US20200270819A1 - Multi-function railway maintenance system - Google Patents
Multi-function railway maintenance system Download PDFInfo
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- US20200270819A1 US20200270819A1 US16/598,740 US201916598740A US2020270819A1 US 20200270819 A1 US20200270819 A1 US 20200270819A1 US 201916598740 A US201916598740 A US 201916598740A US 2020270819 A1 US2020270819 A1 US 2020270819A1
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- Prior art keywords
- tie
- car
- rail
- module
- spike
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Classifications
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
- E01B29/06—Transporting, laying, removing or renewing sleepers
- E01B29/09—Transporting, laying, removing or renewing sleepers under, or from under, installed rails
- E01B29/10—Transporting, laying, removing or renewing sleepers under, or from under, installed rails for inserting or removing sleepers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
- E01B29/02—Transporting, laying, removing, or renewing lengths of assembled track, assembled switches, or assembled crossings
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
- E01B29/06—Transporting, laying, removing or renewing sleepers
- E01B29/09—Transporting, laying, removing or renewing sleepers under, or from under, installed rails
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
- E01B29/24—Fixing or removing detachable fastening means or accessories thereof; Pre-assembling track components by detachable fastening means
- E01B29/26—Fixing or removing detachable fastening means or accessories thereof; Pre-assembling track components by detachable fastening means the fastening means being spikes
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
- E01B29/32—Installing or removing track components, not covered by the preceding groups, e.g. sole-plates, rail anchors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/08—Measuring installations for surveying permanent way
Definitions
- the present invention relates generally to railway maintenance equipment, and more specifically to improved railway maintenance equipment in which the maintenance tasks are more effectively coordinated.
- gangs of maintenance equipment are compiled for performing a designated sequence of rail maintenance operations. These operations include spike pulling, anchor spreading, rail lifting, tie plate removal, tie extraction, tie insertion, tie plate insertion, rail lowering, spike driving, anchor squeezing, ballast regulating, and/or track leveling.
- tasks are each performed by designated, task-specific, self-propelled railway maintenance machines, each having at least one operator on board for performing the designated maintenance operation, as well as controlling the movement of the machine along the track, and in coordination with other machines in the gang. The machines are positioned along the track in the order of the needed performance of the designated maintenance task.
- the present system is constructed and arranged so that rail tie replacement is performed by a connected series of working modules or function cars, each module being configured for performing at least one rail maintenance operation, such as but not restricted to spike pulling, anchor spreading, rail plate separation from the tie and retaining, rail tie extraction and replacement, plate setting, spike driving, anchor squeezing and ballast tamping.
- Function-oriented workheads are supplied to each module for providing enhanced efficiency of the system compared to the traditional use of function-specific independent railway maintenance vehicles or machines.
- tie replacement is performed on a more continuous and efficient manner than is available using the conventional railway maintenance equipment.
- a third or spiker car is configured for spike driving, anchor squeezing and optionally, ballast tamping.
- the spiker car is equipped with a tamper apparatus, a spiker apparatus, a rail tie nipper, a gauger and an anchor squeezer.
- Each module or car is contemplated as being self-propelled or alternately, towable by another module or by a locomotive or other drive source.
- the modules are towable in the manner of conventional rail cars.
- Another feature is that each module is optionally loadable upon a standard rail flat car for transport between work locations.
- control system measures the distance between the modules, and from the collected system to the next tie requiring a maintenance operation to be performed by the system overall as well as by the particular modules or function cars. Once the operator initiates movement of the system, the control system automatically stops at the next optimal location.
- control system is configured for monitoring and managing the workheads so that multiple workheads perform distinct functions simultaneously on spaced targeted ties. Accordingly, a user can optionally perform multiple tasks sequentially on a single targeted tie, or perform multiple tasks on a spaced sequence of targeted ties.
- FIG. 4 is a side view of the puller car of FIG. 1 ;
- FIG. 9 is a top perspective view of a third, spiker car of the present multi-car rail maintenance system.
- FIG. 15 is a side view of the puller car of FIGS. 1-4 showing the workhead subframe of FIG. 14 in a working position;
- the ballast tamper apparatus 76 is used to move the rock ballast so that the newly inserted rail tie 18 is adequately supported and that the track 12 is level at that point.
- spiker car 46 is a bulk spike storage bin 78 used to store and preferably deliver spikes to the spiker workhead 72 .
- a suitable spike storage bin 78 is disclosed in commonly-assigned U.S. Pat. No. 7,216,590 which is incorporated by reference.
- Other optional workheads provided to the spiker car 46 include a rail tie nipper and a gauger.
- Each of the modules 20 , 44 , 46 is preferably equipped with an automatic winch apparatus 98 . More specifically, the winch apparatus 98 is hydraulically powered and is connected to a nylon rope. One winch apparatus 98 is mounted on each end 43 , 43 a of the cars 20 , 44 and 46 . The rope provides a physical barrier for the places between the cars during work to deter pedestrians from entering this area. At each separation between cars 20 , 44 , 46 , one of the ropes is also used to support a multi-conductor cable 99 ( FIG. 13 ) that provides a physical connection between cars for discrete electrical and digital communication between the respective controls systems 32 .
- a multi-conductor cable 99 FIG. 13
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Machines For Laying And Maintaining Railways (AREA)
Abstract
Description
- This application is a Non-Provisional of, and claims 35 USC 119 priority from, U.S. Provisional Application Ser. No. 62/744,049, filed Oct. 10, 2018, the contents of which are incorporated by reference.
- The present invention relates generally to railway maintenance equipment, and more specifically to improved railway maintenance equipment in which the maintenance tasks are more effectively coordinated.
- In conventional railway maintenance operations, groups or so-called “gangs” of maintenance equipment are compiled for performing a designated sequence of rail maintenance operations. These operations include spike pulling, anchor spreading, rail lifting, tie plate removal, tie extraction, tie insertion, tie plate insertion, rail lowering, spike driving, anchor squeezing, ballast regulating, and/or track leveling. Typically, such tasks are each performed by designated, task-specific, self-propelled railway maintenance machines, each having at least one operator on board for performing the designated maintenance operation, as well as controlling the movement of the machine along the track, and in coordination with other machines in the gang. The machines are positioned along the track in the order of the needed performance of the designated maintenance task.
- A drawback of the conventional practice described above is that each of the many machines in the gang needs to be maintained, and as such a designated inventory of parts should be on hand for each, task-specific machine. Further, each conventional machine in the gang has a designated operator, trained for performing a very repetitive task, which often becomes monotonous for the operator.
- Another design factor of railway maintenance machinery is that railroads are focused on reducing the number of maintenance personnel, as well as on reducing the number of machine parts being retained in inventory in the event of machine breakdowns. As is well known in the art, the breakdown of one machine in the gang often brings a halt to the entire railway maintenance operation.
- Thus, there is a need for an improved railway maintenance system that addresses the above-listed drawbacks of conventional railway maintenance machinery.
- The present multi-function rail maintenance system is designed to consolidate rail maintenance functions, so that a single or fewer number of operator-controlled machines do the maintenance work that is now performed by multiple, independent, task-oriented maintenance machines. Thus, a feature of the present machine or system is a reduction in labor due to fewer individual machines. Also, operators can perform multiple functions, which is not available using conventional, single-task maintenance vehicles.
- In a preferred embodiment, the present system is constructed and arranged so that rail tie replacement is performed by a connected series of working modules or function cars, each module being configured for performing at least one rail maintenance operation, such as but not restricted to spike pulling, anchor spreading, rail plate separation from the tie and retaining, rail tie extraction and replacement, plate setting, spike driving, anchor squeezing and ballast tamping. Function-oriented workheads are supplied to each module for providing enhanced efficiency of the system compared to the traditional use of function-specific independent railway maintenance vehicles or machines. Using the present system, tie replacement is performed on a more continuous and efficient manner than is available using the conventional railway maintenance equipment.
- In an embodiment, the present system is provided using three modules, a first or puller car is configured for pulling spikes and spreading anchors. The number of modules is contemplated as varying to suit the application. An optional feature of this car is a spike and/or anchor retriever using a magnet for collecting withdrawn spikes and anchors and storing them in an on-car collection bin. Suitable conveyors are also included for moving the collected materials from the track to the bin. In a preferred embodiment, the puller car is provided with a ballast broom, a spike puller, a spike broom, an anchor spreader and a discarded material reclaimer/retriever.
- A second or exchange car is configured for lifting the rail, gripping or grasping the tie plate and holding it against the rail, extracting the existing tie, replacing a new tie and positioning the tie plate beneath the rail before the rail is lowered into position. This second car features a tie exchanger mechanism, a supply of new ties and a tie handler crane, both of which are operationally coordinated.
- A third or spiker car is configured for spike driving, anchor squeezing and optionally, ballast tamping. In a preferred embodiment, the spiker car is equipped with a tamper apparatus, a spiker apparatus, a rail tie nipper, a gauger and an anchor squeezer.
- Each module or car preferably includes a main frame and independently movable workhead frames, so that, depending on the function needed at a particular time, workheads are movable from a retracted, travel or storage position, to an operational position located closer to the track.
- Each module or car is contemplated as being self-propelled or alternately, towable by another module or by a locomotive or other drive source. In the latter example, the modules are towable in the manner of conventional rail cars. When multiple modules are connected, they are operated by a single operator controlling speed and braking on the track. Both air and hydraulic braking systems are contemplated for each module. Another feature is that each module is optionally loadable upon a standard rail flat car for transport between work locations.
- Included in the present system is a control system located on at least one of the modules, that coordinates the automatic functions of each workhead. The respective modules are connected to each other by cables and/or wirelessly.
- Also, the control system tracks the status of a targeted tie, including recording location, maintenance steps performed, and any steps still outstanding. The status of these steps is visible to an operator on a display located in at least one operator cab. In the preferred embodiment, each module has an operator cab including a connection to the control system and at least one display, although a reduced number of cabs is contemplated.
- Another feature of the control system is that it measures the distance between the modules, and from the collected system to the next tie requiring a maintenance operation to be performed by the system overall as well as by the particular modules or function cars. Once the operator initiates movement of the system, the control system automatically stops at the next optimal location.
- In addition, the present control system uses location technology, such as GPS and/or cameras, to monitor the position of targeted ties needing replacement. Also, the location technology is connected to computers for coordinating the positioning of the frame(s) and the operation of the workheads to perform the required tasks in sequence so that the frame(s) maintain a constant forward motion along the track.
- It is also contemplated that the present control system is configured for monitoring and managing the workheads so that multiple workheads perform distinct functions simultaneously on spaced targeted ties. Accordingly, a user can optionally perform multiple tasks sequentially on a single targeted tie, or perform multiple tasks on a spaced sequence of targeted ties.
- Another feature of the present system is that, when provided in multiple car or frame format, the couplings of adjacent cars/frames are adjustable and computer controlled to accommodate for different work speeds. For example, the distance between a faster operating car and a slower operating car can be extended to account for the longer time needed for the slower working car to complete the work on its target tie to keep up with the faster working car. The movement between cars allows multiple cars to perform work on multiple ties simultaneously. Without this the work heads would not have enough movement to align to the ties without lengthening the cars. The functions performed on each tie will vary based on the type of tie (wood or concrete) and the fastening systems (spikes, screws, clips etc.) The present system is modifiable as to the work heads required for the type of tie and fastening system.
- In another embodiment, a rail maintenance module includes a main frame, a ballast broom connected to the frame, a spike puller connected to the frame, a spike broom connected to the frame, an anchor spreader connected to the frame, a discarded material retriever connected to the frame, and at least one of the ballast broom, the spike puller, the spike broom, the anchor spreader, and the discarded material retriever being movable relative to the frame between a retracted, travel position, and a lowered operational position located closer to a track upon which maintenance is performed.
- In still another embodiment, a rail maintenance module includes a main frame, connected to the main frame are a tamper apparatus, a spiker apparatus, a rail tie nipper, a gauger, an anchor squeezer. At least one of the tamper apparatus, the spiker apparatus, the rail tie nipper, the gauger and the anchor squeezer are movable relative to the frame between a retracted, travel position, and a lowered operational position located closer to a track upon which maintenance is performed.
-
FIG. 1 is a top front perspective view of a first, puller car of the present multi-car rail maintenance system; -
FIG. 2 is a rear view of the puller car ofFIG. 1 ; -
FIG. 3 is a top view of the puller car ofFIG. 1 ; -
FIG. 4 is a side view of the puller car ofFIG. 1 ; -
FIG. 5 is a top perspective view of a second, exchanger car of the present multi-car rail maintenance system; -
FIG. 6 is a front view of the exchanger car ofFIG. 5 ; -
FIG. 7 is a top view of the exchanger car ofFIG. 5 ; -
FIG. 8 is a side view of the exchanger car ofFIG. 5 ; -
FIG. 9 is a top perspective view of a third, spiker car of the present multi-car rail maintenance system; -
FIG. 10 is a top view of the spiker car ofFIG. 9 ; -
FIG. 11 is a front view of the spiker car ofFIG. 9 , -
FIG. 12 is a side view of the spiker car ofFIG. 9 ; -
FIG. 13 is a top perspective view of the assembled puller, exchanger and spiker cars of the present rail maintenance system; -
FIG. 14 is a top perspective view of a workhead subframe used with the puller car ofFIGS. 1-4 ; -
FIG. 15 is a side view of the puller car ofFIGS. 1-4 showing the workhead subframe ofFIG. 14 in a working position; -
FIG. 16 is a side view of the puller car ofFIGS. 1-4 showing the workhead subframe ofFIG. 14 in a travel position; -
FIG. 17 is a top perspective view of a workhead subframe used with the spiker car ofFIGS. 9-12 ; -
FIG. 18 is a side view of the spiker car ofFIGS. 9-12 showing the workhead subframe ofFIG. 17 in a working position; and -
FIG. 19 is a side view of the spiker car ofFIGS. 9-12 showing the workhead subframe ofFIG. 17 in a travel position. - Referring now to
FIGS. 1-4, 9 and 13 , the present multi-function rail maintenance system is generally designated 10, is constructed and arranged for performing a sequence of rail maintenance operations on a track 12 (FIG. 9 ) made up ofparallel rails 14 resting ontie plates 16 placed on transverse rail ties 18. Therails 14 and thetie plates 16 are held respectively to the rail tie plates and theties 18 through the use of rail fasteners, typically cut spikes, screws or the like (not shown). As is known in the art, rail anchors are secured to therails 14 near theties 18 to maintain track alignment. A main feature of the presentrail maintenance system 10 is that, through the use of coordinated, function-specific, modules or work cars, a complete rail maintenance operation, such as but not limited to the replacement ofrail ties 18, is accomplished by a single maintenance system. As such, these maintenance tasks are performed more efficiently than using gangs of single-function maintenance equipment, which is the conventional practice. - In the
present system 10, a plurality of function-specific modules or cars preferably including three such cars, is movable along thetrack 12 by being self-propelled, or alternately, towable by a locomotive or other drive source. The number of cars may vary to suit the application. - A first module or
puller car 20 includes amain frame 22 configured for travelling thetrack 12 onstandard rail wheels 23, apower source 24 including anengine 26 and ahydraulic system 28. As is known in the art, thepower source 24 is used for propelling thecar 20 along thetrack 12. If theengine 26 is not used for propulsion, thepuller car 20 is towable along thetrack 12. At least one operator'scab 30 houses an operator and at least part of a control system 32 (schematic), including at least onedisplay monitor 34. - Included on the
puller car 20 is at least one, and preferably a plurality of function-specific workheads. While it is contemplated that the number and function of the workheads may vary to suit the situation, in the preferred embodiment, thepuller car 20 includes aspike puller 36, atie broom 38, and ananchor spreader 40. Asuitable spike puller 36 is disclosed in commonly-assigned U.S. Pat. No. 4,538,793 which is incorporated by reference. Spike pulling technology is well known in the art. Thetie broom 38 includes a powered, rotating brush used to remove stray ballast from theties 18 prior to performing the maintenance operation. Asuitable anchor spreader 40 is disclosed in commonly-assigned U.S. Pat. No. 8,522,688 which is incorporated by reference. - The
puller car 20 is equipped with acoupling assembly 42 at each of two ends 43, 43 a of themain frame 22. Included on thecoupling assembly 42 is an apparatus for connecting thecar 20 to adjacent modules, and connectors associated with a winch apparatus, described below for maintaining tension on ropes connecting adjacent modules for suspending conductor cables above the ground. - In the preferred system, and referring to
FIG. 13 , there are at least three modules, the first,puller car 20, a second,exchanger car 44 and a third,spiker car 46 so that system is configured for performing all maintenance operations related to the removal and replacement of arail tie 18. InFIG. 13 , twoexchanger cars 44 are shown. Thecontrol system 32 is connected to eachmodule workheads - Referring again to
FIGS. 1-4 , another feature of thepuller car 20 is an optional discarded material or spike and/or anchor retriever using a magnet 48 (FIG. 4 ) for collecting withdrawn spikes and anchors and storing them in an on-car collection bin 50. Asuitable conveyor 52 moves the collected spikes and anchors to thebin 50. Also, a spike broom 53 is provided for moving pulled spikes out of the way from therails 14 to a position where they are accessed by themagnet 48, preferably provided as at least one rotating magnetic drum. - Referring now to
FIGS. 5-8 , the second module orexchanger car 44 is shown in greater detail. Components shared with thepuller car 20 are designated with like reference numbers. As is the case with thepuller car 20, theexchanger car 44 includes amain frame 54, apower source 24 including anengine 26 andhydraulic system 28, as well as anoperator cab 30 with thecontrol system 32. As far as function-specific workheads, theexchanger car 44 features atie handler 56 which is basically an operator-controlled crane with a designatedcab 58 and aboom 60 used for movingrail ties 18 to and from tie storage areas along the track 12 (FIG. 13 ), or in some cases to and from astorage area 62. In addition, theexchanger car 44 features arail lifter 64 used for lifting therail 14 in the area where thetie 18 is being extracted, and atie exchanger 66. Asuitable tie exchanger 66 is disclosed in commonly-assigned U.S. Pat. No. 6,463,858 which is incorporated by reference. - Just before the
rail 14 is lifted, thetie plate handler 68 grips thetie plate 16 and holds it against the rail. Once therail 14 and thetie plate 16 are lifted, thetie exchanger 66 grabs an end of thetarget tie 18 to be replaced, pulls it normally relative to therails 14, and places the old tie on the field side of thetrack 12. Thetie handler 56 is provided for positioningnew ties 18 within a desired target area in relation to an extraction point where theold tie 18 is removed from thetrack 12 by thetie exchanger 66 as disclosed in U.S. Pat. No. 10,081,917 which is incorporated by reference. As seen inFIG. 13 ,new ties 18 are laid out along thetrack 12 prior to the maintenance operation. The objective is to place thenew ties 18 close to the place where they will be inserted into thetrack 12, but leaving room for the extraction of the old tie by thetie exchanger 66. - A
plate handler 68 is another workhead located on theexchanger car 44. As is known in the art, theplate handler 68 grabs thetie plate 16 from thetie 18 to be extracted, and in this case holds the tie plate to therail 14 that has been raised by therail lifter 64. A suitable railtie plate handler 68 is shown in U.S. Pat. No. 9,777,439 which is incorporated by reference. Theexchanger car 44 is also equipped with thecoupling assembly 42 described above in relation to thepuller car 20. - Referring now to
FIGS. 9-12 , the third module orspiker car 46 is shown in greater detail. Features shared with thecars cars spiker car 46 has amain frame 70. Main functions of thespiker car 46 are spike driving and anchor squeezing, which are accomplished respectively by a spiker or spike drivingworkhead 72, and ananchor squeezing workhead 74. Suitable spike driving workheads are described in commonly-assigned U.S. Pat. Nos. 4,777,885 and 9,771,690, which are incorporated by reference. Asuitable anchor squeezer 74 is described in commonly-assigned U.S. Pat. No. 8,522,688 which is incorporated by reference. A preferred optional workhead is atamper apparatus 76. Asuitable tamper apparatus 76 is described in commonly-assigned U.S. Pat. No. 9,731,324 which is incorporated by reference. - As is known in the art, the
ballast tamper apparatus 76 is used to move the rock ballast so that the newly insertedrail tie 18 is adequately supported and that thetrack 12 is level at that point. Another feature of the third,spiker car 46 is a bulkspike storage bin 78 used to store and preferably deliver spikes to thespiker workhead 72. A suitablespike storage bin 78 is disclosed in commonly-assigned U.S. Pat. No. 7,216,590 which is incorporated by reference. Other optional workheads provided to thespiker car 46 include a rail tie nipper and a gauger. - For all of the workheads described above for each of the
modules spike puller 36, thetie broom 38, theanchor spreader 40, thetie exchanger 66, thespike driver 72, theanchor squeezer 74 and thetamper apparatus 76 include at least one independently movable workhead frame that is movable between a retracted or travel position, and a lowered or working position in operational relation to thetrack 12. - Referring now to
FIGS. 4 and 14-16 , in one embodiment of thepuller car 20, thespike puller 36 is mounted on aworkhead subframe 80 that is movable relative to themain frame 22 between an operational position (FIGS. 4 and 15 ) where the subframe is in contact with therails 14, and a retracted or travel position (FIG. 16 ), which lifts the subframe away from thetrack 12 for travel purposes when thesystem 10 moves between worksites. Thesubframe 80 has at least one pair ofrail wheels 82 which guide thesubframe 80 along thetrack 12 in the lowered position, and also is pivotally connected to themain frame 22 at apivot point 84. As seen inFIG. 14 , thepivot point 84 is multi-directional. At least one fluid powered, preferablyhydraulic cylinder 86 under the control of thecontrol system 32 raises and lowers thesubframe 82 between the work position and the travel position. As seen inFIG. 16 , in addition to thespike puller 36, theanchor spreader 40, thetie magnet 48 and thetie broom 36 are all elevated to a retracted or travel position, using designated hydraulic cylinders (not shown) under the control of thecontrol system 32. - Referring now to
FIGS. 12 and 17-19 , in another embodiment, thespiker car 46 is provided with amovable workhead subframe 90. Thespiker workhead 72 is mounted to thesubframe 90 which is movable between a retracted, travel position (FIG. 19 ) and a lowered, working position (FIG. 18 ) similar to thesubframe 80 discussed above. In the case of thesubframe 90, a pair of fluid power/hydraulic cylinders 92 under control of thecontrol system 32 raise and lower the subframe, which pivots relative to themain frame 70 at a pivot point 94 (FIG. 18 ). In the lowered, working position, thesubframe 90 rides on therails 14 using guide wheels 96 (FIG. 18 ). Similar subframes are contemplated for theexchanger car 44. As seen inFIG. 19 , theanchor squeezer 74 is also raised to a travel position by associated hydraulic cylinders (not shown). - Another feature of the
control system 32 is that thecoupling assembly 42 is adjustable so that when uncoupled, themodules coupling assembly 42 is standard equipment on railroad cars, and as is known in the art, the coupling action is controlled by hydraulic cylinders that control coupler locking pins. Still another feature of thecontrol system 32 is that the control system is configured for tracking the status of a targeted tie, including recording location, maintenance steps performed, and any steps still outstanding, and displaying said tracked status for view by an operator. Further, thecontrol system 32 is constructed and arranged for measuring the distance between themodules system 10 to the next tie requiring a maintenance operation to be performed by the system overall, as well as by the particular modules. Once the operator initiates movement of thesystem 10, thecontrol system 32 automatically stops at the next optimal location. - Each of the
modules automatic winch apparatus 98. More specifically, thewinch apparatus 98 is hydraulically powered and is connected to a nylon rope. Onewinch apparatus 98 is mounted on eachend cars cars FIG. 13 ) that provides a physical connection between cars for discrete electrical and digital communication between therespective controls systems 32. - A global control or GPS system 100 (
FIG. 1 ) associated with thecontrol system 32 will be used to monitor each workhead's position, the distance thecars system 10. Thecontrol system 32 is connected to various sensors, such as magnetic, visual,GPS 100 or the like to coordinate the operation of the various workheads on each of thecars tie 18. Optionally, the user may desire to sequentially perform all maintenance tasks on asingle tie 18. In this situation, thesystem 10, and/orindividual modules track 12 to perform the required tasks. - Alternatively, the
various modules ties 18, some of which may have been already worked on by the other workheads. In this scenario, thesystem 10 typically moves in a single direction along the track. - While a particular embodiment of the present multi-function rail maintenance system has been described herein, it will be appreciated by those skilled in the art that changes and modifications may be made thereto without departing from the invention in its broader aspects and as set forth in the following claims.
Claims (19)
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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US16/598,740 US20200270819A1 (en) | 2018-10-10 | 2019-10-10 | Multi-function railway maintenance system |
US18/084,042 US20230121770A1 (en) | 2018-10-10 | 2022-12-19 | Route maintenance system and method |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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US201862744049P | 2018-10-10 | 2018-10-10 | |
US16/598,740 US20200270819A1 (en) | 2018-10-10 | 2019-10-10 | Multi-function railway maintenance system |
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Application Number | Title | Priority Date | Filing Date |
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US18/084,042 Continuation-In-Part US20230121770A1 (en) | 2018-10-10 | 2022-12-19 | Route maintenance system and method |
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US20200270819A1 true US20200270819A1 (en) | 2020-08-27 |
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US16/598,740 Abandoned US20200270819A1 (en) | 2018-10-10 | 2019-10-10 | Multi-function railway maintenance system |
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Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11565730B1 (en) | 2022-03-04 | 2023-01-31 | Bnsf Railway Company | Automated tie marking |
US11628869B1 (en) | 2022-03-04 | 2023-04-18 | Bnsf Railway Company | Automated tie marking |
US20230365175A1 (en) * | 2022-05-12 | 2023-11-16 | Progress Rail Services Corporation | Maintenance of way autonomous machine operation |
-
2019
- 2019-10-10 US US16/598,740 patent/US20200270819A1/en not_active Abandoned
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11565730B1 (en) | 2022-03-04 | 2023-01-31 | Bnsf Railway Company | Automated tie marking |
US11628869B1 (en) | 2022-03-04 | 2023-04-18 | Bnsf Railway Company | Automated tie marking |
US20230365175A1 (en) * | 2022-05-12 | 2023-11-16 | Progress Rail Services Corporation | Maintenance of way autonomous machine operation |
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