US2908083A - Measuring devices for railway tracks - Google Patents

Description

' Oct. 13, 1959 s. M. ELLIS MEASURING DEVICES FOR- RAILWAY TRACKS 4 Sheets-Sheet 1 Filed Sept. 16, 1957 A tlorneys A: Sta-HE M lt-oh E V x v Oct. 13, 1959 r s. M. ELL IS 2,908,083

' MEASURING DEVICES FOR RAILWAY TRACKS Filed Sept. 16, 1957 y 4 Sheets-Sheet 2 Inventor sum; Maul ms B WM, m w

A iforneys Oct. 13, 1959 s. M. ELLIS MEASURING DEVICES FOR RAILWAY TRACKS 7 4 Sheets-Sheet 3 Filed Sept. 16, 1957 u h MB I III. .IA a@%\ 4 I m Q3 v w M I Q mm & Q NM L H W H I m :H o TLU o J j \V LT! M Q a Q R Q a m S. M. ELLIS MEASURING DEVICES FOR RAILWAY TRACKS Oct. 13, 1959 Filed Sept. 16. 1957 4 Sheets-Sheet 4 a m nuhm llllll Inventor stuFFo vJ- hf-1C0? I Attorney;

2,2085933. M AS N DE r f Application September 16', 1957, Serial No. 684,090

Q aims. pxi ri yiapnlieation .Great Britain fi pt yber'm 9.56

1-1 Qlajn s. 33..'14 4) paratus of the kind 'in which a probe carried ona car movable along the track is held-in engagement-with the side face of-a running rail s that defects such as waves and kinks, and also curvature of the rail will eause a corresponding movement of the probe wh' ich maybe recorded by appropriate apparatus carried on the car.

Hither'to and in order to avoid difl iculties occasioned by gaps, points andotherhazards of the track, such arrangeinents have used a probe having a long shoe held in contact with the rail. Because the whole arrangeinent iscumbersome and heavy it is insensitive to small variations in the shape of the rail and the shoe -is subject .to rapid wear. It is accordingly an object of the present invention to provide an arrangementwhich enables a probe having a comparatively small shoe to be' used and which is acdordingly :lighterand more sensitive. A probe having such a small shoe can be arranged 'to make a substantially p'ointeontact rather than a line contact with the rail'and itlispr acticalto provide it with a working face formed ofalspecial hard wearing material such as a suitable grade ofxhard metal. i

However such a small probeeannot unaided pass safe 131. along the flange ways of a track andthroughthe :various hazardslthat are encountered and accordingly in the-irn= provedarrangement off'this invention. the 'inevement of thispprobe, the measuringprobe, is controlled by a guide prohe. which is arranged :in staggered relationship with respeetlto the measuring probe 'andis adapted to be engaged by the outer side face'of a. guard .or'eheek rail associated with the running rail opposite to that which is engaged by themeasurin'g probe.

By means ofsuch an arrangementthemeasuring probe willibe held on a safe pathas .it' travelsithi-oughithe izarious hazards, likely to. be encountered and: in partieulaF-will beirestrained againsteutward 'moyem'ent when. gapsoccu'r in therailbeing examined. .1 I

@cnvenienfly each probe iscar-ried lonlanrarm which depends froina member which is 'slidabiy mounted-in bearings on the car for movement on a transverse hori aental axis, 'Insuch, case, and .in order to prbizide coinnensation for the-effects .of emw-atureidf theitracli, .the twin menlhersarc conveniently cenneetedciby means? of with .spaeeglipeints, on a. lever, one end of which-is riuotally mounted on the car and; which extends heri- 9 a ly andsgenera'lly. parallel with the longitudinal axis measnnng probe that its shoe is normally held'in con? W 19i wi h. h running ail. The shoe .0? each'probe may ccnveni n ly be .t sjliant y mg lnteda as, forexample; by

mea eat shrines so that itmavfiex relative to. its n n a ut-a var isal Th hes: th meas re Lfirriaear. othe m ansmay heiqarovided. te.-bias the United States Patent 6 2,908,083 P ten d Q t- 13, ,95

butdouble sided sinceit may-on occasionengage either the running rail on one side or a guide rail on its ot h'er side.

The mechanism may also include meanswhich effective to produce a change in the spacing o f theltwo probes when the apparatus :is negotiating 'spring patch points or other hazards through which the guide prob may be ineffective in steering the "measuring probe. Means may also be provide for retracting the-probeswhen they are not in use. 7 i V The use of a guide probe for controlling the meehjanism of the invention enables the measuring probete have only a relatively small shoe, since, for example, when the apparatus is; negotiating an aeuteicrossing, the engagementof the guide-probe withthe 'guard' rail hol'cls the 'ineasuringprobe on the right path -0btuse cross'- ings may also be safely negotiated because naggin probe is staggered relatively to the measuring-probe while the linkage connecting them together provides the neces'- sary compensation for the staggering of the two probes when the apparatus is negotiating curves.

It will be appreciated that the movement of thern'e'asuring probe relative tothe car on which it is mounted will in practice be communicated by any suitable mechanical or electric means to measuring or recording apparatus. I In order that the invention may be clearly under stood it will now be described with reference to accompanying drawings, in which: i I

Figure -1 is a diagrammatic plan view showing one form of an arrangement comprising a measuring probe and. a guide probe,

Figure 2 is a diagrammatic perspective :view frombelow showing one form of an arrangement comprising two measuring probes and their associated guide-probes} Figure -3 is a plan view of the arrangement-"of Figure 2,

Figure 4 is an end view looking in the direction-of uring probe 1.0 which .is carried on varlod 11 sli'clably mountedin a hearing 12 securediwithathe -body-of'-a' car 13, and a guide probe 14' which is similarly carried -911- a i'rod 15 slidably mounted inhibearingsf l'fiAs shown, the-inner end of the rods 11 .and are .pivota'llylconi nested .at spaced points .011 ;a lever-17 whichlis iitse'lf Working face;pressed-againstthe inner face ofi gone ning rail of'the track but since the probeifiaee; 7 tively short, being only some two or threeiinchesalo" '65 2 a nin ta 1.

pivotally connected at 18 withathe body-10f ithe .car The measuring probe 1.!) is biased outwardly iofithe can body .by lanspr-ings 19; se that it is. normally held -":i'n'=-eI 1- gagement with .the inner face the muniiinglrailhand the movement .qf v-this probe relativeitg thencarzho'dy is' appliedbya link-lllrto' operatea suitable formtof. trans-. ducer 2L whih..ptovides, fen example, aneeleetric signer prenortiqnalgztonthe movement of (the prabe.

In operation, :the measuring'prohe'10flies= with its instead. .ofiabout threeiteet lorigassih prior arrlaiig emerits, twquld foul. the variaushazards along the traclc when not for the guide probe 1% whose function it iss tosteepthei measuringprobaalong a, safe path, for example the} guide probe. preventsfthe measuring: probe zmoyiiii'gs eutwardhi' und r thezi fluencetof lhpfi11g 19;.whni a gap 56mins; is the tguideflprobe .achieues-iisind? thanhqsnsasdhr the eaten-tape or theguardaail;

which, at least in the British Railway System, is always present where hazards occur. This function of the guide probe could, however, not be accomplished if the two probes were arranged opposite to one another and it is an essential feature of the arrangement that one probe is in advance of the other. The amountof stagger required is amatter which can be determined by analysis of the various types of hazard normally encountered.

' Figure 1 illustrates an obtuse crossing which is typical of a hazard that to a large extent determines the amount of stagger which is required. As may be seen from the drawing, the chain dotted lines indicate the flange ways and not the rails themselves, the guide probe 14 isholding the measuring probe from moving outwards until such time as it engages the face 22 of a running rail, at which time the guide probe will leave the face 23 of the guard rail. Itis assumed in this example that the car is moving,

to the right in the drawing; It will be appreciated that under normal conditions when the measuring probe is engaging the running railunder examination, its connection with the guide probe will be such that this guide probe will be caused'to run in the flangeway between the other running rail and the guard rail if one is present without contacting either of them. It is only, for example, when a gap occurs in the rail under examination that the guide probe comes into operation and prevents, by engagement with the guard rail, outward movement of the measuring probe.

A further factor in the design of this arrangement is the lever 17. If the probe system could be mounted symmetrically about the central transverse axis of the car this lever would not be required and a simple link between the two probe arms would sufiice. However, since in any recording car there will be more than onersuch set of probes and since only one of these sets could be mounted in-the central position, the other sets have to be arranged either fore craft of the central transverse axis and compensationhas to be provided for the varying distances between the rails as measured along a transverse axis ofthe car as it goes round a curve. Such compensation is provided by connecting the probe arms 11 and 15 at spaced points on the lever 17 which itself is pivotally mounted at its end on the car. With such 4 1 of the car in such a manner that twisting of the car frame will not distort the rod plate assembly. To this end the plate 36 is formed with two lugs 38 and 39 which are pivotally received in brackets 40 and 41 secured with the car frame, and plate 35 formed with a single lug 42 which is pivotally received in a bracket 43 secured with the other side of the car frame.. The three-point mounting'thus provided for the rod plate assembly ensures that while it is held in the required position it can move relative to the car frame if this frame twists, that is to say if one side of the frame rises or falls relative to the other. l

The jack carrying the measuring probe is connected by a link 45 with'the freeend of a lever 46 which is pivotally mounted at the other end 47 in a frame 48 carried on the rods 31 to 34, and this link isprovided with a turnbuckle device 49 whereby its length can be adjusted. The associated guide probe 27 is also connectedwith lever .46 by means of a guide link 50;. The

lever 46 is biased in the direction to hold the measuring probe25 againstthe running rail by means of a tension spring 51 and a pneumaticor hydraulic jack 52 is pro-.

, vided for centering the lever 46 when it is required to this difficulty this guide probe isalso connected with the when it is in the position shown.

therefore, the link 50 will transmit the movement of the guideprobe 27 to control the positionof the measuring an arrangement, when the car is on a curved section of the track the inclination of the lever 17 with respect to the. central longitudinal axis of the car will change and this will vary the space between the two probes as measured in a direction transversely of the car. Accordingly, while the measuring probe is in contact with the rail under examination, the guide probe will be held in the 7 correct position adjacent the other running rail and, be-

tween it and theguard rail ifone is present.

In. carrying the invention into effect, means must be provided forretracting the probes towards one another and for raising them clear of the rails. One arrangement offering such facilities and providing also two measuring probes each with its associated guide probe is shown in Figures 2 to '9. The arrangement providesrtwo Ineasuring'probes 25 and 26 one for each running rail and their associated guide probes 27 and 28 respectively. Each probe isv carried on an arm 29 which extends vertically downwards 'from' a pneumatic or hydraulic jack 30 by means of which the probe may be drawn upwards away from the track... Normally the jack will operate by means or ,fluid pressure to hold the probes in their operative moved inwardly away from contact with the rails, the jacks controlling the'measuring probes 25'and'26 are member 62 in which is received an end of a rod 63 which i The construction of the greater detailin Figures 7 to 9 respectively.

lever 53 by a centering link 55. The links 50 and 55 V are similar in construction in thatjthey'are telescopic, but while link 50 is normally extended to its maximum length by the spring 56 which surrounds itto keep guide probe 27 from sliding towards the center of the car where'it wouldnot be able to engage the guard rail, the link '55 has no spring and is normally'not quite'fully extended In normal operation,

probeZS. However, when both levers 46 and 53 are centered by the action of the jacks 52 and 54, the movement of lever 53ewill cause the guide probe 27 to be drawn inwards by link 55 and link 50 will be compressed against its spring 56. The guide'probe 28 is similarly connected with the levers: 46 and 53 and is operated in the same way. 7

links .45, 50. and 55 is shown in As shown in Figure7, the link 45 comprises two'rods 58 and 59, the adjacent endsof which are oppositely threaded and are received in the appropriately threaded ends of a sleeve 60, nuts 61 being providedto lock the,

rods with the sleeve after the length of the link has been adjustedas required by rotation of the sleeve relative to the rods, l V a The guide link shown in'Figure 8 comprises a tubular isformed with spaced raised 1ands'64 that engagethe wall of the tubularme'mber and the right hand one, of

which, as shown in the drawing, serves, inconjunction with a cap 65screwed on the end of the tubular member 62, as a. stop'to limit the extension of the link. A spring 56 surrounds the tubular member 62 and rode-63 and 1 urges these parts into a position of maximum extension.

slidably; mounted on two vertically spaced :horizontal rods Thecentering link 55 shown in Figure 9 is generally similar to. the1link 50 of Figure 8 and-comprises tubular member 66'-and rod 67, the .cap 68 of member 66 serving in conjunction with the raisedxland 69, on 3 the rod 67' as a stopto' lim'itxtensio'n off the link I but in this case there is no external spring. a

5 and 6 show the construction and shape To avoid the wearing shoes of the measuring probes 25 and 26 and it will be seen, especially from the plan view of Figure 6, that the actual surface in contact with the rail is quite short, being in practice of the order of three inches, while the total length of the shoe is only of the order of ten inches.

The shoe may be resiliently attached to the arm 29- of the associated jack if desired. Alternatively, or in addition, the jack itself may be resiliently mounted in its supporting cage. The wearing shoe of the guide probes is similar in shape but is double sided since this shoe has to engage both the guard rail and the adjacent running rail.

What I claim is:

1. Railway track testing apparatus comprising a car, a measuring probe mounted on said car for movement on an axis transverse to said car, means normally biasing said measuring probe into contact with the inner side face of one of the running rails, a guide probe mounted on said car for movement on an axis transverse to said car and longitudinally spaced from said first-mentioned transverse axis, said guide probe extending between the inner side face of the other running rail and the outer face of a guard rail associated therewith, and means operatively connecting said measuring probe and said guide probe comprising a lever pivotally mounted at one end on said car and extending in a longitudinal direction thereof, and means connecting said measuring probe and said guide probe with respective longitudinally spaced points on said lever. I

2. Railway track testing apparatus comprising a car, a measuring probe assembly slidably mounted on said car for movement on an axis transverse to said car, said assembly including a downwardly depending arm and a probe shoe mounted on the lower end of said arm, means for biasing said assembly to hold said shoe in contact with the inner side face of a running rail, a guide probe assembly slidably mounted for movement on an axis transverse to said car, said transverse axis being longitudinally spaced from the first-mentioned transverse axis, said guide probe assembly including a downwardly depending arm and a probe shoe mounted on the lower end of said arm and positioned between the inner side face of the other running rail and the outer side face of a guard rail associated therewith, and means operatively connecting said probe assemblies comprising a lever pivotally mounted at one end on said car and extending longitudinally thereof, a first link connecting said measuring probe assembly with a first point on said lever, and a second link connecting said guide probe assembly with a second point on said lever, said first and second points being longitudinally spaced from one another.

3. Railway track testing apparatus as claimed in claim 2, in which each guide probe assembly includes means for raising the probe shoe relative to the associated rail.

4. Railway track testing aparatus comprising a car, a first and a second measuring probe assembly each including a downwardly depending arm and a probe shoe mounted on the lower end of said arm, means on said car on which each said probe assembly is slidably mounted for movement on a common axis to said car, means on said car for biasing each said probe assembly such that its probe shoe is held in contact with the inner side face of the respective running rail, a first and a second guide probe assembly each including a downwardly depending arm and a probe shoe mounted on the lower end of said arm, said first and second guide probe assemblies being normally positioned to hold their respective probe shoes adjacent the running rails engaged by the probe shoes of said second and said first measuring probe assemblies respectively, means on said car on which each said guide probe assembly is slidably mounted for movement,

on a common axis transverse to said car and which is spaced from said first-mentioned transverse axis, a first and a second lever each pivotally mounted at one end said car and extending longitudinally thereof in thesame direction, a. first pair of links connecting said first measuring probe assembly and said first guide probe assembly to "respective longitudinally spaced .points on said first lever, and a second pair of links connecting said second measuring probe assembly and said second guide probe assembly to respective longitudinally spaced points on said second lever. p '5. Railway track testing apparatus as claimed in-claim 4, in which the means for slidably mounting the first and second measuring probe assemblies and the first and second guide probe assemblies each comprises a pair of vertically spaced rods extending transversely of the car, each said assembly having spaced tubular bushings through which said pair of rods extends.

6. Railway track testing apparatus as claimed in claim 5, in which said means for slidably mounting said first and second measuring probe assemblies further comprises two plate-like members secured respectively with each end of each of said rods, said plate-like members being hingedly connected with said car for movement about respective longitudinal axes of the car.

7. Railway track testing apparatus as claimed in claim 4, in which each said probe assembly comprises a fluidoperated jack having a downwardly directed plunger constituting the said arm on the end of which the said probe shoe is mounted.

8. Railway track testing apparatus as claimed in claim 4, in which said means for slidably mounting said first and second measuring probe assemblies further comprises means for retracting the probe shoes away from the rails and towards the center of the track.

9. Railway track testing apparatus comprising a car, a first and a second measuring probe assembly each including a downwardly depending arm and a probe shoe mounted on the lower end of said arm, means on said car on which each said probe assembly is slidably mounted for movement on a common axis transverse to said car, means for biasing each said probe assembly such that its probe shoe is held in contact with the inner side face of the respective running rail, a first and a second guide probe assembly each including a downwardly depending arm and a probe shoe mounted on the lower end of said arm, said first andv second guide probe as-' movement on a common axis transverse to said car which is spaced from said first-mentioned transverse axis, a first and a second lever each pivotally mounted at one end on said car and extending longitudinally thereof in the same direction, a first pair of links connecting said first measuring probe assembly and said first guide probe assembly with respective longitudinally spaced points on said first lever, a second pair of links connecting said second measuring probe assembly and said second guide probe assembly with respective longitudinally spaced points on said second lever, means on said car for retracting the several probe shoes away from the running rails and towards the center of the track including means for moving said first and second levers about their pivot points, a pair of centering links for transmitting tension only connecting respectively the said first lever with said second guide probe assembly and said second lever with said first guide probe assembly, the said pair of links connecting respectively the first lever and first guide probe assembly and the second lever and second guide probe assembly having compressible spring means therein.

10. Railway track testing apparatus as claimed in claim 9, in which said means on which said probe assemblies are mounted each include two plate-like members pivotally mounted on respective sides of said carfor movement about respective longitudinal axes, a first and a r 7 8 second pair of vertically spaced rods constituting said References Cited in the file of this paten spaced transverse axes, said rods extending betwe'en said UNITED STATES PATENTS plate-like members and rigidly secured thereto, said probe V assemblies having tubular bushings thereon, a. pair of 1667246 Dreyer APr"24"1.928 rods passing through said bushings, and a. frame mounted 5 Y 198O706 Sperry 1934 centrally on said rods and having a pivot point thereon iMauZm "77. June for said first and second levers. 8 Rousse rf 19578 e 11. Railway track testing apparatus as claimed in claim i 10, including fluid-operated jacks for moving said levers FOREIGN PATENTS 1 to retract the probe shoes, said jacks being mounted on 10 900,308 France m 6, 1 said frame. a a

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