive 223 and vibra~or drive 240 a~e set in operation at the same time, the vibrations they impart to the ballast will be in phase.
Track ta~ping, leveling and lining machine 246 of FIG.
12 has substantially the same structure and functions in an equivalent manner as that oF FIG. lO, except for the different type o ballast tamping assembly 253 designed for the simultaneous tamping of two ties and the dimensioning of various parts required for accommodating such a tampi~g assembly. Again, machine frame 249 is supported on track 248 by two undercarriages 247 for mobility in an operating direction indicated by arrow 250. The track stabilization assembly 251 is again arranged between the rear undercarriage of the machine frame and operating unit 255 of this invention, which has carrier frame 252 for twin ballast tamping assembly 253 and for track leveling and lining assembly 254. Hydraulic ~isplacement drive 256 connects carrier frame 252 to machine frame 249 and is actuated by control means 57. As indicated by arrows 258, operating unit 255 is advanced stepwise after each tamping cycle is completed by a considerable distance to reach the position for the next tamping cycle, while the machine frame advances non-stop, thus greatly increasing the efficiency o the operation. Inductive sensor 259, measuring potentiometer element 260 and sensing element 261 integrated with odometer 262 are again connected to control means 257 for operation in the above-indicated manner. The displaced position of the operating unit is schematically shown in broken lines.

-4l-~ . . , _

Claims (8)

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. A mobile track leveling, lining and tamping machine which comprises a main frame supported on undercarriages for mobility on the track in an operating direction, a drive for propelling the main frame in the operating direction, a carrier frame trailing the main frame in the operating direction, a single support and guide carriage supporting and guiding the carrier frame at a rear end thereof in the operating direction and spaced from one of the undercarriages of the main frame in the direction of the track, a tamping unit mounted on the carrier frame between the one undercarriage and the support and guide carriage, the tamping unit immediately preceding the support and guide carriage in the operating direction, a track leveling and lining means preceding the tamping unit in the operating direction, a pivotal connection pivotally supporting a front end of the carrier frame on the main frame, and an adjustment drive at the pivotal connection for adjusting the position of the carrier frame in relation to the main frame in the operating direction.

2. The track leveling, lining and tamping machine of claim 1, wherein the adjustment drive is arranged to provide an adjustment path for the position of the carrier frame in relation to the main frame of a length at least twice the average distance between the ties for enabling the main frame to advance continuously and non-stop along the track while the position of the carrier frame and the ballast tamping unit thereon is adjusted step-wise during the continuous and non-stop advance as the machine moves from tamping stage to tamping stage.

3. The track leveling, lining and tamping machine of claim 2, wherein the adjustment drive is a double-acting hydrau-lic cylinder-and-piston device and comprises a valve arrange-ment controlling the piston movement of the device synchronously with, but in the opposite direction of, the continuous and non-stop advance of the main frame.

4. The track leveling, lining and tamping machine of claim 1, wherein the carrier frame has, in the operating direction, a rear portion and a centered pole portion extending forwardly therefrom, the support and guide carriage comprises a set of flanged wheels running on the track rails and supporting the rear frame portion thereon, the ballast tamping unit is supported on the rear frame portion, and the centered pole portion has a front end linked to the main frame and being constituted by an elongated boom-shaped carrier extending in the operating direction.

5. The track leveling, lining and tamping machine of claim 4, wherein the track leveling and lining means comprises a track lifting and lining tool unit including, in the operating direction, a rear portion adjacent the rear portion of the carrier frame and a centered pole portion extending forwardly therefrom, flanged lining rollers supporting the rear portion of the track leveling and lining tool unit on the track rails, drive means for the leveling and lining tools connecting the rear portion of the track leveling and lining tool unit to the carrier frame, and the centered pole portion of the track leveling and lining tool unit having a front end linked to the carrier frame and extending in the operating direction.

6. A mobile track leveling, lining and tamping machine comprising a main frame supported on two undercarriages spaced apart in the direction of the track for mobility on the track in an operating direction, the track consisting of two rails fastened to successive ties resting on ballast, a carrier frame arranged between the two undercarriages, a ballast tamping unit supported on the carrier frame, a single support and guide carriage supporting and guiding the carrier frame on the track, the support and guide carriage being spaced from one of the undercarriages immediately preceding the support and guide carriage in the operating direction, the ballast tamping unit immediately preceding the support and guide carriage in the operating direction, a pivotal connection supporting the carrier frame on the main frame for pivotally connecting the carrier frame to the main frame, the pivotal connection being spaced from the support and guide carriage in the direction of the track and preceding the support and guide carriage in the operating direction, and track leveling and lining means preceding the ballast tamping unit in the operating direction.

7. The track leveling, lining and tamping machine of

claim 6, wherein the ballast tamping unit comprises a tamping tool carrier, a drive for vertically adjusting the tamping tool carrier on the carrier frame, and a plurality of pairs of vibratory and reciprocatory tamping tools mounted on the tamping tool carrier for immersion in successive cribs, with a respective one of the ties positioned between the tools of the pairs, and the track leveling and lining means comprises a

Claim 7 continued ....

track lifting and lining tool unit mounted on the carrier frame and including drive means for the lifting and lining tools, the carrier frame, the ballast tamping unit and the track lifting and lining tool unit constituting a unitary operating structure immediately adjacent one of the undercarriages of the main frame following the unitary operating structure in the operating direction.

8. The track leveling, lining and tamping machine of claim 6, wherein the pivotal connection is a universal joint connecting a front end of the carrier frame, in the operating direction, to the main frame.