US2975725A - Method and machine for surfacing track ties - Google Patents

Description

March 21, 1961 R. E. PAULSON METHOD AND MACHINE FOR SURFACING TRACK TIES 5 Sheets-Sheet 1 Filed Feb. 26, 1957 INVENTOR.

J W M March 21, 1961 R. E. PAULSON METHOD AND MACHINE FOR SURFACING TRACK TIES 5 Sheets-Sheet 2 Filed Feb. 26, 1957 INVENTOR.

BY (f METHOD AND MACHINE FOR SURFACING TRACK TIES 5 Sheets-Sheet 5 Filed Feb. 26, 1957 INVENTOR.

March 21, 1961 R. E. PAULSON METHOD AND MACHINE FOR SURFACING TRACK TIES 5 Sheets-Sheet 4 Filed Feb. 26, 1957 INVENTOR.

March 21, 1961 PAULSQN 2,975,725

METHOD AND MACHINE FOR SURFACING TRACK TIES i Filed Feb. 26, 1957 5 Sheets-Sheet 5 77. eZi INI ENTOR. l3 /76 BY I I78 fi r duces the man acter. p 7

.Another object of the invention is to provide a track United States .Patent METHOD AND MACHINE FOR SURFACING TRACK TIES My invention relates to a method and machine for surfacing track ties, and more particularly, to'a method and machine fol-shifting and surfacing, or bringing up to grade, track ties after the track rails have been jacked to a new grade.

After. a new track grade has been established and the track rails have been freed as necessary from the ties and have been jacked to the desired grade, it has been conventional practice to lift the track ties, from their former positions, up against the bottom or underside of the track rails and then push new ballast underneath the individual ties by hand or with a mechanical tamper.

Contrary to this conventional practice, it is a principal object of my invention to provide a track tie surfacing -method and machineywherein tamping requirements'are practically eliminated, or are atlea'st substantially reduced, and wherein new ballast in most cases is not required. I a y A further object of my invention is'to provide a track tie surfacing machine and method which materiallyrepower required-to do a jobf this chartie surfacing'machine that will also remove a .track tie laterally of the track. ti

Still another objecti of the invention is to provide a 1 track tie surfacing machine that will shift track ties longitudinally of the track, that will straighten skewed ties, andthat will r'aketh'e ballast at the center of the track where this is needed t'oinsure thataitie does not bear on the ballast atthe'center' of the track. I l f ,Yet azfurther object of the'invention is to provide animproved' track rail clamping device for track tie'surfacing machines or the like. i 2 1 y E Still a further objecti'of the invention, is to provide an improved tiejgripper for track tie surfacingmachines or the like. i

. 2,975,725" Patented Mar. 21, 1961 Figures 4 and 5' are fragmental end elevational views illustrating the operation of the rail clamping device em-' ployed in the machine of Figure 1;

Figure 6 is a fragmental end elevational view similar to Figures 4 and 5 illustrating a device for and the manner" of moving a track tie laterally of the track in accordance with the principles of my invention;

Figure 6a is a plan view of the spud shown in Figure 6;

Figure 7 is a diagrammatic perspective view of the tie gripper platform and supporting members forming a part of the machine shown in Figure 1;

Figure 8 is a diagrammatic perspective view of one pair of tie grippers employed in the machine shown in Figure 1;

Figure 9 is a diagrammatic cross sectional view along line 9-9 of Figure 3;

Figure 10 is a diagrammatic elevational view of the rake member forming a part of the machine shown in Figure 1;

Figures 11 and 12 are diagrammatic sectional views illustrating a type of hydraulic fluid flow control valve that may be employed in the machine shown in Figure 1;: and

Figure 13 is a diagrammatic plan view of the member on which the rake device is mounted, part of same being; broken away.

GENERAL DESCRIPTION Reference numeral 10 of Figures 1, 2, and 3 generally indicates one embodiment of a machine arranged in accordance with the principles of my invention, which in:- cludes a wheeled frame or truck 12, a pair of tie grippers 14, apair of rail clamping devices 16, and a rake device 18 (see Figures 2 and 3). Generally speaking, the machine 10 is employed, after rails 22 have been raised to a new grade, to lift ties 20 upwardly against the undersideof track rails 22 and shift them longitudinally of the track.

rails to the positions indicated at the left of Figure 1.

fixed are rotatably secured to beams 26 'by an appropriate Yet another object of 'the invention is to provide a track tiesurfacing machine which is economical of manufacture, convenient in'use, and readily adapted to afwide variety of track tie surfacing operations.

. Otherobjects, uses, and advantages willrbe obvious or becomeapparent fromja consideration of the following 7 detailedjdescription' and the accompanying drawings. I

I "ln'the drawings:

' Figure l is a side elevational view of one embodiment of the invention, parts being shown in section, illustrating how track ties are handled in} accordance with the prin-, 'ciples of my invention; T

' Figure 1ais a diagrammatidviewillustratinga hydraulic system that may be employed for operating the various rams forminga part of the'machineshowninFigure 1; =71. Figure 2 is an end elevational ,viewiof the machine 9 shown in "Figure 1, takenwfrom theiright handfside of Figure 1, withparts brokenaway for clarity of illus-' trationy. V t

Figure 3 is a plan view of the machine :shown 1, with parts broken away for clarity of illustration;

SPECIFIC DESCRIPTION The truck or wheeled frame 12 generally comprises a pair of longitudinally extending channels 26 (see Figure 3) secured at their ends to transverse channels 28 as by welding or in any other suitable manner. Wheel axles 30 to which flanged wheels 32 are keyed or otherwise journalling structure 34. The wheeled frame or truck 12 carries a power unit 36, such as a gasoline motor, two tanks 38 for hydraulic fluid} pumps 40 on either side of the frame or truck 12 and driven by the motor 36 through belts or chains 42, and two valve banks 44 to which appropriate piping (not shown) extends from the pumps 40. Appropriate piping (not shown) also extends from the two valve banks/l4 to, the, hydraulic rams about to be described. 1 L

THE TIE GRIPPERS each sid'eofthe frame or trucki 12 a paiirof V spaced longitudinally extending beams are secured in pl ace, as by welding them to suitable uprights 52am are in turn welded to cross beams 28. A transversely extending beam 54 is secured to the ends of beams'50 v at each end of the truck or frame by upright angle irons 55. Bracing channels 57 (see Figure secured to the ends of beams 50. V A tie gripper supporting structure such as that shown 6) may also be Figure 7 is mountedbetween thespa ce d beamssd'on each-side of the vehicle and outboard ,of said rails, The

tie gripper supporting structure comprises alframewoilc or platformi60 composed in the illustratedembodiment of spaced channels 62 secured together belowlby plates 64 and 66 and above by angle bars 68 and 70. These elements may be secured together in any suitable manner,

as by welding. Each framework or platform 60 includes a ram support plate 72 that is welded between the channels 62, a pair of opposed upright angle bars 74 that are fixed to adjacent channels 62 and fixedly carry abutment forming rods 75, and a brace channel member 76 secured between the angle bar 68, channels 62, and the tops of bars 74, in any suitable manner, as by welding.

Each framework or platform 60 slidably carries a supplemental framework or platform 80 (see Figure 7), which includes a plate 82 that is positioned below channel members 62, a pair of upright angle bars 84 that are secured to plate 82 and extend upwardly between members 62, abutment forming rods 35 carried by bars 84, a pair of triangular brace plates 36, braced by inclined plate 87, that are secured between the plate 82 and the respective angle bars 84, and a pair of angle bars 88 that are secured on either side of and between angle bars 84 and brace plates '56. The angle bars 88 are positioned above channel members 62. Thus, the supplemental framework or platform 81) is slidably mounted on the framework or platform 60 and plate 32 and angle members 38 serve as guiding and positioning elements for properly locating the supplemental platform or framework 80 with respect to the platform or framework 60.

The frameworks or platforms 6%} and 80 each carry a tie engaging member of the types shown in Figure 8, the member 99 being carried by the platform 66 and the member 92 being carried by the platform 80. The members 90 and 92 in the illustrated embodiment each comprise a length of track rail that is shaved as at 94 to provide a tapering tie engaging end. The tie engaging ends of the members 90 and 92 are formed with projections 96 in any suitable manner, as by applying bead Welding in spaced apart relation.

The member 96 at its upper end includes a pair of plates 16%) secured to each side of the rail head 102 thereof and diverging outwardly from the head. This is done by welding the ends of the plates 10%) to the web 194 of the i member 99 (see Figure 3). Plates 106 and 107 are secured to the top and bottom edges of the plates 160 to provide a sort of housing for plates 108 Welded to the rail head portion 162 of the member 92. As the ends of the plates 163 that are spaced from the member 92 are welded together, they converge in a direction away from the head 102 of the member 92 and thus are complementary to and fit inside the enclosure formed by the plates 1&6, 107, and 106. The bases 139 of the members 99 and 92 are received between the abutment forming rods and flanges of the respective upright angle bars 74 and S4 to mount them on their movable platforms (see Figure 3).

As shown in Figure l, ahydraulic ram 116 is interposed between the plate 72 forming a part of framework or platform 69 and the plate 107 that is secured to the tie engaging member 90. I 7

As best shown in Figure 2, the members 62 are received between truck or frame members oneach side of the vehicle. The ends of plates 64 and 66 and angle bars 68 and extend over the respective beams 50 whereby the frames 60 are supported by the members 50.

The platforms 60 also include an abutment plate 112 to which one end of a hydraulic ram 114is secured (see.

Figure l). The other end of hydraulic ram 114 is secured to a plate 116 that is fixed to the ends of the beamsSO at one end of the vehicle. At theother end of the vehicle a hydraulic ram 118 is fixed in any suitable manner to and between a plate 120 (see Figure l) fixed .to the framework or platform 80 (between plates 86) and plate ventinnal design. Y I

4 THE RAIL CLAMPING DEVICES The rail clamping devices 16 are best shown in Figures 3 and 4 through 6. One of these devices is secured to each end of the frame or truck 12 and since they are identical, only one will be described.

The rail clamp device 16 shown in Figures 4, 5, and 6 is the one at the right hand side of Figures 1 and 3. The devices 16 each comprise a pair of pendently mounted rail engaging gripping jaw forming bars or members and 131 actuated by a hydraulic ram 132 carried by beam 54. The members 130 and 131 are positioned on either side of a track rail 22 and member 130 includes a toe or projection 130a. The member 131 is received between a pair of angle members 134 that are welded or otherwise fixed on angle member 133 that is fixed to the end beam 54. Angle members 135 fixed to the respective members 134 form outer guiding abutments for the member 131. The gripper member 130 is suspended in a trolley like structure 136 that in the illustrated embodiment comprises spaced vertical plates 138 secured together as by welding them to upper and lower spacing plates 140 on one side of the structure 136 and a pair of spaced bars 144 on the other side of the device. Studs or bolts 145 project outwardly of the outer plate 133 a short distance for a purpose hereinafter made clear. The beam 54 is received between the plates 140 and the inner pair of plates 138 while the member 130 is received between the bars 144. A pair of stops 147 are fixed to member 139 on either side thereof and are proportioned to extend over the adjacent plates 138.

A cam member 146 is secured to one of the angle members 134 and extends laterally across the member 130, on which is mounted a cam roller 150 that rests on the cam surface 152 of the member'146 when stops 147 are raised above structure 136. The structure 136 carries a cam plate which is form'ed'with ac'am surface 162 on which tests a cam roller 164 carried by the member 131. The piston rod 165 of ram 132 is secured to the structure 136 in any suitable manner, such as the diagrammatically illustrated connection'163. For purposes of illustration, the. ram 132 is shown secured to angle bracket 167,,reinforced by the plate 169, carried by beam 54.

As shown in Figures 4 and 5, as ram 132 is operated to push structure 136 to the left, members 130 and 131 drop to the level of the track rail 22; member 130 is then pushed toward member 131 until the track rail is clamped by these members. When the piston rod 165 is retracted, the member 130 is separated from member 131, and both members then move upwardly to the positions of Fig ure 4. Toe or projection 130a of member 130 opposes vertical forces-tending to draw the track rail from the device 16;

THE RAKE DEVICE The rake device 18v is mounted adjacent the center 0f the truck or frame 12, and consequently, adjacent the center of the track bed. It includes a rake member of the type diagrammatically illustrated in Figure 10 which is moved vertically by an appropriate hydraulic ram 172 mounted on a beam 174 that is carried by the platforms 60. ,As shown in Figures 2- and 13, the respective ends of beam 174 are secured to the inner channelmembers 62, of frameworks or platforms 60 by a bolt 176 passing through elongated slots'178 formed in the respective, ends ofbeam 174. Of course, an appropriate 'nut'179 is secured to the end of bolt 176. Angle members181 fixed to beam 174 guide the vertical movement of rake member 170.

i The beam 174'ismoved longitudinally of the track when platforms 60' are moved and'slots 178 are provided to permit independent movement of the platforms 60 as hereinafter described.

leaves the other end of 'thishy'draulic cylinder through throughthern. As a practical mattenthe actual hydraulic .circuiting T HYDRAULIC SYSTEM FOR IR'AMs The rams 110, 114, 118, 132, and 172 are preferably ofthe. double acting type and are incorporated in a hydraulic circuit such as, or similar to, that diagrammatically illustrated in Figure. 1a (in which the actual ram cylinders are not shown in interests of simplicity). As shown in Figure la, the valve banks 44 are arranged adjacent each other. Each valve bank in the illustrated embodiment is made up of five fluid flow control valves that may beof the type diagrammatically illustrated in Figures 11 and l2,-one valve being provided for each cylinder. A conduit 194 extends between a tank 38 and a 7 pump 40 for-each valve bank, and a hydraulic; conduit 196 extends between the pump 40 and a manifold distributing device 198 of any appropriate construction which feeds hydraulic fluid to the individual valves- 200 of the respective valve banks. Hydraulic fluid passes from the individual valves 200 to appropriate fluid flow collecting devices 202 from which the'hydraulic fluid passes through appropriate respective conduits 204 to return conduits 206 and thence to the respective tanks 38.. Each valve bank controls a ram 110, 114, 118, and 132, and one of the banks controls ram 172. The extra valve 200 controls a propelling mechanism later described.

, The valve 200 diagrammatically illustrated in Figures 11 and 12 (for illustrative purposes only) includes an appropriately formed plunger 210 which is moved back and forth inside the valve body by a handle 212;(s ee Figure 1) through any appropriate linkagemechanism (not shown). Conduits 214 and 216 extend to each end of'the ram cylinder which is controlled by'the illustrated valve 200 while the conduits.218.and 220 are connected to'the diagrammatically illustrated'distributing andcbI- lectingdevices 198and 202. When the plunger element 2l 0tis in the position" of Figure 11, hydraulic fluid under "7 pressure enters thevalvetl from conduit 218 and passes into the conduit 214 that leads to one end of thehydtaulic cylinderi controlled by 'the valve, while hydraulic fluid conduit 216; thence through the v'alve200 andintol conduit 220. When the plunger element 210 is positioned as shown in Figure 12, the hydraulic flow from the valve is reversed. In the illustrated system, the pumps '40 will be of the type that includebypass or pressure release mechanisms that are broughtinto play oninte'rmediate positions of valves 209, when there is no fluid flow employed may be of any*conventional type that insures that" the individual ra'ms canbeindependently actuated an'd thatthey are all double acting, The, actualhydraulic fluid conduits and fiowcontrol valves employed may befl of? any. conventional type and may be arranged as desired about the frame or' truck 12. An appropriate'platlform,

' remove the tie.

for the apparatus operator may be provided as 211229 in' Figurel a r As diagrammatically"illustrated inQFigure 3 'ahydraulic motor 230 of any appropriate design, and comprising the aforementioned propelling mechanism, may secured -to the frame. 12' many appropriate manner todrive a wh'eel axle 3tlithrouglrjchain2 32 that engages appropriate sprockets. This Jmechanism 230. may Lirielude an appropriate form of clutch for disconnecting sarr'ie for towing-the vehicle to the-site of'the work. The hydraulic motor 230 :may be driven b'y one of the pumps, dtl throhgh the extr'avalve 200. or =byjanother pump that is driven or actuated by the motor "36 through an appropriate controlvalve- I VTRA SFERI e vehicle l2 may carrychalk line indicator 244 ,(see

Figure 2) to help in'transferring t'he'proper grade to the traclgrails and track-itie'spf In the illustrated embodiment,

indicator 244,'which cooperates with chalk'line -240, is

I 118 are then actuated to release the tie and 'then rams.

METHOD OF SHIFTING TIES" The tie shifting operation in accordance with my invention is carried out as follows. After the desiredtrack grade has been determined and a chalk line 240 (see Figure 2) erected, the track spikes 241 at the rail joints are removed and the rails are jacked to the proper elevation at thefsame time raising or partially raising the unspiked ties. -Most of the ties will then hang from the rails, depending from the spikes, the latterbeing at least partially withdrawn from the ties in most instances. The three right hand ties of Figure 1 show several possible by the machine beingcompletely removed.

After the track rails are jacked to the proper elevation, the truck or frame 12 is moved over the first tie to be moved. As the first tie to be moved is shifted laterally of the track, since, in accordance with my invention, it

portable spud 250 of any desired shape is applied between one of the studs 145 of, movablestructure 136 and the tie. By drawing the piston rod 165 of the ram 1327to the right of. Figure 6, the tieto/be removed may be forced laterally of the track. Of course, several successiveoperations of the ram 132 are required to completely Some of the ballast may be removed from around the end of the tie to expedite removal, if necessary. f 3 p The truck or frame 12 is then moved to the position wherein tie grippers 14 are approximately positioned over, the next. tie, which is the first tie to actually be shifted, andthe Valves for' controlling rams 132 are actuated to app-lyrail clamping devices 16 to the rails} The tie'engaging 'members and 92 are separatedby manipulating the appropriate valvesZtlO to actuate cylinders 118*on both sides of the machineand'then the valves foractuating: rams "114 are manipulated tofvertically align ,tie'

engaging members ,90 and 92 with the tie that is to be shifted. v Thereupon, the tie engaging members are lowered into the ballast about the tie to be shifted by actuating-the rams 110." 'After rams 118 have been actuated 'to forceirnembers 92 against the tie to clampthetie in newseatby actuating ramsgll t to'force same against the ballast to a position intermediate the two pockets, the ballast that isdisplaced by this action falling into the pocket that wasforrned by, removing the first tie. Rams areactuated to raise the members 90 and 92. The tie grippers, 90 and 2 are then shifted to the next tie that is to be shifted and the cycle is repeated, theclamping'devices 16 being rele'asedto' permit movement of the vehicle 12 3s required by. the progress of the tie shifting operation, and thenreapplied tothe rails.

(atjthe left hand side of thelfigure). Tie plates 304 remain [in their normal positionsland are not affected by thetie shifting operation. As thernachine passes away from the tiesfthat have been shifted, rail spikes 241 7 that have been removed at the joints and elsewhere as necessary are reapplied to the ties in any convenient manner and the other spikes are retightened. Of course, under the track conditions described, the vehicle moves to the right of Figure 1 during the tie shifting procedure.

It may be mentioned that forcing the individual ties against the ballast in shifting them effectively packs the ballast underneath them, which substantially eliminates the need for tamping, or at the very least reduces its need to a bare minimum.

In instances where the ballast between ties, before they are shifted, is deep enough adjacent the center of the track so that the tie after it is shifted would rest on ballast at the center of the track, the rake device 18 is employed to scratch a shallow trench adjacent the center of the track before the tie is shifted. This precludes the possibility of a tie resting on the ballast at the center of the track when it is shifted, which would result in a tie fracture at its center when a load is applied to the track. The rake 170 is raised and lowered by actuating ram 172 by manipulation of its valve 200, and the rake is moved back and forth by actuating rams 114. Ordinarily the beam 174 extends crosswise of the track, rather than in the inclined position of Figure 3.

If the raise in grade is such that new ballast is required, it may be dumped in place before the ties are shifted.

When all the ties that are to be shifted have been moved, the tie that was first removed (or a new tie) may be placed in the ballast between the last tie shifted and the tie next to it. This may be done in any conventional manner.

Skewed ties are easily shifted to correct alignment with the track, either during atie shifting operation, or independently of a tie shifting operation; This is done by first gripping the skewed tie with the tie grippers 14 and drawing the tie up tight against the rails, afterwhich which the rams 114 on each side of the machine can be independently operated to shift the ends of the skewed tie as necessary to straighten it out. Of course, the skewed tie if located at a rail joint is unspiked before being straightened.

It may be added that the tapered tie engaging ends of tie gripping members 90 and 92 facilitate thepenetration of the ballast that is required for them to adequately grip the ties. Projections 96 of the members 90 and 92 merely implement the gripping action applied to the ties, and do not interfere with raising of the grippers after the tie has been released.

It will thus be seen that I have provided a method and machine for shifting track ties which substantially elimihates the need for tamping. My method and machine also reduce new ballast requirements to a'minimum. I have found that in using my method and machine a tie shifting operation can be accomplished with six men rather than the relatively large number of men that has been required heretofore. In an embodiment of the invention that has proved highly successful, a hydraulic two-way double acting valve made by Blackhawk Manufacturing Company of Milwaukee, Wisconsin, was employed to perform the functions of the individual valves 200. Pumps 40 took the form ofsix cylinder wobble pumps made by the same company. A24 horsepower gasoline engine was employed to operate the pumps.

The foregoing description and the drawings are given merely to explain and illustrate my invention and the manner in which it may be performed, and the invention is not to be limited thereto, except in so far 'as the 'appended claims are so limited since those skilled in the art who have my disclosure before them will be able to make modifications and variations therein without depart= rails of said track, one of said bars being mounted in a frame fixed to said wheeled frame and the other of said bars being mounted in a frame movable longitudinally along said support member, cam follower means carried by each of said bars, cam means carried by each of said bar frames for engagement with the cam follower means of the other bar respectively, said cam means each including cam surfaces shaped to raise and lower the respective bars between positions in horizontal alignment with the track rail and positions above the track rail as said movable frame is moved away and toward, respectively, said fixed frame, and ram means for moving said movable frame longitudinally of said support member and transversely of the track, whereby said clamp bars are simultaneouslylowered and brought into engagement with the track rail to clamp said wheeled frame to the track when said movable frame is moved toward said fixed frame, and said clamp bars are simultaneously separated and raised to release the wheeled frame from the track when said movable frame is moved away from said fixed frame.

2. The method of shifting track ties in a length of track that is to be raised from an old to a new grade which includes the steps of: jacking the track rails along said length of track to the new grade, removing a track tie adjacent one end of said length of track to form a pocket in the track ballast, lifting the next tie of said length of track adjacent the pocket into contact with the underside of the track rails and then forcing the tie against the ballast between it and. the pocket to a position intermediate the pocket and'the second mentioned ties prior location, thereby displacing the ballast toward and into the pocket, lifting the next succeeding tie of said length of track into contact with the underside of the track rails, forcing said next succeeding tie against the ballast between it and the second mentioned tie to a position intermediate the pocket formed by shifting the second mentioned tie and the prior locationof the said next succeeding tie, thereby displacing the ballast toward and into the second mentioned pocket, and shifting subsequent ties across said length of track in like manner.

3. A railroad car adapted to move and manipulate ties of a railroad track comprising in combination a rigid frame, wheeled axles supporting the frame and adapted to ride on opposed rails of said track, tie-gripping members mounted on opposite sides of said frame intermediate said wheeled axles and outboard of said rails, means for independently moving the tie-gripping members on each side of the frame both vertically and longitudinally of the frame to perform tie-gripping functions, and rail-gripping means mounted on the frame at diametrically opposed corners thereof for clamping the frame to both rails of said track.

References Cited in the file of this patent UNITED STATES PATENTS OTHER REFERENCES Goeb: German application R 15736, printed Aug. 9, 1956 (Kl.l9a 28.06).

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