US2950687A - Apparatus for spacing and straightening ties - Google Patents

Description

Aug. 30, 1960 J. B. MCWILLIAMS 2, 50,687

APPARATUS FOR SPACING AND STRAIGHTENING TIES Filed Aug. 5, 1957 I 4 Sheets-Shet l *1 ("T- i F"? 55 50 INVENTQR.

James 5. Mr: W/fl/ams H/S A 'TTOR/V E rs Aug, 30, 1960 J. B. M WILLiAMS 2,950,687

APPARATUS FOR SPACING AND STRAIGHTENING TIES Filed Aug. 5, 1957 4 Sheets-Sheet 2 INVENTOR. ff James 5. Mr: Williams T BYk/gll 71/414 +l$wldw Fig.3

HIS AT TORNE Y5 A g- 1960 J. B. M WILLIAMS APPARATUS FOR SPACING AND STRAIGHTENING TIES Filed Aug 5, 1957 4 Sheets-Sheet 3 INVENTOR. James B. M: Williams 71% #flm HIS A TTOR/VEYS Aug. 30, 1966 J. B. M WlLLIAMS 2,950,637 I APPARATUS FOR SPACING AND STRAIGHTEN ING TIES Filed Aug. 5, 1957 PO ME N 4 She'ets-Sheet 4 INVENTOR. James 8. Mr: Williams HIS ATTORNEYS 2,950,687 Patented Aug. 38, 1360 AFFARATUS non SPA'CING AND STRAIGHTEN- lNG TIES .l' B. McWilliams, Pittsburgh, Pa., assignor to Railway Maintenance Corp Pittsburgh, Pa.

Filed Aug. 5, 1957, Ser. No. 676,067

1 Claim. (Cl. 1049) The present invention relates .to a method and apparatus for straightening and correctly spacing ties under railway rails. This invention permits these operations to be carried out in a quick, efiicient and economical manner.

Railway ties are displaced by normal railway operation or other causes from their correctly spaced positions under the railway rails. It is necessary that the ties be correctly spaced from each other to provide an adequate support for the rails and also for the proper utilization of track ballast tamping machines such as shown in the U.S. patent to Hursch, No. 2,734,464. Usually the displaced ties are returned to their correct positions by men using levers under the ties. This manual operation is necessarily expensive and inefficient.

Several machines also have been developed to grip and move the ties to their correct positions. These known machines are complicated, expensive to build and cumbersome in operation. 7

My invention is a simple, inexpensive machine, easy to build, and requires only one operator.

in the drawings, I have illustrated a present preferred embodiment of my invention in which:

Figure l is a plan view of the tie straightening machine;

Figure 2 is a side elevation view of the tie straightening machine;

Figure 3 is a rear elevation View of the tie straightening machine;

Figure 4 is an enlarged side view of a pusher head arrangement (with parts removed for clarity);

Figure 5 is an enlarged plan view of a pusher head arrangement;

Figures 6 and 6A are enlarged plan views of part of a rail anchor;

Figure 7 is an enlarged plan view (partly in section) of part of a modified rail anchor;

Figure 8 is a cross section of part of the modified rail anchor taken on line VHIVIII of Figure 7; and

Figure 9 is a schematic of a hydraulic system for the tie straightening machine.

Briefly, the present invention consists of a vehicle, movable along railway rails, having pusher head arrangements pivotally afiixed to each side of the vehicle. Each pusher head arrangement consists of a pusher guide frame having a cross head movable therealong, a piston means to move the cross head and a rail anchor. The frame, cross head, piston means and anchor are movable vertically to position fingers, extending from the cross head, on opposite sides of the ends of the tie to be moved. The rail anchor is integral with the frame for locking the guide in a stationary position relative to the rail,

The vehicle has a frame consisting of longitudinally extending channels 10 spaced from each other by transversely extending channels 11 to which the channels it) are welded. The firame is supported by wheels 12 mounted on axles .13 rotatable in pillow blocks 14 affixed to the underside of the frame.

A seat 15 is swivelly mounted at about the center of the frame. A control desk 16 is affixed to a transversely extending angle 17 mounted above the front edge of the frame by vertically extending angles 18 welded to the front corners of the frame. The control desk 16 is within easy reach of an operator seated on seat 15.

Conventional brake mechanisms 19 are provided on each of the four wheels 12 to move brake shoes into contact with the wheels 12 to stop the motion of the vehicle or maintain the vehicle stationary after being stopped. Any well-known type of hand or foot oper vated, hydraulic or mechanical, brake mechanism may be used on the vehicle.

An internal combustion engine 20 is mounted on the rear of the frame and drives two pumps 21 which supply pressurized fluid to hydraulic cylinders to be described hereinafter. An oil reservoir 23 is mounted on the rear of the frame to supply fluid to the pumps 21 to be pressurized.

Vertical extending angles 24 are welded to the channels 16 and .11 at the rear corners of the frame and are braced by diagonally extending metal plates 25 as shown in Figure 3. Welded to the upper end of each of the angles 24 is an angle 26 having one long leg extending outwardly from the side of the angle 24. A pair of ears 28 are welded to the lower surface of the outwardly extending leg of each angle 26. The ears pivotally support rear lift cylinders 29 by a pin 30 which passes through the ears 28 and through a swivel connection 3 1 welded to the upper end of cylinder 29. The lifting mechanisms and pusher head arrangements are identical on each side of the vehicle; therefore, only one side will be described herein. A piston rod 32 extends downwardly from the cylinder 29 and is pivotally connected to a rail anchor by a pin 33 which passes through the lower end of the piston rod 32 and through ears 34 welded to a rail anchor bar 35. The rail anchor bar 35 is a horizontally extending plate, bent slightly downward, having two parallel spaced bars 36 welded to its lower surface. The bars 36 are spaced a sufficient distance apart such that when the rail anchor is lowered, the bars 36 straddle a rail R, as shown in Figures 3 and 5. The bars 36 extend a sufl'lcient distance down the side of the rail R to allow adequate contact between .the bar and the rail insuring a proper locking of the bar to the rail during the tie straightening operation. If the bars 36 are too close to the rail R, the bars will slide along the rail rather than locking onto it in the manner to be described hereinafter. If the bars 36 are too far from the rail R, the anchor will be lifted from its position on the rail when an attempt is made .to lock the anchor to the rail R. Therefore, the bars 36 must have a controlled clearance with the rail to operate properly.

The bar 35 is bent slightly downward and its outermost end is pivotally connected by a pin 36:: to a yoke 37 which is welded to the rear of a pusher guide frame which guides a cross head. The frame consists of two parallel guide plates 38 having slots 39 therein extending a substantial distance along their lengths, as shown in Figure 4. The plates 38 are maintained in spaced relationship by yoke 37 and plates 40 which are welded between the plates 38. v

The slot 39 is maintained at a constant width by plates 48 which are welded to smaller inner plates 49 which in turn are welded to guide plates 38. Two plates 49 are welded in position on the outside of each plate 38 one above the slot '39 and one below the slot 39; and the plates 48 are welded to plates 49 in spaced relationship to the guide plates 38 and such that they span the slot 39. This arrangement permits the cross head to move to the end of guides 38 in a manner to be described hereinafter.

The forward ends of the guide plates 38 are raised and lowered by a front lift cylinder 43. Plates 42, welded to the underside of angle 17;, pivotally support the upper end of cylinder 43 by a pin 44 passing through plates 42 and through aswivel connection on the cylinder. A piston rod 45 extends downwardly from cylinder 43 and is pivotally connected at its lower end to cars 47 by a pin46 which passes through cars 47 and piston rod 45. The ears 47 are welded to plates 40. U

A pusher cylinder 50 is pivotally connected at its rear end to the yoke 37 by a pin 51. A piston rod 52 extends .from the front of the pusher cylinder 50 and is connected to a crosshead consisting of two parallel side plates 53 maintained in spaced relationship by bars 54 welded therebetween. A connector bar 55 is welded between the plates 53 and piston rod 52 is rigidly attached to the bar. Shafts 56 are mounted through plates 53' and have rollers 57 rotatably' mounted on their ends. The inner ends of the rollers are flanged and the outer ends are positioned in'and movable along the slots 39 to maintain the cross head in a path parallel to the plates 58. 'When the cross head is moved in the front part of the slots 39 (-left portion of Figures 4 and the rollers .57 require outside clearance to pass along the slots and thus it is necessary that the plates 48 be spaced outwardly from the guide plates 38 as described above. Two circular fingers 58 having tapered lower ends are welded to the cross head and extend in a downward direction as shown in Figures 4 and 5.

Figures 7 and 8 show a modified form of rail anchor in which the bars 36 have a hole 36b drilled in each end thereof and tapped to provide internal screw threads. Allen socket head set screws 36c and 36d are threaded into each hole. Inside set screws 360 can be threaded inwardly toward each other at the ends of bars 36 to allow sufiicient space between them to accommodate rail R. The heads on the rails may vary thus necessitating the adjustability of the anchor. The set screws 36d are threaded in tight behind set screws 36a to lock them at any desired setting. Thus, set screws 360 can be adjusted' and locked for a spacing between them to fit various size rails =R. Furthermore, the bars 36normally wear due to abrasion against rail R; however, the set screws 36c provide the only contact between the modifled rail anchor and the sides of rail R, thus any wear is-limited to the set screws which are easily replaceable.

Numerous types of replaceable wear plates or inserts can be used in place of the set screws 36c but all'such plates or inserts are merely the equivalent of the set screws and, therefore, are not described herein.

, Hydraulic system The hydraulic system for the'tie straightener, as shown in Figure 9, includes an'engine 20 which operates hydraulicpumps 2 1.- The pumps draw fluid from the reservoir 23 through line 60, passing it through filters 2.2. Thefluid isfpress-urized in the pumps and transmitted through lines 61 and '62 to multi-unit valves located on control desk 16." The multi-unit valves are a well known construction having built-inrelief' valves and three operating positions: the first position directs fluid along one path, the second position directs fluid along a second path and the third or neutral position closes passing t-hefluid to the reservoir 23 to be again pressurized by pumps 2i.

'.Tf thei valve 64 is manually moved to its second posi .tioif, pressurized fluid passes through line 67 and 1110-1 tivates the motor 66 in a direction opposite to the direction in which the motor moved when the fluid was directed through line 65. The line 65 thus functions as a return line. Consequently, the vehicle can be moved forward or backward.

The left multi-unit valve 63 has a second valve 69 which supplies pressurized fluid through a line 70 to the left front and rear'lif-t cylinders,;43 and 29 respectively, to move the piston rods upwardly in the cylinders. In its second position, valve 69 supplies pressurized fluid through a line 71 to the upper end of the left front and rear lift cylindersto move the pistonrod in a downward direction. Fluid is returned to the valve 69 through the lines 70 or 71 and is passed through the return line 68 to the reservoir 23.

A third valve 72 in the left multi-unit valve 63 admits pressurized fluid through a line 73 to the left pusher cylinder 50 to move piston rod 52 to the right, 'as shown in Figure 9'. i

If the valve 7 2 is moved to its second position,'pres surized fluid is admitted through line 74 to the opposite end of the left pusher cylinder 50 and moves piston rod 52 to the left, as shown in Figure 9 Fluid is returned to valve 72 through lines 73 or 74 and transmitted to reservoir 23 by line 68.

The right multi-unit valve 75 has a valve 76 which directs pressurized fiuid through line 65 and thereby boosts the pressurized fluid supplied to the hydraulic motor 63 to increase the speed of the vehicle. In its second position, the valve 76 directs pressurized fluid through line 67 to the hydraulic motor 66 and thereby increases the speed of thevehicle in a reverse direction. Fluid is returned through lines 65 or 67 to valve 76 and transmitted through line 77 to reservoir 23 to be pressurized again by pumps 21. y

A second valve 78 in right multi-unit valve 75 admits pressurized fluid through a line 79 to the right front and rear lift cylinders, 43 and 29 respectively, to move the piston rods downward inthe cylinders. In its second position, valve 78 admits pressurized fluid through line 80 to the lower end of the right front and rear lift cylinders to move the piston rods upwardly in the cylinders.

V Fluid is returned to valve 78 through lines 79 or 84 and Operation The vehicle isymoved forward by actuating valves 64 and/or 76 to the location of the tie T which is to be straightened'and correctly spaced; Either or both ends of the tie T may be pushed or pulled by the pusher head arr angements'oneach sideof the vehicle; however, for the present illustration, only the .left pusher head arrange- V. ment operation is described. Uponarriving at thetdisplaced tie, the vehicle brakes are applied to maintain the vehicle stationary; the fingers -58 of the left pusher head arran ement are applied'approximately above the ends of the tie T. The valve'69 is then manually operated to admit pressurized fluid to the left front and rear 11a cylinders 29 and 43 to move th'e left pusher head arrange- 35 contacts rail R and bars 36 straddle rail R as shown in Figure 3.

The valve 72 is then actuated to move the piston rod 52 on the left pusher cylinder 50 toward the left in Figures 1 and 2; thereby pushing the left cross head, fingers 58 and the tie T toward the left in Figure 1 to straighten and correctly operate tie T. The rollers 57 maintain the cross head in a straight path during this pushing operation.

The rail anchor is locked to rail R upon the initial movement of left rear fingers 58 into contact with tie T. The piston rod 52 and cylinder 50 exert a rearward force on pin 36a which in turn exerts a turning force on bar 35. The pin connections between plate 35 and piston rod 32 and between cylinder 29 and ears 28 allow sufficient movement to permit the outer end of plate 35 to move rearwardly to bring a front edge of the bar 36 inside rail R and the rear edge of the bar 36 outside rail R into contact with the rail as shown in Figure 6A. The bars 36 thereby lock the rail anchor rigidly to the rail R to prevent sliding therealong. Thus the application of a force parallel to the rail by the cylinder 50 automatically annd rigidly locks the pusher head arrangement on the rail.

When the front finger 58 is in contact with the tie and the piston rod 52 exerts a pulling force thereon, rather than a pushing force as above, the bar 35 moves in a forward direction and the bars 36 lock the pusher head arrangement to the rail as shown in Figure 6. In this instance, the front edge of the bar 36 outside rail R and the rear edge of the bar 36 inside rail R contact the rail to lock the pusher head arrangement to the rail.

In both the pushing and pulling operations described above, the bars 36, locked to the rail, furnish a rigid base from which cylinder 50 and piston rod 52 can exert a force to move the tie T. The force exerted by cylinder 54) is substantially horizontal and parallel to rail R.

After the tie has been straightened and correctly spaced, the piston rod 52 is moved in a reverse direction, if necessary, to relieve the pressure of finger 58 against the tie. Valve 69 is then moved to a second position to actuate piston rods 45 and 32 in the left front and rear cylinders upwardly to raise the rail anchor and cross head from contact with the rail and tie respectively. The vehicle is then moved in a forward or backward direction to the next tie to be straightened and the above procedure repeated.

While I have described a present preferred embodiment of my invention, it is to be understood that it may be otherwise embodied within the scope of the following claim.

I claim:

Apparatus for positioning ties by exertion of a transverse force on the ties, comprising a vehicle for traveling on rails extending over the ties, a pusher guide frame positioned longitudinally along each side of the vehicle, first power means affixed to and between each frame and said vehicle to raise and lower the frame, each frame being pivotally afiixed to the lower end of the first power means; said first power means being pivotally affixed at its upper end to said vehicle, the aforesaid pivotal connections being such that said first power means and frame are freely swingable only longitudinally of the vehicle and rails, said frame being in the proximity of the tie to be positioned when the frame is in the lowered position, a piston and cylinder mounted on the frame and having a longitudinally extendable and retractable piston rod; longitudinal guides integral with said frame; a cross head aflixed to said piston rod and movable in a reciprocal path along said guides upon actuation of said piston rod, movement of said cross head being substantially horizontal and longitudinal of the vehicle; a plurality of spaced stationary fingers afixed to and depending downwardly from said cross head, one of said fingers being normally located on each side of the tie to be positioned such that movement of said cross head in either longitudinal direction causes one of the fingers to engage and move said tie fore and aft of the vehicle; an anchor afiixed to and movable vertically with said frame; said anchor including an inverted U- shaped member which is moved into straddling contact with a rail when said frame is in the lowered position, portions of said U-shaped member extending down each side of the rail and having a controlled clearance relative to the rail; said anchor being a double-directional brake so that upon actuation of said piston rod in either longitudinal direction and engagement of one of the fingers with a tie, a horizontal turning force is applied to the anchor to move said portions of the U-shaped member into engagement with the rail thereby locking the anchor and frame stationary relative to the rail and said anchor providing a rigid base for exertion of said transverse force on the tie and to avoid transmission of the transverse force to said vehicle.

References Cited in the file of this patent UNITED STATES PATENTS 1,103,726 Young July 14, 1914 1,220,319 Cassel Mar. 27, 1917 1,522,788 Moltz Jan. 13, 1925 2,596,823 Richardson May 13, 1952 2,696,971 Philbrick Dec. 14, 1954 2,818,820 Williams Jan. 7, 1958 FOREIGN PATENTS 435,159 Germany Oct. 8, 1926 448,700 Germany Aug. 26, 1927

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