US2911734A

US2911734A - Railway ballast digging apparatus

Info

Publication number: US2911734A
Application number: US382566A
Authority: US
Inventors: Sublett Ira; Charles D Johnson
Original assignee: FAIRMONT RAILWAY MOTORS Inc
Current assignee: FAIRMONT RAILWAY MOTORS Inc
Priority date: 1953-09-28
Filing date: 1953-09-28
Publication date: 1959-11-10
Anticipated expiration: 1976-11-10

Description

Nov. 10, 1959 l. sUBLETT E TAL 2,911,734

RAILWAY BALLAST DIGGING APPARATUS' Filed Sept. 28. 1953 8 Sheets-Sheet 1 Nov. l0, 1959 l. suBLl-:T'r Erm.

RAILWAY BALLAST DIGGING APPARATUS 8 Sheets-Sheet 2 Filed Sept. 28. 1953 Nov. l0, 1959 l. suBLl-:TT ETAL RAILWAY BALLAST DIGGING APPARATUS Filed Sept. 28. 1953 8- Sheets-Sheet 3 Nov. 10, 1959 l. sUBLE'rT Erm.

RAILWAY BALLAST DIGGING APPARATUS 8 Sheets-Sheet, 4

Filed Sept. 28. 1953 l. suBLl-:TT Erm. 2,911,734 l RAILWAY BALLAST DIGGING APPARATUS 8 Sheets-Sheet 5 6 iw L @N Fim www A @WT QQ M um* QQ QN m.. w @h w@ NS E fw m o, @Mmm mS .y @www www EN v, EN mm EN f Y @NQ Q @w m l s www, f Qk www m `L.

Filed Sept. 28, 1953 Nov. 10, 1959 l. suBLETT ErAL 2,911,734

RAILWAY BALLAST DIGGING APPARATUS Filed Sept. 28. 1953 8-SheetsSheet 6 NOV. 10, 1959 l, SUBLETT ETAL` 2,911,734

RAILWAY BALLAST DIGGING APPARATUS 8 Sheets-Sheet 7 Filed Sept. 28. 1953 Nov. 10, 1959 LsusLE-n' ErAL RAILWAY BALLAST DIGGING APPARATUS Filed sept. 2s, 1953 8 Sheets-Sheet 8 WS wf .@NMWN. Nw me@ m. QN@ Nm Fl n iizmlikw Q J f' 2,911,734 Patented Nov. 1,0, 1.959

RAILWAY BALLAST DIGGING APPARATUS Ira Sublett and Charles D. Johnson, Fairmont, Minn., as-

signors to Fairmont Railway Motors, Inc., Fairmont, Minn., a corporation of Minnesota From time to time in connection with railroad road beds it is necessary to remove old ties which have deteriorated and replace them with new ties in order to maintain the track structure in proper operating condition.

The present invention relates to railway ballast digging apparatus and more particularly to apparatus for shaping or reshaping beds or trenches for individual ties after the old ties have been removed in order to provide a suitable bed or trench to receive the new tie.

Heretofore certain machines have been devised for the purpose of providing new trenches or beds for the reception of the new tie after the old one has been removed, but they have been open to one or more objections.

One of the objects of the invention is to provide apparatus for removing ballast in order to provide a trench for a tie bed more eiciently than is possible with apparatus heretofore devised.

Another object of the invention is to provide apparatus adapted for movement along the railroad track, together with control means for accurately andsafely positioning the apparatus at the site where the tie bed or trench is to be formed to receive the new tie after removal of the old tie.

Still another object of the invention is to provide an improved form of digging mechanism which will more efeiently remove the ballast and which will overcome certain objections which obtain in mechanism heretofore devised.

Again, it is an object of the invention to provide apparatus of an improved construction whereby' the ballast removed in the formation of a new tie bed or trench may be deposited laterally of the track conveniently adjacent the trench, thereby to facilitate the replacement of ballast under the new tie.

Still another object of the invention is to provide a tie bed shaping or digging apparatus adapted for movement along the rails, together with means for quickly and easily removing the apparatus from the track when necessary.

Further objects and purposes of the appreciated from the following description and the accompanying drawings which illustrate a preferred ernbodiment of the invention.

In the drawings: Y

Fig. l is a perspective view from the front of the apparatus with the digging head thereof in the raised position, as when deadheading lalong a railway track.

Fig. 2 is a horizontal sectional view through the apparatus as taken on the line 2-2 'of Fig. 3 but showing the chassis frame and certain parts of the apparatus carried thereby in top plan and showing certain parts, such as engine, reservoir, filter, and grating frames ,providing the platform of the apparatusl in dot-ted lines for illustrative purposes.

Fig. 3 is a longitudinal vertical sectional view through the apparatus, as taken on the line 3-3 of Fig. 2,

invention will be i when the digging head is in the raised nonoperating position, the digging head and one of the drums thereof appearing in section and the rails, ties and ballast head, the operating position of the digging drums, at the end of an operation, shown in dotted lines. This ligure also shows a finished trench or bed and tie therefor, the latter being in dotted lines. .Y

Fig. 4 is ra transverse sectional view through a iinished trench that forms a tie bed, as taken on the line 4 4 of Fig. 3, ready to receive a new tie.

Fig. 5 is a transverse vertical sectional view through a part of the apparatus as taken on the line 5--5 of Fig. 3.

Fig. 6 is a transverse vertical sectional view through another part of the apparatus as taken on the line 6-6 of Fig. 3.

Fig. 7 is a detailvertical sectional view through part appearing in Fig. 6, as taken on the line 7 7 and on a scale enlarged over that of said Fig. 6.

Fig. 8 is a detail vertical sectional view through a further part of the apparatus as taken on the line 8--8 and on a scale enlarged over that of Fig. 2.

Fig. 9 is a View partly in elevation and partly in longitudinal section of one of the engine driven hydraulic pumps employed in the apparatus.

Fig. 10 is a top plan view of the pump of Fig. 9 showing how it is mounted on the supporting cross channels on the chassis frame for adjustment in tensioning the multiple belt set by which it is driven from the engine. Fig. 1l is a top plan view of the digging head frame, and the parts carried thereby, as well as parts ofthe lift arms therefor and the channel bar construction that connects said arms and the hoist cylinders associated with said arms. f

Fig. l2 is an elevational view of the parts at the right-hand end of the digging head appearing in Fig. 11. It shows the sprocket chain drive for one of the end drum sections that carry the digging teeth and it also shows the guard for such drive, as well as the guard at the front of the digging head frame.

Fig. 13 is a plan view of two platform gratings -providing footing support for the operators feet and which will be more fully described later. n

Fig. 14 is a detail vertical sectional View through parts of the apparatus as taken on the line 14-14 of Fig. 2, showing structure for preventing lateral swaying of digging head supporting arms.

Fig. l5 shows a multiple lever assembly embodied in the apparatus for imparting longitudinal shift to associated spools of a multiple unit valve embodied in the apparatus, which will be more fully described later.

Fig. 16 is a detail sectional view through the lever assembly of Fig. l5 as taken on the line 16--16 thereof.

Fig. 17 is a longitudinal vertical sectional view through the drums forming the mid section of the digging head, as taken on the line 17-17 of Fig. 19.

Fig. 18 is a longitudinal vertical sectional view through a drum forming one of the end sections of. the digging head.

Fig. 19 is an end view of one of the drums appearing in Fig. 17.

Fig. 20 is a diagrammatic View showing the hydraulic piping or conduits between the two hydraulic pumps used ,in the apparatus, the digging motor and the multiple unit valve of said apparatus and associated parts.

Fig. 2.1 is another diagrammatic View showing the hydraulic piping for the hoist cylinders for the digging head and the cylinder for the turntable whereby the apparatus may be raised into a position and then turned to extend transversely of the track for set oif purposes.

will be obvious later.

Fig. 22 is a further diagrammatic view showing the hydraulic piping for the propelling motor on the chassis, by which the apparatus is moved to the various positions for digging purposes or for fdeadheading along the track.

Fig. 23 is a diagrammatic view showing the piping for the vacuum braking mechanism that is employed, in

'employed upon associated drums of the apparatus, and

Fig. 25 is a composite perspective view of a pair of teeth made from the blank of Fig. 24, with one tooth n'having a lone central tine and with the other'tooth having a pair of laterally spaced tines.

General description of the apparatusY The apparatus includes a vehicle having suitable framing structure mounted on the axles of front and rear flanged rail wheels; At what is here termed the front end of the machine there is positioned digging mechanism for forming the. tie bed or trench and at the opposite end or rear there is positioned a prime mover in the form of an internal combustion engine.

The prime mover drives a plurality of hydraulic pumps which provide uid under pressure for operating a hydraulic motor for propelling the car and also a hydraulic motor for imparting rotation to the digging elements at the front of the machine. Additionally hydraulic fluid under pressure is supplied to certain cylinders for raising the structure that supports the digging mechanismV and also a cylinder for the apparatus which is used when removing the vehicle from the tracks.

By means of suitablevalves, conduits, control levers, and` other mechanism, the hydraulic motors may be caused to run in either direction for purposes which Also, by means of suitable controls it is possible to supply fluid under pressure from either or both pumps to certain of the operating parts.

In order to facilitate an understanding of the hydraulic circuits they have been shown separately in Figs. 20, 2l and 22 as related to certain principal functions of the apparatus. These will be described in detail later.

When the apparatus isrdeadheading along the track it is propelled by an hydraulic motor and the digging mechanism is in the position shown in Fig. 3. That is to say the digging d rum and teeth are held in elevated v position by thelifting frame which is prevented from dropping by means of certain latch mechanism which engages part of the lifting frame.

Assume that the apparatus arrives at the site wherel it is desired to operate and that a tie had previously been removed. The apparatus would then be accurately positioned by means of the propelling motor. The operator, who occupies a seat on the apparatus, is able to judge the right position by looking downwardly and forwardly at the trench left by the removed tie. In this way the operator is able accurately to locate the digging mechanism over the space or trench to be excavated. At this time the engine would be operating, driving the two pumps which provide fluid under pressure to various fluid. actuated devices, under the control of certain manually actuated valves.

,With the apparatus properly located, fluid pressure to the propelling motor would be cut olf and Ithe apparatus 'held against movement along the track by means of brak- Ving mechanism, diagrammatically illustrated in Fig. 23.

As a first operation the operator would apply pressure momentarily to the pistons of two cylinders, which lift the swinging frame that carries the digging head upward permitting the operator to remove a safety latch which holds the framing parts that support the digging mechanism against downward movement. swinging frame, which is pivoted at the rear Q Ill? ap- Thereupon the paratus, moves slowly downward, by means to be described in detail later, at which time drums carrying the digging teeth will be caused to rotate so that upon engagement with the ballast they will excavate the same, depositing the removed ballast forwardly of the machine and transversely of the track adjacent the tie bed.

The frame supporting the digging elements will continue to move downwardly by gravity, under suitable control, until certain limiting stops are engaged, whereupon further downward movement is prevented and the digging drum and teeth will have arrived at the dotted line position illustrated at the right hand end of Fig. 3, this being the depth to which it is desired to dig or shape the trench for the new tie.

The operator then, by means of lever controls, actuates certain spools of a multiple spool valve which stops the ow of fluid under pressure to the hydraulic motor that imparts rotaryv motion to the digging drums and teeth carried thereby.

The operator then manipulates certain valve parts which apply uid under pressure to the upper side of two pistons positioned within upstanding cylinders at each side of theV apparatus, one of which is best shown in Fig. 8. This, in turn, causes an upward swinging movement of the pivoted frame supporting the digging frame or head, causing it to move upwardly suicient to clear the rails.

The operator thereafter moves to the next operating site and follows the same operating sequence, except that when moving from one digging site to another, as distinguished from deadheading, the safety latch, which holds the swinging frame, digging frame and associated parts in the position shown in Fig. 3, is not engaged. Hence it is unnecessary to release this latch each time the digging head is to move downwardly.

After the desired trench or tie bed has been prepared, a new tie will be shifted laterally into place under the rails, ballast being then tamped under the tie in conventional manner.

lt yis believed that this general description of the apparatus will be helpful to an understanding of the specific mechanism disclosed in the drawings and which i1- lustrate the preferred form of the invention.

Detailed description of the apparatus Referring nowto 4the drawings, the apparatus comprises a vehiclehaving a chassis composed of longitudinally disposed frame members 30 at each side, which are cross-connected'at the front' by a transverse frame member 31, at the'rear by a transverse frame member 32,' and by certain intermediate transverse frame mem- .bers, later described.

' The frame structure is mounted on pairs of front and rear

flanged wheels

33, 34 connected to the

axle members

35, 36 respectively. 37 represents an hydraulic motor :for propelling the vehicle and which is connected by `to propel the vehicle along the track in either diremon, .and-under the pressure of fluid supplied by either one or -two' hydraulic pumps.

Mounted on the rear of the vehicle is an internal combustion engine 44 which is of conventional design.

'The' vehicle carries two

hydraulic pumps

45 and 46 which are driven from the engine by means of a group of pulleys 47, fixedly secured `to the Adriven shaft 48 of (the .engine 44, by means of belts 49 and 50 respectively The digging head and its supporting mechanism At opposite sides of the vehicle outwardly of the wheels there are positioned longitudinally disposed

frame members

55 and 56, the rear ends. of which are pivoted at 57 and 58 to brackets 59 and 6i), attached to the rear frame member 32 of the vehicle. The forward ends 'of the

longitudinal frame members

55 and 56 are attached to and support the frame 61 which carries the digging elements.

The frame 61 extends transversely across the front of the machine, being of elongated rectangular construction in plan, It comprises front and rear

transverse channel members

62 and 63 respectively which are cross-connected at the ends and intermediate of the ends by means of a plurality of channel members 64, thereby providing a very rigid rectangular frame structure for supporting the rigging elements.

The framing structure 61, lbeing attached to the front ends of the longitudinal side -frame members 5S and 56, will obviously move upwardly and downwardly as these side frame members are swung on the pivots 57 and 58. For causing swinging movement of the framing structure just described there is provided two upstanding hydraulic cylinders 65-65 at opposite sides of the vehicle. Since each of` these cylinders and the piston operating therein is of like construction, a description of one will suffice for both.

Referring particularly to Fig. 8, the cylinder 65 is attached to and upstands from a trunnion member 66, which in turn is mounted between and carried by two

channel members

67 and 63, which extend transversely of the vehicle, being supported from the two longitudinally disposed swingable

side frame members

55 and 56 by means of upstanding brackets 67B, best shown in Fig. 1l. Within the cylinder 65 is a piston 69 to which is connected a piston rod 79 that projects through the trunnion 66, the bottom end terminating in a yball joint 71 which is attached to the 'vehicle frame. As will be .explained in detail later, when hydraulic pressure is applied to the upper end of the piston 69 through the conduit 163, the lside arms or

frame members

55 and 56 and all of the parts carried thereby are moved upwardly. Conversely, when iuid is permitted to flow out of the cylinder 69 through the conduit 163, the

side members

55 and 56 and all parts carried thereby are permitted to move downwardly under controlled action. This is so except when the safety latch mechanism 73 is in full line position, shown in Fig. 8, which then positively prevents downward movement of these parts. The apparatus and function of the safety mechanism 73 will be explained later in connection with the description of the operation of the apparatus.

Th-e`digging mechanism which is supported by the framing structure 61 lwhich is suitably mounted in the brackets. 74 and 75 by means of antifriction bearings 85 and 86 respectively.

The construction and arrange-- 6 A cylinder drum 87 is mounted on the shaft 84 so` as to rotate therewith. Mounted on the outer surface of the drum is a plurality of bracket members 88, each of which includes a central slotted portion 89 in which the base portion of the digging tooth is positioned. As will be explained in detail later, the digging teeth are of two shapes i.e. one group designated as 90 comprises a single tine, whereas the other group 91 comprises two tlnes. However, the base portions of the digging teeth are alike and are secured to the brackets 88 in the same manner, i.e. by means of a cross pin 92. By means of the slot 89 and the cross pin 92 the teeth are held firmly in position. When replacement is required, due to Wear or breakage, renewal may be readily made by withdrawing the pin 92, removing the old tooth and inserting a new one. y

The drum 80 is driven by means of the sprocket wheel 93, which is attached to a hub 94 carried by the shaft 84. The chain 95 engages the Sprocket 93, the chain in turn engaging the sprocket 96 carried upon the countershaft 97 which, in turn, is driven by an hydraulic motor 98, see Fig. 1p1, through means later to be described.

As is best shown in Fig. l, the other side drum 81 is driven in a similar manner by means of a countershaft 99, sprocket 109, chain 101, and sprocket 102 connected to the shaft on which the drum 81 is mounted.

The structure of the central drums S2 and 83 is best shown in Fig. 17. In this instance a single shaft 103 is mounted in antifriction bearings, carried by the depending brackets '76 and 77, the drums being suitably connected to the shaftlltl so as to rotate therewith. The drums Sli and 83 are provided with digging teeth of the construction previously described in connection with the drums 80 and 81. rIhe drive for the shaft 193 is by means of the single sprocket 104 mounted on a hub 105, which is iixed to rotate with the shaft 193. v

Rotation is imparted to the sprocket 104 by means of a chain 106 (see Figs. l and ll) which chain is operatively engaged with a sprocket 1117 on a shaft 108.. The

shafts

97, 99, 108 are all in Vgeneral alignment, a num! ber of flexible joints 109 beingV provided to compensate for any slight misalignments of the shafts which may occur either in construction or in operation.

The hydraulic motor 98 drives the shaft 11G which, in turn, is 'connected to gearing in the reduction vgear set 1-11, which in turn is operatively connected tol the shafts 99 and 1118 and through lt to the shaft 97. As will be explained later in connection with the hydraulic circuit for the digging motor, the motor 98 may be driven in either direction. Normally, however, it will be driven soas to rotate the diggingteeth in a counterclockwise direction, as viewed from the left'hand side of the apparatus, and as indicated bythe arrow in Fig. l2.

Levers and valves for controlling the fiow of hydraulic fluid to the pumps, motors, and hydraulic cylinders Mounted within convenient operating reach of the operator occupying the seat 112 is a hand lever 113 (see Figs. 6 and 13), hereinafter sometimes termed the central lever, to the left thereof is a hand lever 114, hereinafter sometimes termed the LH. lever and to the right thereof is a hand lever 115, hereinafter sometimes termed the R.H. lever, by means of which the various spools of a multiple spool hydraulic valve 116 can be manipulated. As best shown in Fig. 7 the central hand lever 113 is interconnected with a foot pedal lever 117 so that when veither the foot pedal or the hand lever 113 is pressed forwardly they will move together, both being springreturned Ito a normal position by means of the rod 118 which is connected to the foot pedal lever at 119, the rod 118 being urged toward the operator by means of the spring 120.

Referring particularly to Fig. 15, 120B represents .a pair of bearings on the vehicle frame and which support a plurality of concentrically disposed small, intermediate V,and large tubular members 114T, -113T and 115T respec- Atively, to which the lower ends of the hand levers 114,

113 and 115 are secured. The tubular members 114T, 113T and 115T have secured thereto bifurcated crank arms 114C, 113C and 115C respectively, which engage pins carried by extensions of the several spool members of the multiple spool valve 116 and by means of which said spools may be shifted in order to direct the hydraulic fluid in the manner hereinafter explained in connection with the

diagrammatic views

20, 21 and 22.

It is believed that sufficient structure has been identilied on the apparatus so that a detailed description of the parts in the diagrammatic views, with reference to the ow of the hydraulic uid under various positions of the operating levers, will facilitate an understanding of the functioning of the apparatus under different conditions.

Starting of a digging operation Assume the apparatus has arrived at the site where a tie bed is to be dug or shaped and that the ow of fluid under pressure to the propelling motor has been cut olf. Also, that the control levers 113, 114 and 115 are in normal position, which is that shown in Fig. 13. Also, assume that the engine 44 is in operation driving the

pumps

45 and 46. Referring particularly to the diagrammatic view, Fig. 20, the parts already identified in connection with the other views bear like reference characters.

Additionally there is included in the hydraulic system other parts which will be identified in connection with V1 the several diagrammatic views. Referring now to Fig. 20, which is illustrative primarily of the components and conduits employed in connection with the digging operation, 125 and 126 are pressure relief valves, 127 is a diectional control valve, 128 is a reversing valve, 129 is a L check valve, 130 is a filter and 131 is a reservoir for hydraulic fluid.

Conduits for hydraulic uid connect certain of the parts, which as a matter of convenience will simply be termed lines. A line 132 connects pump 45 with reservoir 131 and another line 133 connects the pump with the relief valve 125.

A line 134 connects pump 46 with the reservoir 131 and a line 135 connects pump 46 with the relief valve '126. The valves 125 and 126 are connected by relief ow lines 136, 137 and 138 to the reservoir.

Relief valve 125 is connected to the multiple spool valve 116 by

lines

139 and 140, valve 116 in turn being connected by lines 141 and 142 through lter 130 to the reservoir 131.

Relief valve 126 is also connected to directional valve 127 byline 143, valve 127 in'turn being connected to a .return line 144 leading to the reservoir 131.

Line 145 connects one port of valve 127 with a port of reversing valve 128, and line 146 connects another" port of valve 127 with line 140 through check valve 129. A port of central spool 116C of valve 116 is connected by line 147 to the line 145 leading from one of the ports of directional valve 127. Lines 148 and 149 connect ports of the reversing valve with ports of the hydraulic motor 98. Additionally a line 150 connects a port of valve 128 with the line 141.

Assuming the

levers

113, 114 and 115 to be in the normal position, the engine being in operation the hydraulic fluid will ow from pump 45 through lines 133, relief valve 125, line 139, line 140, through multiple valve 116 and back to the reservoir through lines 141, 142 and interposed lter 130.

If lever 127L of directional valve 127 is in the neutral (central full line position shown in Fig. 20, also the central full line position in Fig. 13), the ow from pump 46 will be through

lines

135, 143 and interposed relief fvalve 126 to directional valve 127 returning to reservoir through line 144.

With the lever of the directionaLvalve moved downwardly from neutral full line position to the dotted position, which corresponds to shifting the lever 127L to the left in Fig. 13, the uid from pump 46 will ow through lines 135, relief valve 126 to directional valve 127, wherein the fluid will be diverted Ito be discharged into line 145, s0 that power is available at reversing valve 128 to operate the digging motor 98. It will be understood that if the lever 128L of the reversing valve 128 is in one of the non-neutral positions, fluid will ow through line 148 to the motor 98 and thence back to the valve 128, returning to the reservoir through

lines

150, 141 and 142. Normally the lever 128L is held in a position which will cause the valve 128 to direct the fluid to the line 148 which will operate the motor 98 in a direction which will rotate the digging elements in the direction indicated in Fig. 12. If it is desired for the digging motor 98 to operate in the other direction, the reversing valve will merely be shifted to the opposite direction whereupon the ow will be reversed to the motor 98, the uid'returning again to the reversing valve and back to the reservoir.

Assuming now the operator desires to apply full power to the digging motor 98, the central lever 113 is moved away from the operator to the position shown by dotted lines in Fig. 13, whereupon the flow from pump 45 will be through lines 133, 139, interposed valve 125, to line and thence to the multiple unit valve 116, to the central spool 116C, which will then be positioned to divert the ow to line 147 and into line 145, whereupon it will ow to the reversing valve 128 through line 145, together with fluid from pump 46.

Since the lever 113, interconnected with the foot pedal 117 is, when released, spring returned to normal, the flow of ud will be from pump 45 through

lines

133, 139, 140, through valve 116 back to reservoir. Flow from pump 46 will be through

lines

135, 143, valve 127, line to 147 then central spool 116C of valve 116 and back to reservoir. While the pump 45 is still connected to the motor 98 the resistance to uid flow is less through valve 116 than through the motor, hence motor 98 ceases operating, the Huid taking the path of least resistance through line 147 on its way back to the reservoir.

Hydraulic circuit and controls for hoisting digging frames and for vehicle set-O' mechanism The hydraulic circuit and associated parts are schematically illustrated in Fig. 21. For raising the framing which carries the digging elements the lever 114 is pulled toward the operator to the dotted position (see Fig. 13), which then shifts the spool 116D of the valve 116 so that fluid supplied by pump 45 from valve 116 ows through

lines

160, 161, through the check valve 162 to line 163 which is connected to the upper ends of the cylinders 65. As will be understood from the detailed description of Fig. 8, this causes raising of the swinging

side frame members

55 and 56, the digging frame and all parts associated therewith.

When it is desired to lower the framing parts the lever 114 is moved forwardly beyond central position, whereupon fluid feeds back slowly through

lines

163, 161, 164, through flow control valve 165, through line back to spool 116D and thence through lines leading to the reservoir.

Control valve 165 enables the operator to adjust flow so that the digging elements will move downwardly at the greatest feasible speed which ballast conditions permit.

It should be stated that usually uid from pump 46 is not used for this function, being diverted through piping back to the reservoir.

Before set-od mechanism can be operated it is rst necessary to raise the digging mechanism in the manner previously described and then to swing safety latch 73 to the full line position shown in Fig. 8. Directional valve 166L must then be shifted from the neutral position because it has a closed center, which when in neutral blocks the flow to the set-olf cylinder 166. The operator then shifts lever 114 to its forward position which causes fluid to ow from pump 45 through

lines

133, 139, 140 to spool 116D of valve 116, thence through line 174 and 174X to valve 166L. Fluid returning to valve 166L returns to reservoir through line 144. When the lever 166A controlling the valve 166L is shifted in one direction from neutral, the ilow from valve 166L is through line 167 to the top of cylinder 166 and when the lever is shifted in `the other direction the ow is through line 168 to the bottom of the cylinder 166. In the cylinder 166 is located the piston 169 having a piston rod 170 connected to a base plate 171. The set-off cylinder is attached to the frame of the vehicle so that when the piston 169 moves in one direction the vehicle is lifted and when moved in the other direction the vehicle is lowered. The connection of the cylinder 166 to the frame is best illustrated in Pig. 6, the lower end of the cylinder being provided with `cylindrical projections 172 carried in bracket members 173, thereby providing a trunnion effect to compensate for angular variation.

The flow circuit just described is the one which obtains when the pumps are operating, but should there be failure of the engine or the power pumps for any reason, means are provided for supplying iluid under pressure by means of an emergency hand pump 175. This hand pump also serves to actuate the pistons in the cylinders 65 for raising the framing structure that carries the digging elements, since they might be in lowered position at the time when it is necessary to get the vehicle off the track and before it is possible to do so it is necessary to raise the digging elements to a position in which they will clear the track.

Assuming that the digging elements are in their lowered position and it is desired to raise them by means of the emergency hand pump 175, the valve 176 would be open so that when the pump 1'75 is actuated by handle 1751-1 uid would be drawn from the reservoir by means of line 177 and discharged through line 178 and thence to the .cylinders 65, through

lines

161 and 163. It should be stated at this time that the directional control valve 166L would be in neutral position, in which position it has a io 116B is actuated to control the ow of fluid to 'and from the propelling motor. The hand lever 115 controls 'the positioning of the spool 116B. When the lever 115 is in its neutral or normal position uid under pressure is Closed center blocking flow of the uid to the set-off `controlling. the directional valve 166L would be shifted from neutral, as explained in connection with the power operation of the set-off mechanism, so that fluid from the pump. 175 would flow through lines 180 and 174X through I-valve 166L and thence through line 167 to the upper part of cylinder 166, thereby raising the Vehicle.

Flow of the fluid below the piston would then be back through line 168 to Valve 166L and back to the reservoir, through line 144.

To lower the vehicle by means of the hand emergency pump the lever of the directional Valve 166L would be shifted to cause ilow through line 168 to the bottom of cylinder 166 under piston 169, wherein the fluid above the piston would be displaced, flowing back through line 167 to the directional valve and back to the reservoir.

From the foregoing it is obvious that in the event of power failure the emergency hand pump will be available to actuate the parts necessary to raise the digging mechanism and to elevate the vehicle so that it may be set off or removed from the tracks.

The propelling motor circuit The circuit for the hydraulic fluid under pressure to the propelling motor is illustrated in Fig. 22. Spool not applied to the propelling motor. However, whenthe lever 115 is shifted forwardly from neutral, the flow of iluidis in a direction to cause reverse movement of the vehicle and when moved in the opposite direction to cause movement of the vehicle in a forward direction.

Thus the flow of fluid from the multiple port Valve 116 will be to and from a propelling motor 37 by means of lines 182, 183 and back to reservoir through line 141. Fluid from pump 45 will enter the multiple port valve through

lines

139 and 140. By actuating the controlling element of the directional valve 127, fluid from the pump 46 may be diverted to iiow through Valve 127, line 146, through the check valve 129 to unite with the fluid from Vpump 45, thereby providing the propelling motor with the full power which the two pumps provide.

If the power from only one pump is desired, then the lever controlling directional valve 127 is shifted so as to return the uid from that pump to the reservoir.

The `circuit for the vehicle brakes Fig. 23 illustrates diagrammatically the circuit for the vehicle brakes. Since this arrangement is or may be conventional it is not thought necessary to describe the same in detail. Suice it to say that when the footv pedal 184 is actuated in one direction the brakes are applied to the front and rear Wheels of the vehicle, through power assist mechanism of well-known construction. In addition to the normal functioning of the brakes for stopping the vehicle, they would also be utilized to hold the vehicle against the reaction of the digging elements when operating. As is clear from the description previously given in connection with the digging elements, it will be understood that they all rotate in the same direction and would,

therefore, tend to shift the vehicle along the track. Howl Vboth pumps to the propelling motor, thereby, together with the throttle control of the engine, enabling the vehicle to move at maximum speed along the track.

General comments regarding other structural features In order to prevent workmen from contacting the digi ging elements, chains, and other moving parts, thereis provided suitable guard members. Thus the chains which drive the drums on which the digging elements are "mounted are protected by '

end guards

185, 186 and by central guard 187.

Projecting forwardly from the frame carrying the digging elements is a forwardly extending transverse expanded metal shield 188 which not only prevents Workmen from encountering the diggingelements, but also prevents anyballast, removed by the digging elements,

from being thrown forcefully upwardly into positions where such ballast might injure workmen adjacent the vehicle.

Since the sprockets which drive the drums that carry the digging elements operate close to the ballast, there is The brake mechanism also is help- 'to the dotted line position. portions 212, 213, and 214, which conne the lever 127L .in the various positions.

1l shows means used in `connections with all three chain drives. A

Cross connecting

frame members

62 and 63 are pairs of angle members 200 to which is secured a depending guard member 201, the lower part of which has a portion 202 which is disposed closely adjacent the teeth of the sprocket wheel, the lowermost face 203 being concentrically disposed relative to the sprocket wheel. Member 201 prevents ballast from wedging between chain and sprocket whether it be ballast moving upwardly or that vwhich has been elevated and drops.

Other features When the apparatus is working in the ballast there In order to prevent

members

55 and 56 wear plates 205 .which engage barlile members 206 that are welded to certain cross memlbers of the vehicle frame, as best shown in Figs. 2 andV 14.

As explained in connection withl the digging elements, certain teeth thereof have a single tine and others have two tines. The teeth are arranged so that the single tine teeth are diametrically opposite the teeth having two tines. Also, the teeth are arranged in a helical path around the drum alternating with single tine and double Vtine teeth. The various teeth are also arranged at an V'angle to the axis of the drum, preferably at an angle of 40 degrees. With this arrangement the double tine teeth remove certain of the ballast and the single tine teeth vremove the remainder. removing action is thereby provided. Y

An improved cutting and ballast In order to be able to lock the lever 127L which acituates valve 127 in any of three desired positions, there is provided a locking plate 210 which is swingable on a pintle 211 from the full line position shown in Fig. 13 The plate 210 has recessed The vehicle is provided with han'd rail 215 which can be grasped by the operators to facilitate movement on fthe linkage of the brake mechanism. It is available for p emergency purposes. 1

In order to limit the downward movement of the digging elements adjustable stop screws 217 are provided `(see Fig. ll), being carried by the

structural members

67 and 68. The lower ends of the screws 217 are adapted to engage stop bars 218 secured to the frame of the vehicle. Thus downward movement of the digging elements is positively limited so as to provide, atie bed of desired depth.

We claim: 1. A railway tie bed forming apparatus comprising in mounted in spaced relation along an axis extending transversely of the direction of travel of the vehicle,'

means mounted on the vehicle frame and movable from digging to non-digging position, means for supporting said drums from said movable means, said drums being provided with a plurality of digging tines disposed around the periphery thereof, said tines comprising spaced groups of two tines each and other single tines, the adjacent tines of said groups of two tines presenting confronting edges which define a space in size and shape substantially equal to the size and shape of a single tine of said other tines, the said tines being so positioned peripherally on the drums that in the rotation thereof the tines of said groups of tines remove certain of the ballast and said single tines remove the remainder.

2. The arrangement set forth in claim 1 in which the groups of tines and the single tines are arranged along a helical path on the drums.

3. A railway tie bed forming apparatus comprising in combination a vehicle adapted to travel on the rails, said vehicle having a frame, means for shaping a tie bed, said means comprising a plurality of digging elements rotatably mounted in spaced relation along an axis extending transversely of the direction of travel of the vehicle, means mounted on the vehicle frame and movable from digging to non-digging position, means for supporting said digging elements from said movable means, means including transmission mechanism carried by said movable means for causing rotation of said digging elements and expanded metal structure carried by said movable means and positioned over said digging elements for intercepting particles of ballast which may be projected by the digging elements during the digging operation.

References Cited in the iile of this patent UNITED STATES PATENTS 1,003,149 Pascal Sept. l2, 1911 1,369,745 Jackson Feb. 22, 1921 2,022,150 Protzeller Nov. 26, 1935 2,109,393 Le Bleu Feb. 22, 1938 2,207,854 Foreman et al. July 16, 1940 2,381,017 Wandscheer Aug. 7, 1945 2,594,991 Protzeller Apr.` 29, 1952 2,601,752 Rose July 1, 1952 2,624,129 Steece Jan. 6, 1953 2,640,285 Kershaw June 2, 1953 2,697,887 Kershaw Dec. 28, 1954 2,777,220 Bates Jan. 15, 1957 FOREIGN PATENTS 11,297 Great Britain July 15, 1846