US1072618A

US1072618A - Tool-car.

Info

Publication number: US1072618A
Application number: US51224609A
Authority: US
Inventors: John W Kendrick
Original assignee: Individual
Current assignee: Individual
Priority date: 1909-08-10
Filing date: 1909-08-10
Publication date: 1913-09-09
Anticipated expiration: 1930-09-09

Description

J. W. KENDRIGK.

TOOL GAR.

APPLIOATION FILED AUG. 10, 1909.

1 ,072,6 1 8. atented Sept. 9, 1913.

4 SHBETS-SHEET 2.

J. W. KENDRIGK.

TOOL cm.

APPLICATION FILED AUG. 10, 1909. 1 ,072,6 1 8,, Patented Sept. 9, 1913,

4 SHEETS-SHEET 3.

2? D Z4 g0 fiu ereiar" J. W. KENDRIOK. TOOL GAR.

APPLICATION FILED AUG. 10, 1909. 1 ,072,6 1 8 4 SHEETS-SHEET 4.

, Ja /U zajemzpm'e @M J$Lm WLZW %a @3620 Patented Sept. 9, 1913.

drive a great number of spikes at one set-' UNITED STATES PATENT OFFICE.

JOHN w. mansion, on cuxcaeo, runners.

' TOOL-GAR.

Specification of Letters Patent.

Application filed August 10, 1909. Serial No. 512,246.

To all whom. it may concern:

Be it known that I, J OHN W. Kunonrox, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and usefol-Improvements in Tool-Cars, of which the following is a specification.

The object of my invention is'to provide an apparatus for driving screw spikes in railway ties. l

A particular object is to so construct the apparatus that it is well adapted to being carried by a car. I have also given particular attention to a car frame suited to my apparatus.

Another object of my eii'orts has been to provide an apparatus which may be used to ting or position of the car, thereby neoessitating the moving of the car with the least frequency.

A further object has been to provide means for adjusting the tool to the spikes with the least possible effort on the part of the operator.

I have also provided a motor on the car for furnishing power for the apparatus and have equipped the car with air brake and other apparatus.

Otherobjects will be made apparent in the following specification and claims,taken in connectiomwith the accompanying drawings, in which- Figure 1 is a side'elevation of one end of a car as designed and equipped for the purpose described. Fig. 1 is a side elevation of the opposite end of the same car. Fig. 2 is a plan view of one end of the'carwith the apparatusin place. Fig. 2 is a plan view of the other e'nd'of the same. side elevation of the swinging arm and carriage with the mechanism related thereto. Fig. 4 is a plan view of the same. Fig. 5 is an end elevation of the-same' Fig. 6 is an elevation of the same viewed from the opposite side. Fig. 7 is a section of the jaw clutch. Fig. 8 is an end view of one engaging member of the jaw clutch. Fig. 9 is an end view of another engaging mem'ber of the jaw clutch. 1

In the drawings, the main frame of the car comprises the center sill 10 of suitably strong and rigid construction which extends from end to end f the car and forms its main body. It rests upon a truck frame at each end. This center Bill 10 or main body Fig. 3 is a is of considerable length and is trusse'd by the tension member 11 havinga turnbuckle 12, and the struts 13.

Upon one end of the car frame, a platform 14 is provided to which the usual air brake equipment 15 is attached. The air brake equipment is thus disposed. becauseall the room that is available beneath the "car is desired for the spike driving mechanism. Upon the other end of the car frame a platform 16 is nishing motive power to the spike driving apparatus. In the drawings, I have illustrated a gasolene engine, or an internal combastion motor using a liquid fuel as the preferred type.

Mounted on the center sill 10 and arranged transversely thereto is a series of cross bars 18 which are held a considerable distance above said center sill by supporting members 19. 'At the extremities of-the cross bars 18 are suspended the long I-beams 20 which serve as carrying rails for the tool carriages 21. There is one of these carry-- convenient relation 'to the track rails 22.;

Two of the cross bars 18 are elevated at short space above the carrying rails 20 by.

small blocks 23 in order to permit clearance of guide rollers 24 on the tool carriages 21 described below.

Beneath the carrying rails 20 are the driving shafts There is one f'the shafts 25 thus mounted below each guide rail. Three bearings 26 are provided for each shaft 25, one at each end and one in the middle. The shafts'25 are thereforafree. of obstructions for a proximately half their lengths. Upon t e end of each sprocket wheel 27 is attached. Two similar sprocket wheels 28 are fixedto the shaft of the motor 17 and suitable chains connecting these sprocket wheels with those on the shafts 20 are provided.

The tool carriage 21, of which there are four provided for each car, as preferred in the present embodiment of my invention, is

shaft near the motor 17 a Patented septa, 191s.

provided for a motor 17, for fur- 4 25 which are supported bytes-r ings 26 suspended from the guide rails 20-.-

supported and guided by the rail 20. There are two of these tool carriages on each side of the car. The rollers 24 are grooved and bear upon the upper flanges 29 of the I- beam, of which the guide rail 20 is formed. The rollers 24 are mounted upon the upper extremities of the arms 30 which project upwardly from the main body of the tool carriage. The arms 30 constitute smaller divisions or forks of the two upwardly turned portions 31 of the main body of the carriage. The supporting rollers 32 are mounted upon the pins 33 fixed in the arms 30 at such an angle that the tread portions 34 of therollers bear evenly upon the inclined upper surfaces of the lower flanges 35 of said I-beams 20. There are four of the rollers 32 for each toolcarriage, and these taken in connection with the four guide rollers 24 provide a very efiicient supporting and guiding means for the tool carriage.

The tool carriage 21 is provided with a bearing 36 for theshaft 25 and another bear ing 37 of larger diameter for a sleeve 38 which is integral with a bevel gear wheel 39. The said sleeve 38 is held against lon gitudinal displacement by the nut 40 which is threaded on the end of said sleeve and secured thereon by the small screw 41. The

said sleeve 38 is fitted to the shaft 25 and is non-rotatively engaged therewith by the feather 42 which slides in the keyway 43. By the above described construction the tool carriage 21 is permitted to slide along the shaft 25, and the rotationof said shaft will be transmitted to said gear 39 in its various positions. 3

The tool carriage 21 is provided with a vertically depending trunnion 44 which serves as a support and a bearing for the horizontally swinging arm 45. The nut 46 is threaded soon the lower reducedend 47 of said trunnion and is secured thereon by the small screw 48. The vertical shaft 49 has bearings 50 and 51 in the tool carriage and in said trunnion 44. The bevel gear 52 is fixed upon the upper end of the shaft 49 and meshes with the gear 39. The-gear 53 shaft 63 and meshes with a is fixed upon the lower end of the shaft 49 and meshes with the gear 54.

The horizontally swinging arm 45 carries at its outer end the

bearings

55 and 56 for the vertical shaft 57. At its lower edge are two bearings 58 and 59 for a horizontal shaft 60. The bevel gear 61 is fixed upon the end of the shaft 60. Near the outer end of the swinging arm 45 is a bearing 62 for a short vertical shaft 63. A bevel gear 64 fixed upon the lower end of shaft 63' meshes. with gear 61. The spur gear 65 is fixed upon the upper end of said spur gear 67 shaft 57 by non-rotatively engaged with 'means 'ofthe feather 68 which'slides in the The shaft 57 is joined to the shaft 70 axiallycoinciding therewith and below same by the friction clutch or coupling 71. The friction clutch 71 permits slipping when the shaft 70 meets with great resistance to rotation, as is likely to occur when the spike is screwed home and the tool has not yet been removed from its head. At the lower end of the shaft 70 is a jaw clutch 72 of a type which engages a tool shank 73 when pressed downwardly upon said tool and which disengages when lifted. The tool shank 73 is provided with a head 74 having a square tapered socket 75 to fit the heads of screw. spikes. The jaw clutch. 72 comprises an outer shell 90 having a cylindricalbore 91 which fits the tool shank 73, and is threaded internally at the opposite end 94,to.the sleeve 95. This sleeve is held the lower end 96 of the shaft 70 by the stud 97,' which is threaded into the lower-end of said shaft 70. The internal shoulder 6r. 7

flange 99 lies between the head 98 of the stud 97 and the end 96 of the shaft 70, there by securely holding the sleeve 95 in place. The head 98 is provided with sector shaped projections 100 on its lower face. These projections are tapered and fitted to sector shaped spaces 101 between similar projections 102 on the head 103, of the stud 104, which is threaded into the upper end of the tool shank 73. The head 103 projects beyond the periphery of the shank 73 and the shell is chambered at 105 for a distance sufficient to permit the disengagement of the

heads

98 and 103. It will be seen that a downward pressure of shaft 70, when shank 73 and the tool are held back by the spike,

will cause a rotative engagement of said shaft 70 with said shank 73. A lifting of the shaft 70 causes a disengagement.

A lever 7 6 is pivotally attached to a collar 78 loose on the shaft 7 0, and held against endwise movement thereon by the fixed collar'79 and the hub 80 of the clutch 71, said hub also being fixed to the shaft. The lever.

76 is looped around the collar 78 by the yoke 77, and pivotal connection is made by means of trunnions 81. The lever is drawn upwardlyv by the tension spring 82, attached at 83 to the swinging arm 45. The fulcrum 84 is connected to the swinging arm 45 by the link 86, which is pivotally attached at 87 to the swinging arm, and at 84 to the lever 76. The collar 88 fixed to the shaft 57 limits the upward movement caused by the spring 82.

In using the machine the car is first moved to a position covering a portion of the track in which it is desired to drive screw spikes. An operator is given charge of each of the four tools 74 and its carriage and driving mechanism. By the combined movements of the swinging arm 45 in a circular direction and the longitudinal movement of the carriage 21 along the supporting and guiding rail 20, the tool 74may be brought into engagement with the head of the spike it is desired to drive. The operator now applies a downward pressure to the lever 76 and this pressure causes the jaw clutch 7 2 to engage the tool shank 73 and cause a rotation thereof. This rotation causes the spike to be screwed into the tie.

The motor 17 is preferably operated continuously while the work of spike driving is being carried on. The shafts 25 transmit the ower to the bevel gears 39 by means of the eathers 42. The gear 39 drives the gear 52, and the power is transmitted by the shaft 49 to gear 53. Gear 54 now receives the power, and shaft 60 transmits it to gear 61 meshing with gear 64. Shaft 63 carries it to gear 65 meshing with gear 66 feathered on shaft 57. The power is now transmitted through the friction clutch 71 to shaft 70 and to the jaw clutch 7 2, which drives the tool 74. Upon discontinuing pressure on the lever 76, the operator may permit the tool 74 to be lifted by the spring 82. This movement also causes the jaw clutch 72 to become rotatively disengaged from the tool shaft, 70. The tool 74 may now be placed upon the head of another spike, the swinging arm 45 being moved upon its vertically depending pivot 44 in a circular direction, and the carriage 21 being moved along the supporting and guiding rail to the extent necessary to bring the tool into connection with said spike. When the tool can no longer be adjusted to any of the spikes beneath the car, the car is moved to a new position.

I claim:

1. In a railway car, a center sill, laterally extending supports mounted thereon, guide rails carried by the ends of said supports, a series of spike-driving tool carriages movably mounted on said guide rails, a motor, and mechanical driving connections from the motor to said tool carriages. f a

2. In a railway car, a center sill, transverse members fixed thereon, guide rails fixed on the ends of said transverse members,

carriages movably supported on said guide rails, and tool-carrying arms mounted to swing in horizontal planes on said carriages.

3. In a railway car, trucks at the ends thereof, a center sill supported by said trucks, an I-beam guide rail at one side of the center sill and supported therefrom, a carriage having rollers bearing on the lower flanges of said guide rail to support the carriage and having other rollers bearing against the upper flanges of said rail to'prevent oscillation of said carriage, and a toolcarrying arm pivoted to said carriage.

4. In a railway car, a pair of trucks at the ends of the car, a center sill supported thereby, transverse members mounted on said center sill, a guide rail fixed to said transverse members, a carriage movably supported on said .guide rail, a tool-carrying arm pivoted to said carriage and adapted to swing under said guide rail, and a spikedriving spindle carried by said arm.

5. In a spike driving mechanism comprising a center sill, uprights fixed to the center sill,

device of the class described, a

transverse members fixed to said uprights,

a guide rail fixed to said transverse members, a carriage movably supported on said guide rail, a swinging arm pivoted to said carriage and adapted to swing under said guide rail, a spike driving tool carried by provided with supporting rollers and guide rollers, gearing carrled by said swinging arm and by said carriage for transmitting power from said driving shaft to said tool, a driving shaftsupported by the car frame and passing through the bearings in said carriage, a guiding and supporting rail for said carriage mounted on the car frame, and a motor carried by the car and connected to said driving shaft.

7. In a device of the class described, a car framework comprising a center sill, a spikeengaging tool, a jaw clutch to hold said tool, said clutch being rotatively engaged with said tool by the pressure applied by the operator to drive the spike, adapted to, permit slipping under. excessive the spike, a carriage for said I a friction clutch T1 resistance of the spike to driving, a vertical,

shaft carrying said jaw clutch at its lower end and the driven element of said friction clutch at its upper en d, a vertical shaft axially coinciding with the said first-named shaft and carrying the driving element of said clutch, a swinging arm carrying said shaft, a movable carriage for said arm,

means to support said movable carriage from I said center sill, means for transmitting powerto said shaft in the various positions of the carriage, and a motor for furnishing driving power to said means.

8. In a railway car, wheels adapted to run upon a railway track, a car frame supported thereby, cross members carried by said frame, I-beam guide rails hung under the ends of said cross members, carriages having rollers engaging the fiangesof said I- I" intermediate beam guide rails, and tool-driving mechanisms carried by said carriages. v

9. In a railway car, trucks at the ends thereof, a center sill extending throughout the length of the car, transverse members supported by said center sill, guide rails at tached to the ends of said transverse members, said guide rails extending alon the part of the car and being shorter than said center sill, movable carriages carried by said guide rails, and tooldriving spindles carried by said movable carriages.

10. In a railway car, trucks at the'ends thereof, a car frame supported thereby, guide rails carried by said frame at the sides of the car, said guide rails extending only between the trucks, movable carriages mounted on said guide rails, and tool-driving spindles carried by said carriages.

In testimony whereof, I have subscribed my name.

JOHN W. KENDRICK. Witnesses:

F. A. LEHMAN, E. PQSSON.