US2869476A - Railroad track raising and ballast tamping apparatus - Google Patents

Description

Jan. 20, 1959 R. G. KERSHAW RAILROAD TRACK RAISING AND BALLAST TAMPING APPARATUS 5 Sheets-Sheet 1 Filed March 29, 1954 INVENTOR.

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R 0 ya 5 s/nso/v Aekslm w BY United States PatentC RAILROAD TRACKRAISING AND BALLAST TAMPING APPARATUS Application March 29, 1954, Serial No. 419,346

3 Claims. 7 (Cl. 104-12 This invention relates to a railroad track raising and ballast tamping apparatus and has for a prime object the provision of improvedmeans for reballasting, retimbering and surfacing a track. 7

Another object of my invention is to provide apparatus of the character designated which accomplishes the reballasting, retimbering and surfacing operation accurately and efiiciently and with a minimum amount of labor, thus reducing materially the cost of ballasting, timbering and surfacing a track.

My invention contemplates a vehicle adapted to run upon the rails and having essentially two frames, namely, a lower stationary frame to which the wheels are secured andan upper movable frame having a ground engaging member disposed between the cross ties for raising the upper frame vertically. relative to the lower frame, and

also in which there are rail gripping members and improved tampingmeans mounted on the lower frame together with means on the upper frame for actuating the rail grippers.

Another object of my invention is to provide apparatus of the character designated in which the ground engaging member and the relative position of the tamping members are controlled by fluid pressure cylinders or the like.

A more specific object of: my invention is to provide apparatus of the character designated in which the tamping means hasassociated therewith eccentric vibrators which are actuated by fluid pressure motors.

Apparatus of the general type employed to raise the railroad track prior to the reballasting, retimbering or surfacing operation is shown and described in my copending application Serial 'No. 409,729, filed February 11, 1954, now Pa'tent'2,760,440, dated August 28, 1956, and relating to apparatus for raising railroad tracks.

Apparatus illustrating'features of my invention is shown in the accompanying drawings forming a part of this application in which:

Fig. l is an endelevational view of my improved apparatus partly broken away and in section showing the ground engaging members in contact with the ground just prior to raising the upper frame and showing the tampers in operative position;

Fig. 2 is a side elevational view;

Fig. 3 is a plan View of the main or lower frame, partly broken away and in section and with the tamping units and the upper or movable frame removed for the sake of clarity;

Fig. 4 is a detail sectional view taken generally along the line IV-IV of Fig. 1;

Fig. 5 is a detail sectional view taken generally along the line V-V of Fig. l;

Fig. 6 is a detail side elevational view of the mechanism shown in Fig. 5; p r

Fig. 7 is a detail view taken generally along the line VII-VII of Fig. 1 showing the means for vibrating the tampers;';.'

Fig. 8 is a side elevational view of the eccentric bearing assembly employed to vibrate the tampers;

Fig. 9 is a sectional view takengenerally along the line IXIX of Fig. 8;

Fig. 10 is a schematic diagram illustrating the hydraulic system employed to impart vibration to the tampers; and, r Fig. 11 is a schematic diagram illustrating the .hydraulic system for actuating the cylinders used for raising the track and for actuating the cylinders of the tamping rams. Referring now to the drawingsfor a better understanding of my invention, my improved apparatus embodies a main or lower frame having side channels 10 and 11 at one side thereof and side channels 12 and 13 at the other side thereof. The flanges of the channels 1011 and 12-13 abut each other, as shown in Fig. 1. Connecting the ends of the channels 1011 and 12--13 are cross channels 14 and 16.. Spanning the channels 10-11 and 1213 are parallel I-beams 17 and 18 which are secured in any suitable manner to the tops of the side channels. Spanning the side channels intermediate the l beams 17 and 18 are a pair of I- beams 19 and 21. The I- beams 17, 18, 19 and 21 project outwardly of the side channels Iii-11 and 12--13, as shown in Fig. 3..

Secured to the undersurface of the side channels 10- 11 and 12-13 are bearings 22 and 23 in which are journalled cr0ss-aXles 24. The axlescarry flange wheels .26 disposed to run upon the railroad rails indicated at 27 which are supported in the usual manner on cross nes'zs secured in place by means of spikes 29. The lower frame may also carry brake members31 which are actuated by a suitable linkage mechanism indicated generally by the numeral 32 and which may be, applied manually by means of a hand lever 33, as shown in Fig. 3. The upper or movable frame of my apparatus comprises a pair of transverse angles 34 and 36 which are parallel to each other and are connected at the ends thereof by cross angles 37and 38. To strengthen the angles 37 and 38, V-shaped truss members 39 and141 are welded to the tops thereof as shown in Figs. 1 and4. Connecting the central portions of the I- beams 19 and 21 are a pair of plates 42 and 43. Secured to the plates 42 and 43 as by welding is an upstanding pin 44. The upper frame angles 34 and 36 carry bearings 46 and 47, respectively, for receiving the outer ends of short shaft members 48 and 49. The inner ends of the shaft members 48 and 49 are Welded to a sleeve member 51 which slidably receives the pin 44. The lifting or upper frame is thus supported for vertical movement relative to the lower frame on the pin 44. Spanning the angles 34 and 36 are plates 52 and 53, Mounted on the plates 52 and 53, are vertically disposed fluid pressure cylinders 54 and 56 having pistons 54a and 56a, respectively, and piston rods. 54b and 56b, respec' tively. The cylinders 54 and 56'are operated by fluid under pressure and are preferably double acting. The piston rods 54b and 56b project from the lower ends of their respective cylinders and are secured at their lower ends to sleeves 57 and 58. As shown in Fig. 5, the sleeves 57 and 58 are disposed between a pair of angles 59 and 61. The angles 59 and 61 form in effect the lifting foot of the apparatus which is pressed downwardly between the cross ties 28. j Secured to the undersurface of the I-beams 17 and. 18 as by welding are a pair of depending plates 62 and 63 which are provided with aligned 'vertically disposed slots 64. Passing through the slots 64 and movable vertically therein are pins 66 having rail clamping units 67 secured thereto. p l 'l Pivotally connected to depending lugs 69 on the con necting angles 37 and 38 are the 'upper'ends of links or tension-members 71. The lower ends of the tension members 71 are pivotally connected to the inner ends of the rail clamping unit. Downward movement of the upper frame relative to the lower frame is limited by a "pair of channel members 72 whichextend transversely and 82 by means of drive belts 83, 84, 86 and 87, re-

spectively. As shown in Fig. l1,'the pumps 78 and 79 are supplied with fluid from supply tanks 88 and 89,

respectively. The pumps 81 and 82 are 'both supplied with fluid from a common supply tank 91, as shown in Fig. 10.

Also mounted'on the lower frame is a reversible fluid motor 92 which drivesthe input'shaft 93 of a two-speed forward'and reverse transmission such as the sliding gear type-indicated generally by the number 94 and having a gear shift lever 96 extending rearwardly therefrom. The output shaft 97 of the transmission drives one of the axles 24 through a sprocket chain 98. Fluid for the motor'92 is taken from the pump 78, as indicated in Fig. 11. The motor 92 is under control of a hydraulic valve 99, whereas the hydraulic cylinder 56 is under control of a valve 101. In like manner, a valve 102 controls -the flow of fluid to the cylinder 54. The several valves are of the type to admit fluid under pressure'from the pump to the respective fluid pressure device and simultaneously to return the fluid to the supply tanks. Mounted on the apparatus in view of the operator, such as on the base 103 for the valve assembly, is a bracket 104 for supporting a spirit type level 106. By looking at the level, the operator can readily determine whether the track is level or which side thereof needs to be raised or lowered in order to level the same.

Spanning the I- beams 17, 18, 19 and 21 outwardly of the side channels -11 and 12--13 are longitudinally extending plates 107 and 108. Projecting out- Wardly'from the upper surface of the side channel 10 intermediate the I- beams 19 and 21 are a pair of channel members 109 and 111 having the flanges thereof abutting each other, as shown in Fig. 3. In like manner, projecting outwardly of the side channel 12 intermediate the I- beams 19 and 21 are channel members 112 and 113 havingabutting flanges. The plates 107 and 108 are secured to the I-bearns and to the channel members 109, 111, 112, and 113 by any suitable means such as by welding. Mounted on the plate 107 adjacent opposite ends thereof are vertically extending frame members indicated generally at 114 and 116. In like manner, mounted on the plates 108 adjacent the ends thereof are vertical frame members 117 and 118. Pivotally mounted adjacent the upper ends of the frame members 114, 116, 117 and 118 are hydraulic tamping rams indicated generally at 119, 121, 122 and 123. Since the hydraulic tamping units are identical, a description of one will sutfice for all. Each of the hydraulic tamping rams comprises a hydraulic-cylinder 124 having a piston 126 and a piston rod 127. The cylinders 124 are pivotally connected to the vertical frame members by means of short shaft members 128 and 129 which are mounted for rotation in suitable bearings 131. As shown in Fig. 11, fluid for the hydraulic tamping rams 122 and 123 is taken from the pump 78 and these rams are under control of a valve 130. Fluid for the hydraulic tamping rams 119 and 121 is taken from the pump 79 and these rams are under the control of a valve 135.

Mounted at the outer ends of the I-beams 17 and 18 and the channel members 109-111 and 112-113 are vertically extending plates indicated at 132. Mounted on each of the .plates,132,-is a bearing block 133 which 4 supports a longitudinally extending shaft 134. Mounted for pivotal movement on the shafts 134'beneath'each'of the piston rods 127 is a lever arm 136 substantially in the form of a bell-crank and having a downwardly extending arm 137 and an outwardly projecting arm 138. Adjustably connected to the lower end of the arm 137 is the upper end of a tamping arm 139, having suitable tamping members 141 mounted at the lower end thereof adapted for extending beneath the cross ties from the ends thereof. As shown in Fig. 1, the ballast is tamped only under the ends of the cross ties outwardly of the rails. Mounted at the outer end of the arm 138 is a tamper vibrating unit indicated generally by the numeral 142.

Each tamper vibrating unit 142 comprises an annular housing 143 which terminates in an upstanding bifurcated section 144. Openings 146 and 147 are provided in the bifurcated section 144 for receiving a pin 148 which passes through an opening 149 in the lower end of the piston rod 127, thus 'pivotally connecting the tamper vibrating unit to the piston rod. Pivotally-connected to the shaft 134 adjacent opposite sides of the bell crank lever 136 are'the ends of a pair of links 151 and 152. The other ends of the links 151 and 152 are pivotally connected to the pin 148 adjacent opposite sides of the bifurcated section 144, as shown in Figs. 1 and 7.

Mounted within the housing 143 is a roller bearing unit having an outer race 153 and an inner race 154. Bearing against one sideof the inner race 154 is a thrust bearing 156. The side of the housing 143 adjacent the thrust bearing is removable, as shown in Fig. 9. A suitable shim 157 is positioned between the housing 143 and the removable side thereof whereby the correct pressure may be applied on the thrust and roller bearings. A shaft 158 extends through the annular housing 143 and the inner race of the roller bearing assembly and is 'rotated by a fluid pressure motor 159 through the medium of a sprocket chain 161. Keyed to the shaft 158 by means of a suitable key 162 is a bushing 163. The bushing 163 is provided with an opening 164 for receiving the shaft 158 which is so positioned as to provide a suitable amount of eccentricity, ordinarily about A; of an inch between the longitudinal center of the shaft and the center of the annular housing 143.

The shaft 158 is mounted'for rotation in outer bearing members 166 and 167 having annular flanges 168 and 169 respectively adjacent the inner ends thereof. Secured rigidly to the outer ends of the arms 138 of the bell crank 136 are disk shaped members 171 and 172 which are spaced from each other a distance substantially equal to the width of the annular housing 143. Passing through suitable openings in the outer bearing members 166 and 167 and 'the disk shaped members 171 and 172 are through bolts 173 which clamp the disc shaped'members and the outer bearing members together. The shaft is thus supported by the bearing members 166 and 167, while the annular housing 143 is free to move relative to the disc shaped members.

The motor 159 is mounted on a bracket 174 by any suitable means such as bolts 176. The bracket 174 is secured rigidly to the disc shaped members 171 and 172 by any suitable means such as by welding.

Fluid for the hydraulic motors 159 at one side of the apparatus is supplied by the pump 82 which communicates with a control valve 177 and the supply tank 91. The hydraulic motors 159 at the other side of the apparatus are supplied with fluid under pressure by the pump 81 which communicates with a control valve 178 and the supply tank 91. Preferably the control valves 177 and 178 are actuated by foot levers 179 and 181, as shown in Fig. 3.

From the foregoing description the operation of my improved apparatus will be readily understood. It will be seen that with my improved apparatus the entire track including the rails and cross ties may be raised to permit the packing of ballast under the ties during rehabilitating or surfacing of the track. After the lifting foot, comprising the angles 59 and 61, contacts the ground, continued downward movement of the piston rods 54b and 56b pivots the track engaging dogs 67 about the pivot pin 66, causing them to engage the rails as shown in dotted lines in Fig. l. Upward movement of the upper frame then causes the rails and cross ties secured thereto to be lifted.

With the cross ties 28 in raised position, the hydraulic motors 159 are energized by operating the control valves 177 and 178 thus imparting vibratory motionv to the tamping members 141. It will be noted that with a relatively small amount of eccentricity adjacent the ceriter portion of the annular housing 142 will yield a substantial amount of vibration at the tips of the tamping members. As the tamping members are vibrated, the ballast is packed along the compacting line, indicated generally at C in Fig. 1.

While I have shown both ends of the cross ties 28 in the raised position, either end thereof may be raised at a time by actuating a selected one of the hydraulic cylinders S4 or 56. By providing separate control valves for the hydraulic tamping rams and the hydraulic motors 159 at opposite sides of the apparatus, the tampers at either side of the apparatus may be moved into tamping position and operated selectively or together.

From the foregoing it will be seen that I have devised an improved apparatus for tamping ballast under the been employed in the reballasting or surfacing of rail- 3 road tracks.

While I have shown my invention in but one form, it will be obvious to those skilled in the art that it is not so limited but is susceptible of various changes and modifications without departing from the spirit thereof, and I desire, therefore, that only such-limitations shall be placed thereupon as are specifically set forth in the appended claims.

What I claim is:

1. In apparatus for tamping ballast under the end of a crosstie on a railroad track, a vehicle adapted to run on the rails of the track, a frame on said vehicle extending parallel to the longitudinal axis of the crosstie generally to the ends of the crosstie, a reciprocable fluid pressure means having relatively movable parts one of which is mounted on said frame and extends in a direction generally parallel to the longitudinal axis of the crosstie, a tamping tool on an end of said frame embodying an arm mounted for pivotal movement on a horizontal axis extending parallel to the rails and a tamping member secured to the lower end of said arm and extending inwardly under an end of the crosstie in ballast tamping position, said tamping arm extending downwardly outside the end of the crosstie and being mounted for pivotal movement in the same vertical plane as the longitudinal axis of the crosstie, and means connecting the extending end of the other of the relatively movable parts of said fluid pressure means to the pivotal connection of said tamping arm whereby 6 upon reciprocation of said fluid pressure means the tamping member moves inwardly and outwardly of the end of the crosstie in a generally parallel relation to the longitudinal axis of the crosstie.

2. In apparatus for tamping ballast under the end of a crosstie on a railway track, a vehicle adapted to run on the rails of the track, an elongated tool frame mounted on said vehicle generally parallel to the longitudinal axis of the crosstie and extending beyond the ends thereof, an upstanding frame member mounted on said frame, a reciprocable fluid pressure drive meanshaving relatively movable parts one of which is mounted on said upstanding frame member for pivotal movement in a vertical plane generally parallel to the longitudinal axis of the crosstie, a bell crank mounted on a generally horizontal axis adjacent the end of said frame for pivotal movement in the same vertical plane as the longitudinal axis of the crosstie and having one of its arms extending downwardly and the other of its arms projecting outwardly from the rails, a tamping tool on an end of said frame embodying a tamping arm connected to said downwardly extending bell crank arm and a tamping member secured to the lower end of the tamping arm and extending inwardly under an end of the crosstie in ballast tamping position, means connecting the other movable part of said drive means to said other arm of said bell crank whereby upon energization of said drive means said tamping member moves inwardly and outwardly of the end of the crosstie in a vertical plane generally parallel to the longitudinal axis of the crosstie, thereby to tamp the ballast beneath the end of the crosstie.

3. Apparatus as defined in claim 2 in which a vibratory unit is mounted on the outer end of the outwardly projecting bell crank arm and comprises spaced bearing members rigidly mounted on the outer end of the outwardly projecting arm of the bell crank, a shaft mounted for rotation in said spaced bearing members, means for rotating said shaft, an eccentric bearing unit fixedly mounted on sad shaft, and a pivotal connection between said eccentric bearing unit and the outer end of said other movable part of said drive means.

References Cited in the file of this patent UNITED STATES PATENTS Re. 23,687 Hursh et al July 21, 1953 857,572 Amey June 25, 1907 978,858 Devitt Dec. 20, 1910 1,351,246 Hastings Aug. 31, 1920 1,713,340 Jackson May 4, 1929 1,977,276 Holt et al. Oct. 16, 1934 2,358,657 McWilliams Sept. 19, 1944 2,482,111 Jackson Sept. 20, 1949 2,482,796 Philbrick Sept. 27, 1949 2,760,440 Kershaw Aug. 28, 1956 2,791,971 Schnellmann May 14, 1957 2,821,935 Beam Feb. 4, 1958 FOREIGN PATENTS 497,564 Canada Nov. 10, 1953 1,074,221 France Mar. 31, 1954 1,076,144 France Mar. 26, 1932 550,508 Germany May 12, 1932

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