US2966123A - Track liner - Google Patents

Description

Dec. 27, 1960 H. H. TALBOYS TRACK LINER 6 Sheets Sheet 1 Original Filed Sept. 28, 1955 Dec. 27, 1960 H. H. TALBOYS TRACK LINER Original Fild Sept. 28, 1955 6 Sheets-Sheet 2 7 w 78 45 Invenlor I 5 Henry/Z Talays (2 i ar/fer 5 garter H. H. TALBOYS Dec. 27, 19 s0 TRACK LINER 6 Sheets-Sheet 3 w 0 5 r 5 wwnmwowou fi o vowwog %m&% %%&%@m w 7 WV 4 NA mm nu r m .Q a a 0 m w C mm 5 J cw mm E n \w J 7 W W x W 7F: r W w. m 1% Dec. 27, 1960 H. H. TALBOYS TRACK LINER 6 Sheets-Sheet 4 I72 yen for Jzenry jzf jZz Zoys 5y Par/k2" $621M .12? torneys O yg Original Filed Sept. 28, 1955 Dec. 27, 1960 H. H. TALBOYS 2,956,123

TRACK LINER Original Filed Sept. 28, 1955 6 Sheets-Sheet 5 I I 'm 5.:

' I 65 g [1: i fi l. T F

1 L I E 5y Par/Eera? Carter- Dec. 27, 1960 H. H. TALBOYS TRACK LINER Original Filed Sept. 28, 1955 6 Sheets-Sheet 6 INVENTOR.

9 T .1 Mean-r i f ra Patented Dec. 27, 1950 Sept. 28, 1955. This application Feb. 15, 1959, et. No. 793,467

11 Claims. (Cl. 1043) This is a continuation of Serial No. 537,130, filed September 28, 1955, now abandoned.

The present invention is directed to a new and improved form of track lining apparatus, and has for a major purpose the provision of portable and relatively light weight track lining assemblies which may be quickly disconnected and each element conveniently removed from the track by two men.

Another purpose is improved mechanism for locking track lining apparatus to the rails of a track.

Another purpose is improved supporting wheel assemblies for track lining apparatus.

Another purpose is improved mechanism for exerting a lateral thrust against the rails of a track.

Other purposes will appear or be manifest from a reading of the specification and claims and a study of the drawings.

Referring generally now to the drawings:

Figure l is a side elevation view of the improved assembly forming the present invention;

Figure 2 is a plan view of the assembly illustrated in Figure 1;

Figure 3 is aside elevation view looking in the direction of the arrows 3-3 of Figure 2;

Figure 4- is an enlarged detail view of one component of the assembly illustrated in Figure 1;

Figure 5 is an enlarged end view of certain elements illustrated in Figure 3;

Figure 6 is a top view of one of the wheel assemblies, removed;

Figure 7 is a side view of one or" the ends of the main frame or carriage, with the removable wheel assembly removed; and

Figure 8 is a section taken along line of Figure 7.

Like characters designate like elements throughout the specification and drawings.

Referring specifically now to the drawings and in the first instance to Figure l, I illustrate a plurality of relatively light weight and portable track lining frames or components 1 and 2. While i show two, more might be used. Each of the frames 1 an 2 are supported for individual movement along the rails of the track as by wheel assemblies, designated generally at 3 and-4. The supporting rails 5 of the track are supported by the customary ties 6, which are in turn positioned on the ballast bed 7.

A portable power unit is designated at 8 and may be supported for movement along the rail by wheels 9 and 10 and outrigger roller 11. The power unit 3 preferably includes an internal combustion engine, one or more hydraulic pumps, and a reservoir for supplying hydraulic fluid under power to certain elements carried by th frames 1 and 2 for a purpose which will be pointed out in the ensuing portions or" the specification. Whereas 1 illustrate the power unit 8 as supported on the rails 5, I wish it was understood that this showing is to be taken in a diagrammatic sense and not as limiting me to any particular form of hydraulic power unit. Under some circumstances the power unit may be supported for movement in the area exterior to the rails.

28 and 29 are suitably fixed to the bottom plate-27.

or guides 34 and 35.

The terms longitudinal, transverse, or lateral are used herein with reference'tothe normal direction of the-track. Each of the supporting frames and power elements carried thereby are identical in structure and operation and for this reason only one will be described in detail. Each preferably includes a suitable frame which includes'longitudinally spaceduprighF-frame elements i3 and 14 suitably connected by Welding or otherwise, transversely extending lower and upper frame members 15 and 16 respectively. Longitudinal frame members 16a, in the form of channels or the like, may be disposed and suitably connected between the lower transverse frame members 15, by Welding or the like, generally at the outer ends ofsuch members 15, but inboard somewhat as shown in Figure-8. Longitudinally spaced inwardly inclined top frame members 17 and 18 are suitably connected to the transverse membersILS and 16 by welding or the like and are joined by welding or otherwise to a pivot bearing member or block 19. The pivot bearing member 19 supports a pivot pin 29 which extends generally' parallel to the rails.

A somewhat centrally located, generally vertically disposed hydraulic ram 21 has its cylinder journa'lled on the pin 2t) so that it may rock in a transverse direction with respect to the rails. The piston22 of the ram carries a ballast engaging element, designated generally at 23 in Figure '3, at the lower end thereof. The element 23 may take form of or include spaced plates 24 and 25 in Figure 4 which are joined to the lower portion of the piston 22 as at 26. A bottom plate 27 joins the plates 24 and 25 and a plurality of spaced ballast engaging shoes A plurality of'upstanding slides 39,31,32and 33 extend upwardly from-the plates 24 and 25 around the ram 21, as in Figures 3 and-4. :The slides30 and 31, and 32 and 33 slidingly engage cross pieces or guides "34 and 35, whichare fixed tothe cylinder of the ram. 'Braces 36 and'37 extend between "and are joined to the cross'pieces T hus, theguide members serve to keep the ballast engaging element- 23-upright-without putting bending strains on the piston'22.

Thrust members 38 and 39 arecarried'by the element 23. Each thrust member 38 and 39 is carried by a piston rod 40'or-41, respectively, or hydraulic rams 42- and 4-3. In the form of the invention illustrated, the ram .3

'is positioned above the 'ram- 42. Each ram is pivoted Springs-43 and '49may be positioned a'round'the piston rods so as to bias the pistons toward the inwardly withdrawn" position. A source of hydraulic 'fi'uid 'undcr pressure maybe supplied to the rams,behind the pistons, through conduits indicated diagrammaticaIlyatSt? and 51 respectively.

The ram 21 is preferably'double acting and'includes conduit connections 52 and 53211: the upper and lower ends thereof so as to cause extension and retraction of the pistons of the ram a'ndthus cause movementof the ballast engaging element 23 upwardly and downwardly.

The conduits 5%; 51, -52,"and 53 are connected to the pump or pumps of 'thep'ower unit. Suitablevalving (not shown) may be provided for actuating" the rams of each frame, together 'or separately, "as desired.

In order thatthe user 'ofthe"apparatus"may'sight along the rails during the track lining operation, 1 provide means for removing a wheel'assembly S onbne side of the frame while leaving'the'otherwheel assembly intact. Each wheel assembly -is removable and includes an auxiliary frame 57. Each frame carries, for example, longitudinally spaced double flanged Wheels 55' and 56 which are journalled for rotation on the removable frame 57. The frame 57 may be made up of spaced longitudinal square tubes 100 and lateral tubes 102 suitably interconnected by welding or the like. Each frame has axles 58 and 59 for the wheels which extend inwardly as will be best seen in Figures 5 and 6 and have their inner ends inserted in bearing blocks 60 which are carried by the members on the main frame.

The sides of the machines main frame may have extensions such as indicated generally at 103 in Figures 7 and 8. Each such extension may include lateral members 104 suitably connected to the uprights 13 and 14, extending slightly out from the side of the frame, and connected across their ends by a longitudinal member 106. An intermediate roller 64 is journalled for rotation on an axle 65 which is fixed to the main frame.

The axle 65, as shown in Figures 7 and 8, is connected at its inner end to the longitudinal channel 16a and passes through and is connected bv welding or otherwise to the longitudinal member 106 of the extension 103. It should be noted in Figures 5 and 7 that the width of the roller 64 is less than the width of the head of the nail. It is important that the roller 64 be positioned generally from the center of the rail head outwardly. 7

Any suitable means. such as cotter pins, or the like, not shown, inserted through the axles 58 and 59 on each side of the bearing blocks 60. for example, may be used to hold the removable wheel assemblies 3 in place. A relat vel loose fit may be reouired between the axles '58 and 59 and the bearing blocks 60 so that when the operator wants to remove the wheel assembly 3, I

he may first lift up on the frame 57 until the inside flange on the wheels 55 and 56 clear the ra l head. Then he may draw the assembly 3 outwardly. It should be noted that when the wheel assemblies 3 are in place, they do not carrv any load. They only have the inner berain blocks 60 as their point of connection and the axles 58 and 59 lie both fore and aft of the main frame of the unit. The load is carried by the wheels 64 and axles 65. The removable wheel assemblies 3, when in place, merelv prevent side shift of the frame to keep it on the rails. the removable wheel assemblies 3 will keep the frame on the rails, since the wheels 55 and 56 have double flanges. Therefore, one wheel assembly 3 only needs to be connected on one side and the one on the other side may be removed for sighting. I provide one on each side so that I may remove either one for sighting while keeping the other attached to the frame to hold it on the rails.

During track lining, the operator removes one of the wheel assemblies 3 from one s de of the machine. This may be done by simply removing the cotter pins and pulling the frame 57 outwardly to withdraw the axles 58 and 59 from the bearing blocks 60. This leaves one side of the machine in the condition shown generally in Figures 7 and 8. The frame is kept on the rails by the double flanged wheels on the wheel assembly 3 left on the other side. Regardless of whether or not the wheel assemblies 3 are in place, the load is carried by the wheels 64 and substantially little if any of the vertical load or weight of the frame and component parts is carried by the removable wheel assemblies.

Elongated and depending locking bars 70 and 71 are carried by the frames by each side thereof. Each locking member 70 and 71 includes an outwardly directed hook portion 72 and 73, respectively. The upper end of each of the locking bars is pivotally connected as at 74 and 75 to cranks 76 and 77, respectively, which are It should be noted that either one of a Each of the locking members and 71 extends downwardly through guides 80 and 81, the guide 81 being suitably welded to the outside of the longitudinal main frame member 16a and the guide 80 being welded or otherwise suitably connected between the lateral members 104 of the extension 103, as shown in Figures 7 and 8. Each of the locking members 70 and .71 is positioned generally intermediate of the upstanding frame members 13 and 14, and is positioned to be engaged by the thrust elements 38 and 39 respectively as will be seen in Figure 4.

A manually controlled linkage interconnects the locking members 70 and 71 for simultaneous action. I include, for example, a hand lever 82 which is fixed to a longitudinal shaft 83 on the central portion of the frame between the lateral elements 16. A lever or crank 84 is attached to the pivot member 83 and is connected at its outer ends as at 85 and 86 to connecting links 87 and 88, which are in turn pivotally connected to crank arms 89 and 90 on the pivots 78 and 79. The arrangement is such that when the handle 82 is moved to the downwardly extending position the connecting links 87 and 88 are inwardly withdrawn. In this position the cranks 76 and 77 are generally upright and the locking members 70 and 71 are held in an upwardly withdrawn position as is illustrated in Figure 5.

When the handle 82 is rotated to the generally upright position as is illustrated in Figure 3, the connecting links 87 and 88 are moved to the extended position as is illustrated in Figure 3, and the result is to rotate the cranks 76 and 77 and lower the locking members 70 and 71 to the position wherein the hook portions 72 and 73 underlie the rails. It should be noted that guides 80 and 81 are positioned below the pivots 78 and 79 and they constrain the lower ends of the locking members during the course of downward movement to a curvilinear path, as is indicated by the successive dotted line positions of the lower ends in Figure 5. In other words they constrain the locking portions 72 and 73 through a downward path that will clear the inner sides of the base of the rails until the hook portions 72 and 73 are sufficiently low as to be brought under the base of the rail.

In the lower position, the cranks 76 and 77 are generally vertically aligned with the locking members 70 and 71 respectively and the upper surfaces of the hook portions 72 and 73 are spaced a small distance from the lower surfaces of the base of the rails, as is shown in Figure 3.

Whereas I have shown and described an operative form of my invention, I wish it to be understood that this showing and description is to be taken in an illustrative or diagrammatic sense only. There are many modifications to the invention which will fall in the scope and spirit of the invention, and'which will be apparent to those skilled in the art. The scope of the invention should be limited only by the scope of the hereinafter appended claims.

The use and operation of my'invention are as follows: I illustrate a plurality of track lining components indicated at 1 and 2 in Figure 1. Each of these components is relatively light weight and can be simply and V conveniently manipulated by. a single operator. Each of in turn attached to pivot members 78 and 79 respecthe components includes hydraulic power elements for directing a downward force against the supporting ballast of the tracks and each includes an hydraulic power element for directing a lateral force against the track. These power elements are supplied with hydraulic fluid under pressure from the power unit 8 which may be positioned directly on the rails or alongside the rails.

A matter of importance resides in the fact that the individually portable components 1 and 2 may be positioned closely adjacent one another'or at some distance away from one another. Each is self-supporting and each may be manipulated exclusively of the other, but it should be generally understood that it is desired to work both elements together in order to move a larger section of track and avoid bending the rails.

In utilizing the assembly, the individual components 1 and 2 are spotted over a section of the track requiring alignment. The handle 82 of each component is then rotated so as to bring the locking elements of each component to the position illustrated in Figure 3. One of the wheel frames 57 is then removed from each component so that a foreman or any other person directing the track lining operation may sight along the rail without obstruction. The valves of the power unit are then actuated to deliver hydraulic fluid under pressure behind the pistons of the rams 21 and this forces the ballast engaging elements 23 downwardly so that the shoes 28 and 29 penetrate the ballast. I preferably include any suitable pressure regulating means for establishing a pressure behind the pistons such that the Weight of the rails and ties is substantially relieved from the supporting ballast without actually lifting the track. The reactive pressure of the thrust exerted downwardly against the ballast engaging element 23 is directed upwardly against the frame and this pulls the hook portions 72 and 73 into snug engagement with the bases of the rails and thereby relieves the weight of the track and apparatus from the supporting ballast.

The valves of the hydraulic power unit are then actuated so as to admit fluid behind one of the pistons 46 or 47. This brings the thrust element 38 or 39, as the case may be, to bear against the locking member 70 or 71 and a lateral thrust is transmitted from the element 38 or 39, through the locking member 70 or 71 and to the track so as to shove the track a fraction of an inch or several inches to one side or the other.

The Weigh-t of the track section being aligned is supported by the locking elements 70 and 71 and this weight is directed downwardly against the ballast engaging element 23 which forces the ballast engaging shoes 28 and 29 into the ballast and resists movement from the thrust elements 38 or 39 when they thrust against the rail structure through the members 70 or 71. Thus the ballast engaging element 23 has a relatively large eflective weight and this weight adds stability to the overall structure. The relatively large reactive pressure of the thrust elements 38 or 39 is easily taken by this heavily loaded structure, without slipping the ballast engaging shoes through the ballast. Thus I use the weight of the track which is being aligned to hold the reactive pressure of the thrust exerted against the track.

When the track has been correctly aligned, fluid is released behind the piston 46 or 47 and the spring returns the piston to the inwardly withdrawn position. Fluid is then directed to the cylinder or ram 21 so as to lift the ballast engaging element 23 to the upwardly withdrawn position illustrated in Figure 5. The handle 82 is rotated from the position shown in Figure 3 to the position shown in Figure 5 and the result is to move the lower ends of the locking elements 70 and 71 inwardly and upwardly to the withdrawn position illustrated in Figure 5. The components may then be moved along the track to another location requiring alignment.

I claim:

1. A track lining apparatus including a frame, means for releasably interconnecting the frame and the track, means for laterally shifting the track when the frame and track are interconnected, and means for supporting the frame for movement on the track, including at least one roller on each side of the frame for engagement with the track rails, each such roller having a width less than the width of the railhead to provide for uninterrupted sighting, and a wheel assembly removably attached to each side of the frame and having at least one double flanged wheel to maintain the frame on the rails against substantial lateral shifting during a sighting operation when one of the wheel assemblies has been removed.

2. The structure of claim 1 further characterized in that only one roller is disposed on each side of the frame, each removable wheel assembly including two double flanged wheels, and means for mounting such wheel assemblies on the frame so that the two double flanged wheels will be on both sides, ahead of and behind the roller.

3. The structure of claim 1 further characterized in that the means for releasably interconnecting the frame and the track includes movably mounted hook elements on each side of the frame, and a drive to the hook elements constructed to extend them into contact with the 'base flange of the rail.

4. The structure of claim 1 further characterized in that the means for laterally shifting the track includes a ballast engaging element, means for exerting a generally vertical thrust between the frame and the ballast engaging element, and means for exerting a generally lateral thrust between the ballast engaging element and at least one of the rails.

5. The structure of claim 4 in which the lateral thrust means is mounted on the ballast engaging element.

6. A track lining apparatus including a frame, means for releasably interconnecting the frame and the track, means for laterally shifting the track when the frame and track are interconnected, and means for supporting the frame for movement on the track including a roller on at least one side of the frame for engagement with the track rail, said roller having a width less than the width of the railhead to provide for uninterrupted sighting, and at least one flanged wheel on each side of the frame, the flanged wheel on the said one side of the frame being removable so that only the roller will support the frame on the said one side during sighting, the other flanged wheel including means for engaging the outside of the rail to keep the frame on the track during sighting when the flanged wheel on the said one side has been removed.

7. The structure of claim 6 further characterized in that the other flanged wheel has double flanges.

8. A track lining apparatus including a frame, means for releasably interconnecting the frame and the track, means for laterally shifting the track when the frame and track are interconnected, and means for supporting the frame for movement on the track including a roller on at least one side of the frame for engagement with the track rail, said roller having a width less than the width of the railhead to provide for uninterrupted sighting, a pair of flanged wheels on each side of the frame, the pair on the said one side being removably disposed one on each side of the roller so that when they are removed the roller will support the frame on the said one side, and means on the other side of the frame for engaging the outside of the rail when the flanged wheels on the said one side have been removed to keep the frame on the track.

9. The structure of claim 8 further characterized in that the means for laterally shifting the track includes a ballast engaging element, means for exerting a generally vertical thrust between the frame and the ballast engaging element, and means for exerting a generally lateral thrust between the ballast engaging element and at least one of the rails.

10. The structure of claim 9 in which the lateral thrust means is mounted on the ballast engaging element.

11. The structure of claim 6 further characterized by and including two flanged wheels on the said one side of the frame, the roller being disposed between them.

References Cited in the file of this patent UNITED STATES PATENTS 978,858 Devitt Dec. 20, 19-10 2,003,252 De Lange May 28, 1935 2,052,468 Holt et al Aug. 25, 1936 2,693,769 Herlehy Nov. 9, 1954 2,736,268 Yohe Feb. 28, 1956

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