US2762313A - Railway track appliances - Google Patents

Description

Sept. 11, 1956 Filed Feb. 27, l955 l. SUBLETT RAILWAY TRACK APPLIANCES 8 Sheets-Sheet l Sept. 11, 1956 v l. suBLETT RAILWAY TRACK APPLIANCES 8 Sheets-Sheet 2 Filed Feb. 27, 1953 Sept. 11, 1956 l. sUBLETT RAILWAY TRACK APPLIANCES 8 Sheets-Sheet 3 Filed Feb. 27, 1953 Sept. 11, 1956 SUBLETT 2,762,313

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nited States Patent RAILWAY TRACK APPLIANCES Ira Sublett, Fairmont, Minn., assignor to Fairmont Rail way Motors, Inc., Fairmont, Minn., a corporation of Minnesota Application February 27, 1953, Serial No. 339,391 1 Claim. (Cl. 104-16) This invention relates generally to improvements in railway track appliances and it consists of the matters hereinafter described and more particularly pointed out in the appended claim.

In the construction and maintenance of railroad tracks it is customary to use metal tie plates, on which the rails are supported, the tie plates in turn usually being held in position by spikes.

At times it is necessary to remove tie plates which are already in position, which can most conveniently be done by first removing the spikes from the tie plate to be removed, then lifting the rail adjacent the tie plate sufficient to permit removal of the old plate and the placement of a new plate into position under the rail, whereupon the rail may be again lowered into position, finding its support upon the newly inserted tie plate.

One of the objects of the invention is to provide an appliance which is especially adapted for use in lifting the rails of a railway track a sufficient distance to permit removal of a tie plate from under the rail and the placement of a new tie plate into proper operative position under the rail.

Another object of the invention is to provide an appliance of this kind wherein the lift is imposed upon the rail with a straight upward movement substantially in line with the position of the tie plate to be removed.

Again it is an object of the invention to provide an appliance of this kind in which both rails of a railway track may be simultaneously lifted to permit the removal and insertion of the tie plates in a quick and easy manner.

Furthermore, it is an object of the invention to provide an appliance of this kind in the nature of a wheeled vehicle that may be easily moved along the rails of a track as the rail lifting operations adjacent the individual ties are per. formed and which mechanism shall be of relatively simple, light, yet rugged construction so that it may be readily moved along the track and manipulated as required to perform the rail lifting operations.

A still further object of the invention is to provide an appliance of this kind, so constructed that when necessary it may be readily removed from the track.

The above mentioned objects of the invention, as well as others, together with the advantages thereof will more fully appear as the specication proceeds.

In the drawings:

Fig..1 is a perspective view of the improved railway appliance embodying the preferred form of the invention and illustrating the manner in which the appliance is removed from the track.

Fig. 2 is a perspective view of the apparatus, as viewed from the side opposite to that of Fig. 1 and illustrating the apparatus parts in condition for movement on the tracks in order properly to position the track lifting clamps in position over the tie carrying the tie plates that are to be removed.

Fig. 3 is a perspective view of the apparatus with the parts in the position depicted in Fig. 2 but viewed from the rear of the vehicle and from that side on whichthe 2,762,313 Patented Sept. 1l, 1956 pneumatic wheels, for use when from the track, are located.

Fig. 4 is a perspective view viewed generally from the front of the vehicle and illustrating the position which the various parts occupy whilst the apparatus is holding the two rails in lifted or elevated position, permitting tie plate removal and replacement.

Fig. 5 is a view in rear elevation of the lifting beam and parts carried thereby, disassociated from the supporting pantograph structure and with the rail clamps shown in closed position.

Fig. 6 is a top plan View of the lifting beam and parts illustrated in Fig. 5.

Fig. 7 is an end elevation of the lifting beam and associated parts, as viewed from the right hand end of Fig. 5.

Fig. 8 is a detail view generally along the line 8 8 of Fig. 5, viewed in the direction of the arrow, illustrating the manner in which the hydraulic ram is mounted in the lifting beam structure, the piston and piston rod vand hydraulic conduit to the cylinder being shown in elevation.

Fig. 9 is a detailed fragmentary sectional view on the line 9-9 of Fig. 8, illustrating the manner in which the foot plate is mounted on the lower end of the hydraulic ram piston rod for universal movement.

Fig. 10 is a face view in elevation of the unitary rail clamp structure and operating linkage carried thereby, as viewed along the line 10-10 of Fig. 1l, looking in the direction of the arrows.

Fig. ll is a view along the line 11-11 of Fig. 10, the left hand half of the structure being shown in section generally along the center line C--C of Fig. l0, better to disclose the internal construction.

Fig. l2 is a detail fragmentary view along the lines 12-12 of Fig. 1l, viewed in the direction of the arrows, the side plates of the unit structure being omitted.

Fig. 13 is a face view of one of the main clamp guides which is mounted for generally vertical reciprocating movement within the unitary structure of Figs. 10 and 11.

Fig. 14 is a top plan view of the member shown in Fig. 13.

Fig. 15 is a top plan view of a unitary lstructure that ties the side plates of the unitary rail clamping structure together at the bottom and Fig. 15a is an edge View on line 15a- 15a of Fig. 15.

Fig. 16 is a fragmentary vertical detail view showing the manner in which the unitary rail clamping structure is fastened to the bottom wall of the lifting beam structure.

Fig. 17 is a schematic view illustrating the hydraulic flow circuit valves and associated parts.

Referring now in detail to that embodiment of the invention lillustrated in the drawings, the improved apparatus is in the form of a vehicle adapted to be manually removing the apparatus moved along a railway track. The supporting frame or chassis as 4shown is of a box-like welded construction, comprising longitudinally extending side members 10, 10 which are cross-connected by a transverse box-like mem-v ber 11. This frame or chassis is supported from the rails by means of two pairs of front and rear anged wheels 12-12 and 13-13, which wheels are supported in front' and rear pairs of bracket members 14-14 and 15-15, which are rigidly secured to and depend from the longitudinal side frame members lil-10.

The actual rail lifting mechanism is mounted upon a semi-enclosed box-like beam 16 which extends transversely of the vehicle. This beam is mounted for movement toward and away from the track on pairs of pantographlike arms 17-18 and 15b-20, positioned at opposite sides of the vehicle and extending generally in a longitudinal direction.

Rigidly secured to and upstanding from the rear end of the side frame members lil-10 are pairs of standards in the form of channel members 25-25 and 26--26,

which as shown are integral extensions of the bracket members -15, which rotatably mount the wheels EL3-3.

Mounted upon opposite sides of the transverse beam member i6, rigidly secured thereto and upstanding therefrom are pairs of spaced bracket members 2'7-27, 23 28. The member 17 extends between the upper part of the brackets 27-27 and a point spaced downwardly from the top of the standards 25-25, being secured to the brackets 27 by a pintle 29 and to the standards 25--25, by a pintle member 3l), opposite ends of the member 17 being provided with transverse enlargements 31 and 32 respectively, which extend between the brackets at one end and the standards at the other, through which the said pintles 29 and 30 extend. Y

The lower member 13 extend-s between the brackets and the standards and is swivelly mounted or attached t9 a manner similar to that just described with respect to the member 17.

`The members 19 and 20, on the opposite side of the car, extend between the brackets and the standards and are mounted in the same manner as just described with respect to the members 17 and 18 so that no further description -is required with respect thereto.

In order to permit the raising and lowering of the lifting beam 16 with a minimum of eort, the arms of the so-called pantograph structure are spring-counterbalanced. To this end the member 17 has aliixed thereto a pair of downwardly depending spaced apart members 33-34. The counterbalancing springs .t5-e36 are attached at one end to the top of the standards 25-25 and at their lower ends, by means of links 37-38 to the lower ends of the depending members 33-34. Since a similar arrangement is provided on the opposite side of the car it is not thought necessary to describe the same. By having the depending arms 33-34 located as they are, with the lower ends of the springs attached to the lower ends of said arms, and with the other ends of the springs attached to the upper ends of the standards the length of the springs remains substantially constant thus maintaining substantially the same counterbalancing effect throughout the entire range of movement lof the beam 16. It is believed that the foregoing detailed description will make entirely clear the counterbalancing of the lifting beams so that it lmay be raised and lowered with a minimum of elfort.

Mounted on the lifting beam are two single acting hydraulic rams, indicated as a whole by the numbers 40 and 41 respectively and which will be described in more detail later. The hydraulic ram 40 is provided with a pistpn rod 42, which at its lower end carries a foot plate 43, which is adapted to bear against the tie during a rail lifting operation. The ram 41 is provided with a similar piston rod 44 and foot plate 45.

Also mounted on the lifting beam 16 is an hydraulic control valve, referred to as a whole by the reference character 46. Two pairs of rail clamps, referred t9 generally by the characters a7 and 43, are mounted on the lifting beams and may be actuated by the hand lever 49 through certain linkage, later to be described.

Mounted on the vehicle chassis is an internal combustion engine 51) and an hydraulic pump 51, the latter being directly driven from the engine. In the hydarulic circuit, which will be described in detail later, there is a pressure relief valve 91 which opens at a given excess pressure and discharges the hydraulic fluid under such conditions from the outlet of the pump back to the reservoir.

The hydraulic mm arrangement thereof will clear the rail and also the inner edges ofV the tie plates so that the foot plates may rest firmly on the upper face of the subjacent tie. Since both hydraulic ram arrangements are alike a description of one will suffice for both and reference will be made specifically to ram 41.

The cylinder 70 of the ram 4l is positioned between the upright front and rear walls 60 and 61 respectively of the lifting beam 16 by fasteners F which are screwed into the plates 16B which are welded to the bottom wall of the beam 16. The piston rod 454 is connected within the cylinder 7b to a piston 44?. The arrangement is such that when the piston is at the upper end of its stroke the foot plates are ,in the elevated position shown in Fig. 1 so that they will clear the rails as is required when the apparatus is to be removed from the rails. Assuming the piston to be in its upper position, it is clear that if hydraulic huid under pressure be admitted to the cylinder above the piston 441, rod 44 and foot plate 45 will all be forced downwardly. The extent of movement is Ysuch that when the vehicle is in normal operating position on the rails the floot plate 45 will contact the upper face of the subjacent tie before it has traveled the full length of its permitted movement. Hence any further movement will result in raising the lifting beam 16 and with it the rail clamp mechanism carried thereby.

In order to return the piston 411 to its upper or inoperative position, upon a release of hydraulic iluid pressure, suitable means are provided. As herein illustrated such means takes the form of two pairs of coil springs 75, 76, located upon opposite sides of the lifting beam 16. The upper 'ends of the springs 75 are secured to a bracket 77 affixed to the top of the lifting meam 16 and the lower ends thereof are attached to a bracket 73 carried by the foot plate 45.

The upper ends of springs 76 are secured to a bracket 79, on the beam 16 and to a bracket 8) on the rear part' of the foot plate 45. When the foot plate 45 moves downwardly the springs and 76 are elongated thus placing them under tension so that when the hydraulic iluid pressure on the piston is released the springs 75 and 76 return the foot plate 45, rod 44 and piston MP to their upper positions. As will be clear from the description of thc schematic View illustrating the hydraulic flow circuit, control valves, etc., hereinafter given the hydraulic uid in the cylinder 70 will then be displaced causing a like amount to flow into the reservoir to which the hydrauli pump is operatively connected.

In order toraccommodate the foot plate to the irregularities of the tie surface the foot plate is attached to the bottom of the connecting rod 44 by means of a stud member 44S fixed to rod 44 and having a semispherical head member 44B held in a socket 45S of the foot plate 45 by a plate 441 which is bolted to the foot plate and has a portion 45A which projects into the annular groove- 44G of the stud member 44S.

It will, of course, be understood the spring ar angement is the same as the other end Cf the beam in connectionwith the foot plate i3 and associated parts.

The rail clamp mechanism will be lifted simultaneously. However, since the rail clamp mechanisms on opposite ends of the beam are alike a description of one will suice for both. The lrail clamp mechanism comprises a sub-'assembly numbered as a whole, which is mounted as a unit within the spaced vertical front and rear walls 60 and 5l respectively of the lifting beam 16. This sub-assembly, best shown in Figs. l0, ll and l2, comprises spaced vertical side plates 102 and 103 between which the linkage mechanisnuwhich operates the clamp parts that directly grip the-rail, arek suitably mounted.

11S Vrepresents one of the rail clamp members having ai lower portion 119, to the lower inner edge of which is affixed an elongated cylindrical member 120in order to aiord greater contact area with the rail. The upper portion 121 is offset and at the extreme upper end has an opening to receive a bearing, later described.

120R and 120L are two rail clamp members, which are spaced apart, as is best shown in Fig. 11. Since they are alike in general shape the member 120L will be described, which will suce for both. The shape will best be understood by reference to Fig. l0, which shows a face view of the member. The member 120L has a lower portion 121, to the lower inner edge of which is secured a cylindrical member 122, the latter also spanning the distance between the lower portions of members 120L and 120R to afford greater rail contact area. The upper portion of the member 120L is oiset and at its extreme upper end has an opening to receive a stud shaft or pin 115, which pin also extends through the lower ends of two spaced apart links 111 and 112.

The upper ends of the links 111 and 112 are journalled on stud shaft 108, which is welded at one end in the side plate 102 and has a pilot end 109 which enters but is not secured to a suitable opening in the other side plate 103.

110 (Figs. 13 and 14) illustrates a main shifter guide plate. There are two, which in the unit assembly (Figs. and l1) are numbered 110L and 110K respectively. Since the general shape and functioning are the same a description of one will suice for both. The member as shown in Fig. 13 would correspond to 110L but for purposes of simplicity the portions will be numbered without reference to L and R.

The member comprises an elongated body portion 110B having two diverging arm portions 110A and 110AA at the bottom, the latter having elongated slots 110S and 110SS therein. In the body portion adjacent opposite end are elongated slots 110C and 110D. Centrally of the body portion is a lug portion 110LG in which is fastened a stud 110H having a threaded end portion 110T and a cylindrical portion 110K.

As will appear shortly the members 110L and 110R are mounted for straight line vertical movement, being guided by the stud member 108 above and transverse pin 116 below.

The clamps 119 and 121 are shown in rail gripping position in Figs. 5 and 10 in full lines (except those portions which are hidden from direct view) which are shown in dotted lines, whereas the like portions are shown in open position by means of dotted lines.

The clamps are moved between closed and open positions by means of the lever 49 and the connected linkage. Assume that the parts are in the full line position in Figs. 5 and l0, at which time the rail clamps are in closed or rail engaging position. Swinging of the lever 49 to the dotted line position (Fig. 5) through the arms 200L and 200R of pivoted lever 200 and connectors 200LC and 200RC moves the links 201 and 202 respectively from the ullline positions to the dotted line positions. Since the clamp mechanism is the same at each end of the beam for the sake of simplicity only the linkage, shaft levers and connecting parts at one end will be described.

The link 201 is connected to the arm of crank member 205 which, in turn, is keyed to shaft 206 which is suitably mounted for rotation in a horizontal plane. Also keyed to shaft 206 at a point adjacent the rail clamping unit structure is a sleeve 210 vwhich carries a pair of integral projecting arms 210L and 210K, best shown in Fig. l2. The ends of the arms 210L and 210K are provided with elongated slots 2108 in which the cylindrical portions 110K of the members 110 are positioned. The assembly at these points is completed by the washers 210W and lock washers 210LW, held in positions by the nuts 210N on the threaded end 11011 It can thus be seen that if the arms 210 are swung upwardly from the position shown in Fig. 10, due to a counterclockwise rocking of shaft 206, the plate member 110 will be moved bodily upward along the center line C-C. The transverse pins 220L and 220R have reduced end portions which have sliding engagement with, the walls of the slots in the lower divergent arm portions 110A and 110AA of the plate 110. The rail clamp member 118 has a rocking movement on a bushing 230, carried by the pin 220R by means of the insulated bushing 231. The two members 120L have a similar mounting on pin 220L. The intermediate parts of the upper arms of members 120L also have a rocking bearing on a bushing carried by the pin 116.

From the foregoing it should be clear how rectilinear movement of members 110 will cause the swinging of the clamp from closed or rail engaging position to open orv disengaged position. Also, that the rail clamps at both ends of the beam 16 will be simultaneously actuated in the same manner.

The side plates 102 and 103 of the rail clamping subassembly structure are spaced apart by suitable spacer elements 104 through which assembly screws 105 pass and whereby the plates may be drawn together into 'a rigid assembly. At the upper corners are further spacer elements 106 and 107.

At the bottom the plates 102 and 103 are tied together by an H-shaped plate structure (in plan see Fig. l5) which as best shown in Figs. 1l and 16 is insulated from the bottom ange parts 102F and 103F of the side plates by insulation 102s and 1038.

The manner in which the unit assembly is secured to the bottom wall of the lifting beam is so clearly shownV in Fig. 16 that it is believed unnecessary to describe the same in detail.

The H-shaped plate (see Fig. l5) comprises the side elongated portions 250, 251 cross connected in the middle by a Spanner portion 252, the portions 250 and 251 being each provided with a plurality of holes 253 and 254 respectively.

The hydraulic flow circuit, valves and associated parts The hydraulic circuit, control valves, etc. will-best be understood by reference to the schematic view Fig. 17. Those parts which have already been described in connection with other parts of the apparatus are identified by the same reference characters.

The engine 50 is direct connected to drive the pump 51. A conduit leads from the discharge side of fthe pump and is connected to one part of the three way valve 46. Since the system is designed to operate ata maximum pressure on the order of 2000 p. s. i. a relief valve 91 is connected to the conduit 90. Should the pressure exceed that for which the valve 91 is set the uid will discharge through line 112K to the reservoir.

92 is a junction block having a conduit 93 therein, to which one end of a line 94 is connected, the other end of said line being connected to one of the parts in the three way valve 46.

95 is a junction block associated `with cylinder 40 and 96 is a similar :block associated with cylinder 41, the block 95 having a conduit 97 therein which is connected to the cylinder 40 by a conduit 98 and the block 96 having a conduit 99 therein which is connectedto the cylinder 41 by a conduit 100.

Extending between the junction Iblocks 92 and connected to the conduits 93 and 97 respectively, therein are two conduits 101 and `102, and between the junction blocks 92 and 96 are two similar conduits 103 and 104 and connected to the conduits 93 and 99 respectively, therein.

ln the conduits 101 and 103 are flow control valves 105 and 106 respectively, which control or limit the ilow of `hydraulic fluid to the junction blocks 9S and 96 respectively. These ilow valves are 4of a type which limit the iiow to some predetermined maximum per unit of time. In the conduits 102 and 104 are spring pressed check valves 107 and 108 respectively. It is convenient to have a pressure gauge 4109 connected to the conduit 95 and 93 of the junction block 92 so that the pressures obtaining at any given time may be observed.

The hydraulic system is completed by a conduit 110 which leads from one part of the three way valve 46 and discharges into theuid reservoir 111 and the conduit 112 which leads from the reservoir 111 to the intake side of the pump, a strainer 113 preferably being connected in the conduit to prevent the circulation of undesired foreign matter.

The operation of the system is as follows: Let us assume the control lever of the three way valve 'nas been -set to connect conduits 90 and 94 by moving the control lever L to the dotted position and that the hydraulic pump 51 is operating to discharge hydraulic fluid so it can flow through the ow control valves 105 and 106.

The uid then ows into conduit 93 of the junction block 92 through lines 101 and 103 and the tiow control valves 105 and 1116 therein to the conduits 97 and y99 in the junction lblocks 95 `and 96 respectively and thence into the cylinder of the jacks 40 and 41 respectively, thereby causing relative upward movement of the cylinders since they are secured to the lifting beam 16 which is mounted for up and down movement.

It will be understood that at this time there will also be pressure in lines 102 and 104, but since there are check valves 107 and 10S respectively in these lines which are subject to pressure of the fluid in conduit 93, which is supplemented by the spring pressure tending to close the valves, uid cannot pass the check Valves at this time. Should an excessive pressure develop at this time, the relief valve 91 would open, permitting a discharge of fluid to the reservoir through line 112k.

When the lever L of the three way valve 46 is in the central full line position the uid is locked in the lines on opposite sides of the junction block 92. At the same time parts in lthe three way valve connect lines 90 and 110 so that line 110 will discharge tluid to the reservoir.

When it is desired to release the pressure on the pistons of the rams the lever L is moved to the dot and dash position which places line 94 in communication with line 110 so that uid is discharged to the reservoir.

The lever L is Spring pressed so that it is normally returned to the central full line position upon release after having been manually swung to either side of center.

It should be understood that when thev lever L is in the dot and dash position connecting lines 94 and 110 uid will flow from the cylinders of both rams through both sets of conduits 102 and 101 on one side and 104 and 103 on the other and into the conduit 93 of junction block 92 since the check valves 107 and 108 will then have been relieved of pressure and the iuid in the cylinders of the rams -will be forced out through the lines 98 and 1011 respectively under the actions of the springs which tend to move the pistons upwardly relative to the cylinders.

If there were no control valves, such as S- 106, and the track structure were such that one side would rise easier than the other, due to different conditions of ballast, etc. then all of the fluid would flow to that ram which was adjacent the track which otered the lesser resistance to vertical movement. This being the case one track would be raised a substantial amount before the other track moved at all, Vwhich would be undesirable because the one which moved easily might Abe raised too far. Also, it might raise those `adjacent ties carrying the tie plate still secured in place by spikes so as to permit ballast to tiow under the ties. This would cause a hump which would be very bad. But with the flow control valves equal amounts of hydraulic uid flows to each ram and hence the rails on yboth sides are lifted at the same time and to the same extent.

Mechanism for removing apparatus from track A For the purpose of removing the apparatus from the track there is provided two pneumatic tired wheels s and 7 1, which are rotatably carried upon pairs of laterally extending arms 72--72 and 73-73 respectively, each wheelV being rotatably .mounted vbetween a pair of the arms. The arms 72--72 at their inner ends are pivotally connected between a pair of arcuate brackets 74-74, the arcuate brackets in turn having a plurality of holes "Iris- 75:s therein, into any of which a spring pressed plunger 76S is adapted to project. A similar arrangement is provided for the other wheel. By this means both of the wheels may be swung manually to the upper or inactive position illustrated in Figs. 3 and 4 or to the lower operative position illustrated in Fig. l. The wheel carrying members are, of course, locked in their respective positions by means of the Y spring pressed plunger.

I'n order to remove the apparatus from the track there is provided two lift pipes 77s and 73S which are carried in brackets depending from the longitudinal vehicle side frame member 10. When the vehicle is operating on the rails these lifting pipes extend mainly inwardly as is indicated in Fig. 3. When, however, the apparatus is to be removed the lifting pipes are withdrawn outwardly to the position shown in Fig. l so as to provide a convenient pair of handles whereby the operator may push the machine laterally off of the tracks. The lifting pipes 77S and lds are provided with means adjacent the ends to prevent complete withdrawal so that danger of loss is eliminated.

Operation It is believed from the foregoing detailed description the operation of the apparatus will be understood. However, by way of recapitulation in operation the machine, when on the tracks and with the parts in the positions shown in Fig. 2, the apparatus may be pushed along the tracks by the U-shaped grip handle 275, which is secured to the beam 16 until the rail clamps and hydraulic rams are directly over the tie having the tie plates that are to be removed. it will be understood the spikes holding the plates on the tie or ties will have previously been removed. The lifting beam is then pressed downwardly by means of the handle structure 275 until the lower part of the lifting beam is against the top of the rail. Then Vthe clamp control lever 49 is shifted to close the rail clamped, and cause them to engage the rail, as indicated in Fig. 4. The lever L is then swung to the position wherein hydraulic iluid under pressure flows to the hydraulic ram cylinders over the pistons, thus forcing them downwardly until the foot plates 4.3 and 45 engage the tie. The continued application of pressure then results in elevating the lifting beam 16 and all parts connected thereto until the slack has been taken out of the parts. Thereafter continued application ot pressure to the ram pistons results in further movement of the lifting beam relative to the ties, thereby elevating the rails and the vehicle mounted thereon.

As before explained, the hydraulic flow circuit valves and associated parts includes means which control or limit the iiow of the hydraulic tiuid to the two hydraulic rams in such manner that both tracks are raised a like distance, even though the track adjacent one hydraulic ram olfcrs less resistance to vertical movement than that offered by the rail adjacent the other hydraulic ram.

It might be stated that it is possible to raise the track to such an extent that the tie plates onV several ties fore and aft of the location of the lifting beam may be removed and replaced at the same time, assuming of course the spikes have previously been removed from the tie plates.

When the old tie plates have been removed and new ones inserted the lever L is swung to that position which releases the uid pressure on the hydraulic ram pistons and the tracks thus return to their normal positions in engagement with the several tie plates.

In Figs. 3 and 7 there appears a hinged plate 276 which extends between the top of the side frame member 10 and the rear wall of the lifting beam 16. The only purpose of this member is to hold the lifting beam against movement when it is moving along the track for transport or when the apparatus is being moved laterally olf the track by means of the wheels 70 and 71. At other times the hinge plate is disconnected and swung to the dotted line position shown in Fig. 7. @ne of such hinge plates is provided at each end of the beam.

I claim as my invention:

A railway track appliance embodying therein a vehicle frame for movement along the track, a lifting beam positioned transversely of the vehicle, means mounting the lifting beam from the vehicle frame for movement toward and away from the track, means carried by the lifting beam for gripping the rail to enable lifting of the rail, and hydraulically operable means carried by the lifting beam, and actuatable to exert pressure downwardly `reacting to cause lifting of the lifting beams and rail,

means mounting a pair of wheels at one side of the Vehicle with the aXis of rotation thereof longitudinally disposed, said mounting means including arms carried by the vehicle frame and swingable between operative and inoperative positions, together with means for locking the arms in different positions, a plurality of lifting pipes carried by the vehicle frame at the side opposite said pair of wheels, said pipes being slidable transversely of the vehicle between inoperative inner and operative outer positions.

References Cited in the tile of this patent UNITED STATES PATENTS 1,161,706 Lohmiller Nov. 23, 1915 1,780,989 Talboys Nov. 11, 1930 2,018,129 `lackson Oct. 22, 1935 2,050,179 Holt Aug. 4, 1936 2,316,747 Stephens Apr. 13, 1943 2,374,312 Tackett Apr. 24, 1945 2,482,111 Jackson Sept. 20, 1949

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