CA2097612A1 - Clip and insulator applying rail car - Google Patents

Abstract

An automatic rail securing device (10) mounted on a railroad car (12) upon which a device (20) for manipulating the track is mounted, as well as work positions to permit the placement of insulators (40) on the railroad ties (34) as well as clips (5). A clip securing apparatus (66) is slidably mounted to car (12) by means of wheels (15, 17) and struts (23, 25). The apparatus (66) includes two satellite stations (70, 72) which include a pair of compression members (74, 76) which automatically engage the clip (5) and secure it in a final position adjacent to the rail (32).

Description

W O 92/16691 2 0 9 7 612 PC~/US9'2/021B5 CLIP AND INSULATOR APPLYING RAIL CAR

Field of the Invention This invention relates to an apparatus and method for placing and attaching rail insulators, and more particularly, to an apparatus and method for attaching clips and insulators to secure the rail to the railxoad tie.
Backqround of the Invention The need for securing railroad rails to rail tles has existed for centuries. The process is very labor intensive and must be done accurately so that ~he a~tachment is secure. Currently, a railroad car is used to carry and distribute the rail clips and insulators to the ties for application. Nanual labor is utilized to unload and place four insulators and clips per tie. At that point, another work force is needed to manually place the insulators and clips for a subsequent securing operation. Following this, a piece of work equipment moves along the tracks and the cljips are s~ueezed into the concrete tie shoulder. This method is very labor intensive and also difficult for the workers~
Therefore, it is desirable to have an apparatus and method for placing the clips and insulators where the accuracy and rate of work may be increased and the comfort to the worker is satisfactory. The present invention addxesses the problems associated with the prior method of placing clips and insulators.
Summar~ o~ the Invention The present invention is an apparatus and method for distributing and applying rail clips and insulators to ties aTId track. The apparatus includes a source to power the car down the track, a rail manipulator to aLd in placing .

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WO92J16691 2 0 ~ 7 6 ~ 2 PC~ 2/02~5 insulators adjacent to the tie and rail, supply compartments for the insulators and clips, loading areas for workers to place the clips and insulators, and the clip applicator.
In a preferred embodiment, the car is equipped with a crane to load the compartments with clips and insulators which axe placed so that the wo:rkers have easy access to place the clips on the ties and rails.
Yet another advantage of the present invention is the applicator. The applicato~ includes a framework which supports two pairs of squeezing members. The applicator moves with the car and yek moves independently to stop momentarily to apply the clips of each tie as the car moves continuously down the track.
The present inven~ion may be opexated efficiently with four workers positioned in the car to provide a smooth application of clips and insulators on a continuous basis adjacent to the rails making up the track.
For a better understanding of the invention, and of the advantages obtained by its use, reference should be made to the drawings and accompanying descriptive matter, in which there is illustrated and descxibed a preferred embodiment of the invention.
Brief Description of the Dr w nqs In the drawings, which form a part of the specification and are to be read therewith, optimum embodiments of the invention are shown, and, in the various views, like numerals are employed to indicate like parts:
- Fig. l is a side elevation view of the applicator car of the present invention;
Fig. 2 is a side elevation view of the rail manipulator of the present invention;
Fig. 3 is a side elevation view showing the applicator and work station of the present invention;
Fig. 4 is an end elevation view of the applicator of :

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WO92/16691 PCT/~S92/02l85 2097~12 the present invention;
Fig. 5 is an end elevation view showing the relationship of the shoulder, tie, clip and applicator utilized with the present invention;
Fig. 6 is a partial side elevation depicting the clip applicator of the present invention in a first operati~e position;
Fig. 7 is a partial side elevation depicting the clip applicator of the present invention in a second operative position;
Fig. 8 is a side elevation depicting a portion of the clip applicator constructed in accordance with the principles of the present invention; and Fig. 9 is a perspective view of a portion of a clip lS applicator built in accordance with the principles of the present invention.
Detailed Desc_ ption of the Preferred Embodiment Referring to Fig. 1, an applicator car lO is shown according to the present invention. A rail car 12 is equipped with an engine 14 and power truck 16 to power the car. The applicator car 10 is self-powered. A diesel engine 14 is utilized with the invention. The engine 14 powers hydraulic and electrical systems which manipulate and power the other aspects of the invention. Power truck 16 is driven by the engine 14 to move the car along the rails. In a preferred embodiment, the power truck 16 is a two speed unit. The power trucks 16 and idler truck 1 include axles, wheels, bolsters, springs, center castings, and other known parts to carry the car and move it for use.
A pump (not shown~ powered by the engine 14 moves the truck 16 at either a high traveling speed or a low speed suitable for propelling the car prior to entering the work mode. In a preferred embodiment, the l~w speed is approximately two miles per hour and the traveling or high speed is approximately thirty-fi~e miles per hour. Yet a further 2 0 9 7 612 PCT/~S92/021~5 ~ 4 -advantage of the invention is that it can be taken out of gear and then pulled by a regular train at higher speeds to move from work area to work area.
A cab 27 is used to control car 12 in the travel mode only, and contains a tachometer, engine temperature gauge, voltage meter, air pressure gauge, throttle, brake and on/off control (not shown).
Speed controls 18 are utilized to control the hydraulic flo~t to the pump and to put the car lO in the work mode.
In the work mode, the car lO is moved at approximately l/4 mile per hour ~24 feet per minute) so that the workers 24, 95, 3 and 4 may arrange the work pieces 5, 40 adjacent to rails 32 such that they may be clipped to the ties 29, 33, 34, 35, 37, 39, 41, 43, 45, 47, 49, Sl, 53, 55, 57, 59, 61, 63, 65, 67, 69, 71, 73, 75, 77, 79, 81 at an acceptable speed. A speed of l/4 mile per hour allows eight to twel~e ties per minute (twenty-four feet per minute) to be manipulated and clips 5 applied to the ties 29, 33, etc.
This gives the workers 3, 4 approximately five seconds per tie to apply clip 5, obtain an additional clip 5, and move ahead to the next tie.
The track 31 is comprised of rails 32, concrete ties 29, 33, 34, etc. and s~eel shoulders 36 which are embedded in the concrete tie. As shown in Fig. 5, the insulator 40 is placed between the steel shoulder 36 and the rail 32. A
clip 5 is then positioned as shown in Fig. 5 and, after placement and securing steps are performed, fits into the shoulder 36 and over the insulator 40 to secure the rail 32 to the tie. In the preferred embodiment, the shoulder 36 is at~ached to the concrete tie by integrally formed anchor 42.
Referring to Figs. l and 2, the rail manipulator 20 is shown operati~ely connected to the car 12. In the preferred embodiment, the rail manipulator is manuîactured b~ Herzog. As shown in Fig. 2, rollers ~2 are utilized as - . .
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WO92/16691 ~ ~ 9 7 6 ~ 2 PCT/US~2/021~s a lining and shifti.ng mechanism to enable the worker to manipulate the rail 32 laterally up to 3/16 of an inch each way in order to permit placement of the insulator between the shoulder 36 and the tie. Workers 24 and 95 in the work compartment 26 place their feet 7 on the manipulator controls 28 to "line left" or "line right" the rollers 22 and cam followers lO0 to line the rail 32 as needed. The rollers 22 engage each rail 32 of the track 31 and workers 24 and 95 control the rollers 22 for each side of the track 31.
The work station 26 includes a frame work 44 which includes four seats 46 for four workers. As mentioned above, the seats 46 are staggered so that the workmen can work without interfering with each other. Proximate the work station 26 and convenient to each worker is an insulator bin 50 and clip bin 52. As shown in Yig. l~ the bins 50 and 52 are connected to larger hoppers 54 and 56 which contain the insulators and clips respectively. A
crane 58 is powered and operatively connected to the car 12 so that clips 5 and insulators 40 may be loaded into the bins 54, 56 for use by the workers. In the preferred embodiment, approximately three thousand insulators 40 and approximately three thousand clips 5 may be loaded into the hoppers 54 and 56 for utilization. Further, a deck 6Q of the frame work 12 may carry additional boxes and barrels of clips and insulators.
Referring now to Figs. l, 3, 4, 6, 7, 8 and 9, the applicator 66 is shown. The applicator 66 includes a frame work 68 which is connected to a pair of satellites 70 and 72. The satellites 70 and 72 are sequenced to automatically stop and apply the clip 5 which h~s bean placed by the worker on each side of the rails 32 of the track 31. The satallites 70 and 72 are controlled independently 50 that they apply the clips 5 to every rail 32 and tie as the entire apparatus lO moves down the track .
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Each satellite 70, 72 contains two opposed members 74 and 76 which pivot around shafts 78 and 80. Pads 82 and 84 are connected to members 74 and 76 to contact the clips 5 as shown in Fig. 4. Expansion and contraction of the pads 82 and 84 are controlled by cylinder 85. An electronic signal is sent to cylinder 85 allowing the hydraulic pressure to close pads 82 and 84 in Figs. 8 and 9. After an electronic variable timer (not shown), nominally set at approximately l.5 seconds, produces the appropria~e signal, the hydraulic controller will reverse the flow in the cylinder 85.
In Fig. 2, a second set of controls 92 are located on the inboard side of the "LEAD" insulator operator 95 which allow one operator or worker to change the travel speed, engine throttle position, control a horn, control the brakes or reset the sensors of the satellites as needed.
Worker 95 is able to ~lock out" the operation ~not shown) in the cab 27 while car 12 is in the work mode. The controls include means for receiving a report regarding the oil pressure, rpm, hydraulic temperature, engine temperature, air pressure, brake condition, etc. of the engine 14 so that the worker knows how the overall apparatus lO is working.
In opPration, the diesel engine drives the power truck 16 and moves the truck l in the direction shown by arrow 9 in Fig. 2. The workers 24 and 95 utilize the rail manipulator to place the plastic insulator 40 adjacen~ the steel shoulder 36 and rail 32. The apparatus is moved forward so that the sPcond set of workers 3, 4 may place the clip 5 on the insulator 40 for application. The satellites 70 and 72 of the applicator 66 then apply force via pads 82 and 84 to move the clip 5 into a secure position onto the shoulder 36, rail 32 and the tie. This operation is continued for the length of the track which is : : . . . . .

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, WO92/1~691 2 0 9 7 ~ ~ 2 PC1/IJS~2/~21~5 to be secured.
As seen in Figs. l, 3, 6 and 7, the applica~or structure 66 resides in an area defined by khe width ll of the trac~ 31 and the distance 13 between workers 3, 4 and powex truck 16. The distance 13 must be large enough to accommodate applicator 66 plus the distance the car 12 will travel while the applicator 66 is stationaxy over tie 34 during the clipping or squeezing operation. An additional amount must also be added to distance 13 as a sa~ety factor to ensure that car 12 can be brought to a stop without imposing excessive loads on applicator 66.
The applicator 66 includes a frame 63 which is formed, in a preferred embodiment, as two parallel tubes, each residing above and being substantially coplanar with its respective rail 32. The frame 68 serves as the base upon which satellites 70 and 72 are moun~ed, as well as a reference plane for an electronic switch (not shown) that is activated by touching each tie. Frame 6 a also houses an emergency stop sensor (not shown), as well as a recovery (or ready) sensor which initiates the restarting of the sequence of applying (or squeezing) the clip 5 into the concrete tie shoulder 36. The frame 68 is secured in a desired position over the rail 32 by use of standard small rail wheels 15 and 17 mounted on axle frames l9 and 21, respectively. Downward pressure is applied to each sat~llite 70, 72 by means of hydraulic cylinders 23 and 25 in order to ensure that each clip 5 is applied properly and that the satellites 70, 72 do not derail. Cylinders 23 and 25 also lift and retract applicator 66 when the car 12 is in the "travel mode."
Referring to Figs. 4, 6 and 7, the sequence of operation of the satellites 70, 72 ater the hydraulic and electrical system (not shown) are energized, is as follows:
first, the car 12 moves at a constant speed of approximately 24 feet per minute. The satellite 70, for . ~

. - 8 -example, is in a most forward position. That is, the telescoping cylinder 23 is in a relatively compressed position, satellite 70 is over tie 59 and the sensor (not shown) on the satellite 70 senses the presence of tie 59 and engages the hydraulic cylinder 835 This hydraulic cylinder squeezes the two clips 5 into place in the concrete tie shoulder 34. Whi:Le the satellite 70 itself has stopped over the individua:L tie 59 the car 12 moves ahead at ~4 feet per minute as can be seen by the position of satellite 70 in Fig. 7. When the cylinder 85 has squeezed a constant pressure for a period of nominally 1.5 seconds, it electronically releases and pads 82 and 8~ are spread apart due to the action of cylinder 85. This release is based upon time with a constant pressure of approximately 2,000 psi. The damage to the clip 5 from overdriving is prevented by having a manual but adjustable stop 89 to control the cylinder stroke. The release of the clip 5 by satellites 70, 72 (when fully recovered) trips an electrical switch (not shown) that engages a hydraulic cylinder (not shown)~ which is attached to the frame, to push the applicator 66 back towards the front of car 12.
When the satellite 70, 72 is in the front position (or near the front~ it can engage on the nPxt tie 61, for example, thereby repeating the operation. Emergency stop 93 signals car 12 to stop, since applicator 66 in that case would not be operating at speed commensurate with the speed of car 12.
Even though numerous characteristics and advantages of the invention have been set forth in the foregoing description, together with details of the structure and function of the invention, the disclosure is illustrative only and changes may be made in detail, especially in the manners of shape, size and arrangement of parts, within the principals of the invention, to the full extent indicated by the broad, general meaniny of the appended claims.

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Claims (20)

We Claim:

1. An apparatus for securing rails to ties, comprising:
(a) rail manipulating means for positioning insulators on the ties; and (b) means for securing the clips to the ties and rails.

2. The apparatus of claim 1, wherein the rail manipulating means further comprises:
(a) a main housing;
(b) a pressurized hydraulic fluid source;
(c) at least one pair of wheels, the pair of wheels being rotatably affixed to the main housing, thereby supporting the main housing on the rails; and (d) at least one rail gripping element, the rail gripping element being pivotably and slidably mounted to the main housing, and being in hydraulic communication with the pressurized hydraulic fluid source, such that the rail gripping element may exert a force on the rail.

3. The apparatus of claim 2, wherein the rail manipulating means further comprises:
a plurality of control input devices, the control input devices permitting an operator to direct and control manipulation of the rail by the gripping element.

4. The apparatus of claim 3, wherein the plurality of control input devices includes a pair of foot pedals, the foot pedals being accessible to the operator, the foot pedals directing movement of the gripping element along an axis transverse to the rail.

5. The apparatus of claim 4, further comprising a pair of gripping elements, each gripping element being formed as a substantially circular disc and cam follower, the circular discs being opposably mounted on opposite sides of the rail, each disc being capable of exerting a force against the rail along an axis substantially orthogonal to the rail.

6. The apparatus of claim 5, wherein the means for securing the clips to the ties further comprises:
(a) a frame, the frame being slidably mounted to the rail; and (b) a pair of opposable compression members, the pair of opposable compression members being mounted on the frame such that each compression member resides on an opposite side of the rail, the opposable compression members being capable of movement toward the rail, thereby securing an interposed clip to the tie and rail.

7. The apparatus of claim 6, further comprising a first and second hydraulic cylinder, the first hydraulic cylinder being pivotably attached to a front region of the frame, the second hydraulic cylinder being pivotably attached to a rear portion of the frame, and both hydraulic cylinders are pivotably attached to a lower surface of a rail car, thereby permitting the frame to be retracted upwardly toward the railcar.

8. The apparatus of claim 7, wherein the first hydraulic cylinder and the second hydraulic cylinder may be energized so as to exert a downward compressive force on the frame, thereby causing the frame to remain in a relatively fixed horizontal relationship to the rail.

9. The apparatus of claim 8, wherein the frame includes a first sensor, the first sensor being capable of determining the presence of a tie, the first sensor thereafter generating a signal so as to energize the compression members, thereby securing the clips residing on the tie to the tie and the rail.

10. The apparatus of claim 9, further comprising a second sensor, the second sensor being affixed to the satellite, the second sensor determining a maximum rearward deflection of the frame, the second sensor causing the railcar to cease forward movement when the frame exceeds the maximum rearward deflection.

11. The apparatus of claim 10, wherein the means for securing the clips to the ties further comprises at least a pair of wheels, the pair of wheels being affixed to the frame, the pair of wheels thereby supporting the frame on the rail.

12. The apparatus of claim 11, wherein the frame further comprises a pair of tubes, the tubes being oriented so as to be substantially parallel to the rails, each tube slidably supporting a pair of opposable compression members.

13. A method for distribution and application of rail clips, comprising the steps of:
(a) manipulating the rail for positioning of an insulator on a tie;
(b) positioning an insulator on the rail tie so as to support a clip;
(c) positioning a clip on the insulator; and (d) attaching the clip to the tie.

14. The method of claim 13, further comprising the steps of:
(a) sensing the position of each tie; and (b) activating a device for attaching the clip to the tie in response to sensing the position of each tie.

15. The method of claim 14, further comprising the steps of:
(a) storing a plurality of insulators on a parent railcar; and (b) seating a person on the parent railcar adjacent to the plurality of insulators and adjacent to the rail such that the person has access to the plurality of insulators and can position the insulators on the tie as the parent railcar moves along a railroad track.

16. The method of claim 15, further comprising the step of mounting a device for manipulating the rail on the parent railcar adjacent to the person positioning the insulators on the tie, such that the person can manipulate the rail so as to facilitate positioning of the insulator on the tie.

17. The method of claim 16, further including the step of mounting a device to the parent railcar for attaching the clip to the tie.

18. A method of securing a rail clip to a railroad track, comprising the steps of:
(a) moving a railroad car along the track;
(b) periodically manipulating the rail by means of a track manipulating device mounted on the moving railroad car;
(c) periodically mounting, from a position on the moving railroad car, four insulators on each railroad tie so as to be adjacent to a track rail;
(d) periodically mounting, from a position on the moving railroad car, four clips on each railroad tie so as to abut the insulator residing on the railroad tie;
and (e) applying each clip mounted on each tie by means of a device mounted on the moving railroad car.

19. The method of claim 18, further comprising the step of sensing the position of each tie, thereby activating the device for applying the clip residing on the tie.

20. The method of claim 19, further comprising the step of slidably mounting on the railroad car the device for applying the clip, such that the device for applying the clip may remain stationary while the railroad car is in motion.