US3010407A - Impacting apparatus - Google Patents

Impacting apparatus Download PDF

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Publication number
US3010407A
US3010407A US509297A US50929755A US3010407A US 3010407 A US3010407 A US 3010407A US 509297 A US509297 A US 509297A US 50929755 A US50929755 A US 50929755A US 3010407 A US3010407 A US 3010407A
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Prior art keywords
spike
carriage
spikes
hammer
hammers
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US509297A
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Charles E Godfrey
Jr Wesley T Johnson
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American Brake Shoe Co
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American Brake Shoe Co
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/24—Fixing or removing detachable fastening means or accessories thereof; Pre-assembling track components by detachable fastening means
    • E01B29/26—Fixing or removing detachable fastening means or accessories thereof; Pre-assembling track components by detachable fastening means the fastening means being spikes

Definitions

  • This invention relates to a spike driver for railway spikes.
  • the spikes are often missed by the hammers, and this is due in a large part to cumbersome structure and dificulty on the part of the operator in determining whether or not the hammers are accurately aligned with respect to the heads of the spikes.
  • the primary object of the present invention is to enable the spikes for railway track construction to be irst placedV in the spike opening in the tie plate, and then to be automatically aligned or positioned in a nearly vertical relation whereupon the spike is then driven home by hammers that are so formed as to assure either that the spike will be prevented from undergoing misalignment or on the other hand that the hammers will automatically position themselves.
  • a further object of the present invention is to form the front heads of the aforementioned hammers with recessed walls so inclined as to assure proper alignment of the spike for driving and to retain that spike while driving.
  • prepositioned and prepositioned and partially erected are defined as relating to a spike or similar rail-retaining device which has been manually or otherwise placed in an opening in a. railway -tie plate and which remains in partially erected posture primarily by virtue of engagement of the spike with the walls of the tie plate opening.
  • Further objects of the present invention are to arrange a pair of hammers for driving railway spikes so that the hammers will he able to iloat one with respect to the other, as may be required under circumstances, and to form the hammers with front heads enabling this to be accomplished; and to erect upright from partially erected condition prepositioned spikes that are to be driven, and
  • FIG. 1 is -a perspective view of the driver disposed to travel on a pair of rails;
  • FlG. 2 is another perspective of a driver disposed as aforesaid
  • FIG. 3 is a fragmentary detail of the bottom of the driver taken in a ⁇ direction along one of the rails;
  • FIG. 4 is a detail view of a rail engaging wheel
  • FIG. 5 is 1a ldiagrarrnrratic view on an enlarged scale showing the relation of the front heads of the hammers and the spike positioners with respect to the spikes to be driven;
  • FIG. 5A is la plan View of the interior of the recess in the front head of the hammer
  • FIG. 6 is a fragmentary detail of a spike positioner
  • FIG. 7 is a top plan view of the driver
  • FIG. 8 is a schematic illustration of an air system that may be used.
  • FIG.,9 is ⁇ a sectional view of the pneumatic means for operating the cross-heads of the hammer, being taken substantially o-n the line 9 9 of FIG. 7.
  • the openings in the tie plate adjacent the base of the rail are of an adequate depth to hold the 'spike partially erected without manual assistance, and advantage is taken of this in accordance with the present invention to erect spikes predistribu-ted and prepositioned in this way to a near vertical relation as an incident to movement of the spike driver or carriage along the track.
  • FIGS. 1, 2 and 7 The driver of the present invention is illustrated in the drawings, FIGS. 1, 2 and 7 as embodied in a carriage 20 having a handle bar H enabling the carriage to be propelled manually along the rails R1 and R2 of a railway track.
  • a horizontal base frame 21 is provided, including a pair of hollow square bars 22 and 23 which when the truck is positioned on the track are disposed transverse to the direction of the tracks.
  • Spacer or tie bars 24 and 25 are provided adjacent the opposite ends of the transverse bars 22 and 23, and in this way a relatively rigid frame structure is provided for the carriage 20.
  • Telescoped into the open ends of the bars 22 and l23 at one side of the frame 21 are a pair of Outrigger arms 31 and 32.
  • the arms 31 and 32 are secured in the transverse bars 22 and 23 in any suitable Way, as by set screws, to enable the arms 31 and 32 to be adjusted with respect to the frame 21, and at the ends of the Outrigger arms away from the frame 21 area pair of rail engaging Patented Nov. 28, 1961 3,010,407 Y ,Y e f 3 wheels 33 and 34 suitably journaled on axles that are supported by the outriggers 31 and 32.
  • the wheels 33 and 34 ride on rail R2 but this relation may be reversed as will be described.
  • pairs of angle irons 35 and 36, FIG. 7, are secured to the outer faces of the transverse bars 22 and 23 so as to project outwardly therefrom in spaced apart parallel relation.
  • a pair of axles as 37 are extended between the angle irons 35 and 36 so as to be parallel to the cross members 22 and 23 of the frame 21, and these axles rotatably support a pair of rail engaging anged wheels 40 which ride on the rail R1 opposite the rail R2 on which the wheels 33 and 34 are disposed to ride.
  • the rail engaging wheels 40 are in the present instance adjustable in nature so as to accommodate diierent widths of rail heads that may be encountered.
  • Each wheel 40 includes a tread 40T and a fixed flange 40F, FIG. 4.
  • a sleeve 41 is mounted on each axle 37, and an independent flange 42 is disposed on the sleeve 41 to rotate with the wheel 40.
  • Each such ange 42 is connected to its wheel 40 by an adjustable cap screw 44 having a ⁇ coil spring 45 serving to position the independent flange with respect to the ixed flange 40F of the wheel.
  • the spacing between the anges of the wheels 40 may be adjusted by tightening or loosening the cap screws 44 acting between the independent flange and the xed flange.
  • the carriage 20 in the present instance may be readily mounted on and dismounted from the track at the area where the spikes are to be driven, and this is accomplished by having resort to a pair of retractable carriage supporting tires.
  • a pair of spaced apart'tires'50 and 51 are rotatably supported on axles that are carried by corresponding retractable gear 52, 53, this gear being in the form of two yokes which are each formed at the end opposite the tire axles with an arm 55.
  • Each arm 55 is pivoted on a pin 57, and these pivot pins for the tire gear are supported in a pair of mounting brackets 60 and 61 secured as by a weld to the outer ends of the angle irons 35 and 36 which carry the rail engaging wheels 40.
  • the tires 50 and 51 are in Y retracted position as the carriage is illustrated in FIGS. l,
  • this retracted position is one wherein the treads of the tires 50 and 51 are disposed ybetween the rails R1 and R2 and above the ties thereby serving to provide a stabilizing balance for the carriage.
  • the yokes 52 and 53 are held retracted by removable pins 65, FIG. l, which are adapted to be passed through registered openings provided in the brackets 60 and 61 and the arms 55 of the tire gear, thereby positioning the tire gear with the tires elevated as aforesaid.
  • the carriage 20 is moved along the track by the handle bar H until the respective tires 50 and 51 in reversed position are located over end portions of a corresponding pair of ties outwardly of rail R1.
  • the outriggers 31 and 32 adjacent the opposite rail are then grasped, and the carriage lifted to lower the tires 50 and 51 on to the portions of the ties 4 that extend outwardly of rail R1.
  • the carriage is moved off the track on to the shoulders of the road bed, the carriage now being supported by the tires 50 and 51.
  • the carriage in the present instance carries a pair of air hammers for driving spikes that have been predistributed and prepositioned on opposite sides of the base of one rail as R1 or R2.
  • the outrigger arms 31 and 32 may be disposed on either side of frame 21 as enabled by the hollow cross bars 22 and 23, FIGS. 1 and 2, into which the outriggers may be telescoped. This allows the driver to spike rails in whatever direction the rail gang may be working, and allows the operator always to move forward with the gang.
  • the carriage 20 mounts a pair of air hammers 70 and 71 which are arranged as shown in FIG. 7, so that the lower or so-called front heads of the hammers, as will be pointed out in more detail herein below, wil] be positioned over a pair of spikes that are to be simultaneously driven on opposite sides of the rail.
  • the supports for the air hammers include a pair of brackets 73 and 74 which are adjustably mounted on the cross members 22 and 23 of the frame 21 adjacent the tie bar 24 as shown in FIG. 7, and in like manner another pair of brackets 75 and 76 are adjustably mounted on the opposite side of the frame 21 adjacent the tie bar 25.
  • These brackets each include a depending, relatively short iiange as 77, FIGS. 1 and 2, that is adapted to engage the inner side or face of the cross members 22 and 23. Additionally, each such bracket is cast with a socket member as 79, FIG, 1, the purpose of which will be pointed out herein below.
  • the brackets 73 and 75 are each provided with a vertical clamp plate A which extends from the top of each socket 79 to the bottom of the associated cross member 23, and the lower ends of the clamps 80A are formed with an inwardly directed right angled lug 81, FIG. 1, which engages the underside of the associated cross member 23.
  • the brackets 74 and 76 opposite the brackets 73 and 75 are provided with like clamp plates 80B.
  • Tie rods 83 and 84 are extended between the clamps 80A and 80B in each set, and at one end each tie rod projects beyond its clamp 80A and is provided with a nut adapted to be tightened against the outer face of the clamp 80A.
  • the opposite ends of the tie rods 83 and 84 project in like manner beyond theopposte clamps 80B, and these opposite ends of the tie rods are threaded and are provided with clamp handles 88, FIG. 2.
  • the clamp handles 88 of which there are two, are each formed with a relatively large clamp head 89, so that as the handles are turned inwardly on the spurgo?l threaded ends of the tie rods the clamp heads 89 bear against the outer faces of the clamps 80B to thereby draw the clamps 80A and 80B tightly against the outer faces of the cross members 22 and 23, and it will be recognized in this connection that the flanges as 77 of the brackets prevent or resist the tendency for the frame to be distorted during the drawing up of the clamps 80A and 80B.
  • the brackets 73, 74, 75 and 76 may be selectively positioned on the frame 21 to accordingly locate the hammers 70 and 71 as will be apparent from the description to follow.
  • each bracket as 73 is formed with a mounting socket or housing 79, and these housings each include a pair of upper and lower drilled openings serving to support a pair of correspondingly spaced apart guide sleeves 91 and 92, that extend from one bracket as 75 to the other as 76 which is paired therewith.
  • the guide sleeves 91 and 92 may be conveniently aiorded by steel tubing, and the ends thereof which are reposed in the mounting sockets of the adjustable brackets as 73 are engaged by bolts 93, HG. 1, which are passed through the sockets 79. 'It may here be pointed out that the lower guide tubes 92 in each instance will be telescoped on to the tie rods 83 and 84 mentioned above.
  • the air hammers 70 and 71 are supported in a vertical relation and each includes a conventional hammer cylinder 100, FIG. 2, having a so-called back head 101, and secured to the back head 101 is a transmitting stub block 102.
  • Each stub block 102 in turn is welded to the underside of a cross head 103 adapted to raise and lower, but not drive, the hammers with respect to the heads of the spikes as will be described below.
  • Bolted to each hammer cylinder 100 is a front head 105, and the nature of this front head will be described in detail below.
  • the hammers 70 and 71 are normally held raised, as will be described, in retracted position so that the ⁇ front heads 105 of the hammers will clear the heads of the spikes as the carriage undergoes positioning to drive the spikes.
  • the air hammers 70 and 71 are thus held in retracted position by pairs of vertical air-operated pistons 110 and 111 illustrated schematically in FIG. 8, there being a pair of such pistons for each cross head 103.
  • the pistons 110 and 111 for operating the cross heads 103 are each arranged for reciprocation in a corresponding air cylinder as 110C, FIG. 9.
  • Each cylinder as 110C in turn is surrounded by a relatively large guide sleeve 112 which is stationary as will be pointed out.
  • each cross head 103 for each hammer 70 and 71 bridges the guide sleeves as 113 that are disposed on opposite sides of the hammer.
  • the opposite end of each cross head 103 is clamped as by bolts 103B, FIG. 9, to an ⁇ anchor plate 115 mounted in the upper end of the corresponding guide sleeve 113.
  • each air piston as 110 operating in an air cylinder as 110C is threadedly mounted at the upper end in a sleeve 117 centered in the anchor plate 115, and each such sleeve 117 includes a flange 117F bearing against the underside of the associated anchor plate 115.
  • the sleeves 117 extend through the ends of the cross heads 103, and mounted on the projected end of each sleeve 117 is a coil spring 119 serving as a shock absorber.
  • Each coil spring 119 is tensioned by a washer 120 and a pair of nuts 122 threaded on the exposed end of the piston 110. AIn this way, the ilange 117F of the sleeve 1.17 is drawn up on the anchor plate 115 so that movement of the pistons 11i) and 111 will be imparted to the cross heads 103.
  • the means thus afforded for raising and lowering the hammers 70 and 71 and guiding the hammers accurately during such movement are carried in a oating relation on the guide sleeves 91 and 92.
  • hammer 70 there are two spaced apart supports 131 and 132, FIGS. 2 and 7, having openings extended horizontally therethrough enabling the supports to be telescoped on to the guides 91 and 92.
  • the supports 131 and 132 are interconnected by an integral spacer -web 133, and each such support is cast at the bottom with a mounting base as 134, FIG. 7.
  • a boss 134B, FIG. 9, is bolted to each base 134, and thelower end of each sleeve 112 brazed thereto.
  • the lower end of each cylinder as C is threaded on to a stub 135B of a block 135, and these blocks are secured to each mounting base as 134 by screws or the like, FIG. 9.
  • a similar arrangement is aorded for the guide sleeves 112 for the hammer 71, including supports 136 and 137, FIG. 7, mounted on the horizontal guides 91 and 92 which are spaced on the frame 21 inwardly of the guides 91 and 92 on which the supports 131 and 132 are mounted.
  • each air hammer Interposed between the supports 131-132 and 136- 137 for each air hammer are individual coil springs 138 which are concentrically mounted on the guide tubes 91 and 92 as shown particularly in FIG. 2, there being two such coil springs on the guide 91 and two on the guide 92.
  • Each pair of supports 131-132 and 136-137 are adapted to slide independently on the guides 91 and 92, and in order that these supports will be disposed in positions that locate the air hamers 70 and 71 in a diagonal or other relation required by the positioning of the spikes to be driven, slide clamps 140 and 141, FIGS.
  • Each such slide clamp is in the form of a pair of complemental U-shaped members 143 and 144, FIG. l, the opposite ends of which are curved or bent to embrace opposite sides of the respective sets of guide tubes 91 and 92.
  • the complemental clamp members 143 and 144 as thus provided for each slide clamp 140 and 141 are connected by a pin, and threaded on one end of the pin is a clamp handle 145, FIG. 2, similar to the clamp handles 88 described above.
  • the clamp handle as 145 is turned inwardly to draw the complemental members 143 and 144 tightly against the guides 91 and 92.
  • the clamps 140 and 141 serve as xed abutments against which the inner ends of the coil springs 138 are adapted to be compressed.
  • the supports 131 and 132, and 136 and 137, which carry the air hammer guide sleeves 112 are free to shift or lloat either to the left or right as viewed in FIG. 2, as enabled by the coil springs 138.
  • the air hammers 70 and 71 are adapted, independently of one another, to automatically seat themseives with respect to the spikes to be driven as will now be explained.
  • the rail spikes S, FIG. 2 are distributed in advance of the carriage or driver 20.
  • TWO such spikes are freely mounted in the openings 143, FIG. 2, on either side of the tie plate 147, these openings being the ones that are nearer the base B of the rail as is the usual practice wherein two partly erected spikes as SFI and S-2, FIG. 3, occupy diagonal ones of the openings in a tie plate.
  • the spikes as S-l and S-2 will normally be canted or inclined from the vertical as shown in FIG. 3, but it will be appreciated that there are circumstances where these spikes might be canted in the opposite direction, that is, inclined toward rather than away from the rail.
  • the spikes are then tilted or erected in a trued vertical relation as indicated at S-3 and S-4 conditioning the spikes to be driven.
  • this is accomplished by underslung spike positioners depending from the frame Z1 so as to travel with the carriage on opposite sides of a rail as R1.
  • the spike positioners are conligured so that as the carriage advances toward a pair ofprepositioned spikes as S-3 and S-4 to be driven on opposite sides of the rail the spikes are gradually erected to trued position.
  • the spike positioners preferably embody means to hold the spikes upright to prevent over correction.
  • the spike positioners are in the form of arms so arranged as to engage the vertical edge of the spike on the side of the spike which is opposite the direction in which the spike is toV be moved to true vertical position, the arrangement being further such that these arms are adapted to be retracted from the spike as the hammers are effective in a driving operation.
  • a pair of arms 150 and 151 are suspended below the frame 21 to travel on opposite sides of the rail R1.
  • Each such arm is supported by a pair of leaf springs 153 and 154, FIG. 2.
  • the upper ends of the leaf springs as 153 and 154 are bifurcated at 155, FIG. 2, to embrace the Shanks of bolts carried by the supports as 131 and 132 for the air hammer guides.
  • the exposed ends of these bolts are provided with washers and nuts 156 adapted to clamp the bifurcated portion of the leaf springs to the outer faces of the air hammer guide supports, and in this Way the leaf springs 154 and 154 may be adjusted vertically to set the spike positioner arms 150 and 151 so that the path of the positioner arms on the carriage 2! will be ⁇ coincident with what constitute medial portions of the shanks of the spikes to be erected.
  • the lower ends of the leaf springs are fastened by mounting screws or the like 157, FIG. 5, to the vertical anges 158F of a pair of angle brackets having the horizontal anges 158H thereof secured to the upper face of the corresponding spike positioner arm 150 or 151.
  • the positioners 150 and 151 are each bow-like in configuration as these are viewed in plan, since so to do provides a pair of opposite spike-engaging elements -as 150A and 150B, FIG. 6, on each spike positioner that converge inwardly toward the rail to afford a straight face as 150C medially of the length of each spike positioner.
  • the forward or leading spike-engaging elements 150A and 151A in each instance will gradually erect the spikes as an incident of forward movement of the carriage 20 until the spikes are trued as indicated at S-3 and S-4, FIG. 3. Under this circumstance, the trued spikes will be engaged by the straight edges as 150C of each spike positioner.
  • the brackets which carry the vertical guide sleeves as 112 for supporting the air hammers are slidable transversely of the frame 21, and hence these brackets are selectively adjustable so that the front heads 105 of the hammers 70 and 71 will have been previously set in predetermined position centered over the openings in the tie plates in which the predistributed and partially erected spikes will be located.
  • the spike positioners will likewise be set so that when the spikes undergo erection the heads of the spikes will be underneath the front heads of the air hammers.
  • the front head 105 of each air hammer is recessed at the lower end to afford a seat 1058 for the head of the spike, and the walls of the spike head seat are inclined at 105A and 105B, these walls being, re-V spectively, the walls which are adjacent the head of the rail and the wall farthest from the head of the rail.
  • the slope of the walls A and 105B should not be more than about 27 maximum. Approximately 23 has been ound'satisfactory. n
  • the fore and aft walls 105C and ⁇ 195D of the :recess in each front head 105 are similarly sloped as shown in FIG. 5A, and the reason for this will be explained herein below.
  • the arrangement in this connection is such that the positioner is not retracted from the spike to be driven
  • each spike positioner includes a pair of upper and lower spaced apart plates of steel, 15S and 159 respectively, FIG.
  • the magnets 164) will be selected of such strength that the spikes will not be seized by the positioner to the extent that the spike will pick up completely the forward motion of the driver carriage.
  • the leading spike-engaging elements as A and 151A of each positioner contacts a predistributed spike and aligns it to near vertical, since during this action the friction of the guiding surface of the positioner and the magnetic force exerted on the spike tends somewhat to push the spike forward out of vertical, the amount depending upon the fit of the spike in the spike hole ⁇ of the tie plate.
  • the inclined surfaces 105C or 105D inside the front heads 105 strike the heads of the spikes in such a manner as to straighten or realign the Spikes longitudinally with respect to the rail. If it does occur, however, that one or the other spike has somehow takena firm hold making it impossible to undergo longitudinal alignment by the action. of the front head, that spike will then position the hammer through the slope 105C or 105D on the front head to a normal driving position with relation tothe head of the spike.
  • Such automatic positioning of the hammers is accomplished through 9 the oating arrangement of the hammer supports 1314132 and 136-137 on the guide tubes 91 and 92, and o course each hammer can position itself independently of the other.
  • the air system in the present instance is controlled primarily from a four-way valve 200, tFIG. l, of standard construction, and this valve is supported at the upper end of an upright 201 which at the lower end may be secured in any, suitable fashion to the cross member 22 of the frame 21.
  • This same upright also serves as a mounting post for the handle bar H, there being suitable sockets as 203, FIG. 2, on either side of the upright 201 in which the ends of the handle bar H are mounted and secured by a lock screw or in some other suitable fashion.
  • the air valve 200 is controlled by a handle 205 which is in a normal or raised position as shown in FIGS. 2 and 8. Under this circumstance, air is exhausted from the four air cylinders las 110C atorded for Ithe hammer guides through ⁇ a line 207 that opens in to the top of each Such cylinder.
  • the exhaust line 207 for the air cylinders l110C is connected to another exhaust line 208, and this line in turn is vented to atmosphere through the fourway valve 200 in its normal position.
  • the cylinders of the air hammers are exhausted through exhaust ports as 210, FIG. 1, which Iare formed integral with the hammer cylinders.
  • Air under pressure is adapted to be supplied from a main line 215, and the main line 215 terminates at a normally closed air-operated remote control valve 216.
  • the control valve 216 is strapped to the upper end of an upright 217, FIG. l, supported on the frame 21 opposite ⁇ the upright 20'1.
  • a tting 218 Located in the main line 215 ahead of the remote control valve 216 is a tting 218 adapted to furnish a continuous source of air under pressure through yal1 auxiliary line 219 to the four-way valve 200, which in the normal position shown in FIG. 8 connects line 219 to lines 220 which open at the lower ends of the four air cylinders as 110C for the air hammer control pistons as 110.
  • the four-way valve 200 in normal position biases the air system so that the pistons as l110 which are adapted to raise and lower the air hammers are held by air under pressure in retracted position in the cylinders as 110C.
  • the handle of the four-way valve is lowered or actuated.
  • the remote control valve 216 When the four-way valve is thus reversed, the remote control valve 216 is opened, and this is afforded by a line 230 extended between line 208 of the fourway valve 200 and a fitting 230A which enables air under pressure in line 208 to impinge upon the remote control valve 216 to open the same.
  • a T-itting 231 is associated with the control valve 216, and when the remote control valve is opened the fitting 231 furnishes air under pressure to respective hoses 236 and ⁇ 237, FIG. 7, which are connected to the input ports of the cylinders for the air hammers, and ,thereupon the air hammers 70 and 71 commence simultaneous operation in a convential manner to impart repeated driving blows to the two spikes to be driven.
  • each prop yas 240 is adapted to engage the exhaust spout 210 of the corresponding Iair cylinder as shown in FIG. l. To release the hammers, it is merely necessary to disengage the props as 240 and then to dispose these in an idle position.
  • a spike driver is aiorded wherein the spike to be driven is rst erected upright by a spike positioner, and when it is determined that the hammer is centered over the head of the spike, the hammer is then actuated.
  • the spike By having resort to inclined walls in the front head of the hammer, the spike, if loose in the tie plate tat the moment it is driven, will be maintaned in true alignment by the front head of the hammer.
  • ⁇ Spike driving apparatus comprising: a carriage; means, mounted on said carriage, for supporting said carriagepfor movement along a railway; means, mounted on said carriage, for erecting a prepositioned and pantially erected spike to upright condition; and means, mounted on said carri-age, for delivering a substantially downwardly directed driving impact vto the head of the upright spike.
  • Spike driving apparatus comprising: a carriage; Imeans, mounted on said carriage, for supporting said carriage for movement along a railway; means, mounted on said carriage, for erecting a prepositioned and partially erected spike -to upright condition; a power driven hammer, mounted on said carriage, for delivering substantially downwardly directed driving blows to the head of said upright spike, means Vfor engaging a side of the head of the upright spike to realign the spike if the upright spike is yrnisa-ligned with respect to said front head, said means comprising ya front head mounted on said hammer and having a recess therein having upwardly and inwardly inclined walls substantially greater in height than the height of the head of the spike; and means for actu-ating'said power driven hammer.
  • Spike driving apparatus comprising: a carriage;
  • spike positioner means mounted on and extending below said carriage, for engaging and erecting a prepositioned and partially erected spike to upright condition as an incident of movement of the carriage along the railway; a power driven hammer, mounted on said carriage in alignment with said positioner means for delivering a substantially downwardly directedV driving blow to the head of the upright spike; means for actuating said hammer; and
  • Spike driver apparatus comprising: a carriage; means, mountedon said carriage, for supporting said carriage for movement along a railway; la pair of spike positioner means, mounted on the carriage on opposite lsides of one rail of said railway, forV erecting prepositioned and partially erected railway spikes or the like to upright condition as an incident Y-to movement of the carriage along the railway; a pair of power driven hammers, mounted on the carriage in alignment with respective ones of said spikes positioners, for delivering substantially downwardly directed driving blows to the heads of said upright spikes; means for engaging respective sides of the heads of said upright spikes to realign said spikes if the spikes aremisaligned with respect to said front heads, said means comprising a pair of front heads individually mounted on respective ones of said harnmers and each having a recess therein having upwardly
  • Spike driving apparatus comprising: a carriage; means, mounted on said carriage, for supporting said carriage for movement along a railway; positioner means, mounted on said carriage, for erecting a prepositioned and partially erected spike or the like to upright condition; means for delivering a substantially downwardly directed driving impact to the head of the upright spike; and centering means for automatically centering said impacting means upon the upright spike by engagement of said impacting means with the spike while the spike is being driven, said centering means including means for iloatingly supporting said impacting means upon said ⁇ carriage above said positioner means for limited movement in a direction parallel to said railway.
  • Spike driving apparatus comprising: a carriage; means, mounted on said carriage, for supporting said carriage for movement along a railway; means, mounted on said carriage, forrerecting a prepositioned and partially erected spike to upright driving position as an incident of movement of the carriage along the railway; impacting means for delivering a substantially downwardly directed driving impact to the head of the upright spike, said impacting means including a recessed front head having upwardly and inwardly inclined walls for engaging the sides of the head of the upright spike to realign said spike if said Spike is misaligned with respect to said front head; and centering means for automatically centering said impacting means upon the upright spike by engagement of said recessed front head of said mpacting means with the spike while the spike is being driven, said centering means including means for floatingly supporting said impacting means upon said carriage above said positioner means for limited movement in a direction parallel to said railway.
  • a Vspike driver of the kind comprising a carriage supported upon a railway for movement therealong, spike positioner means for erecting a prepositioned and partially erected spike to upright condition as an incident f movement of the spike driver along the railway, said spike positioner means comprising a spike-engaging arm mounted on and suspended below said carriage adjacent one rail of said railway and extending longitudinally of said rail in position to engage the shank of a prepositioned and partially erected spike.
  • Spike driving apparatus comprising: a carriage; means,'mounted on said carriage, for supporting Ysaid carriage -for movement along a railway; a pair of spike positioners, each comprising a magnetizable arm; means,
  • Spike driving apparatus comprising: a carriage, means, mounted on carriage, for supporting said carriage for movement along a railway; means for erecting a prepositioned and partially erected spike, said means comprising a spike positioner arm and means, connected to said arm and to said carriage, for suspending said spike positioner arm below said carriage adjacent one rail of said railway and extending longitudinally of said rail in position to engage and erect arprepositioned and partially erected spike to upright condition as an incident to movement of the carriage along the railway; means comprising an air operated hammer for delivering substantially downwardly directed driving blows to the head of the upright spike; and means, associated with said spike positioner arm, for holding the erected spike up- Vright prior to said hammer delivering a blow to the hea of the spike.
  • a spike driver of the kind comprising a carriage supported upon a railway for movement therealong, a power driven hammer mounted on said carriage and including a front head for driving a spike, said front head having a downwardly opening recess having upwardly and inwardly inclinedwalls for aligning a spike and for maintaining alignment of said spike during driving of the spike, the height ofsaid walls being substantially greater than the height of the head of a railway spike and means for automatically centering said hammer upon the upright spike by engagement of said inclined walls with the head of the spike while the spike is being driven, said centering means including means for Voatinglyl supporting said hammer upon said carriage for limited movement in a direction parallel to said railway.
  • spike driver of the kind comprising a carriage supported upon a railway for movement therealong and spike driving means mounted on said carriage, spike positioner means for engaging and erecting a prepositioned and partially erected spike to upright condition, said spike positioner means including magnetic means for holding the spike n upright position until the spike is driven.
  • spike driver of the kind comprising a carriage supported upon a railway for movement therealong and spike driving means mounted'on said carriage, spike positioner means for engaging and erecting a prepositioned and partially erected spike to upright condition, said spike positioner means including means for holding the spike in upright position until the spike is driven;

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Description

Nov. 28., 1961 c. E. GoDFRl-:Y Erm. 3,010,407
IMFACTING APPARATUS F'1ed May 18, 1955 5 Sheets-Sheet 1 In verzzors Car/es E. Codfmeg/ Wes/@cg 7'. Jorzsorz Jr'.
Nov. 2s, 1961 3,010,407
C. E. GODFREY I'AL IMPACTING APPARATUS Filed Maj 18, 1955 5 Sheets-Sheet 2 'Mmmm "JIII @bar/6.5 f, oa'flg/ Wes/eg Z Jo/msorz Jr.
Nov. 28, 1961 c. E. Goni-'REY ETAL 3,010,407
IMPACTING APPARATUS 5 Sheets-Sheet 3 Filed May 18, 1955 Hill". Hi s A 11n/en zons 'Car/es E. Godfrey, Wes/eg 71 UIQ/:neon Jr. 354 Jl/1MM Nov. 28, 1961 Filed May 1s, A1955 C. E. GODFREY FAL IMPACTING APPARATUS 5 Sheets-Sheet 4 NOV. 28, 1961 c. E. GODFREY ErAL 3,010,407
IMPACTING APPARATUS Filed May 18, 1955 5 Sheets-Sheet 5 Zoo l Y 4 y I s I/ l /I i 4 2 luc g l las \`II` v i ,f g 1': si
pm l I l \L\ Inventors 22o Car/es f. Cioa'ft'eg/ Ves/eci! '.77 Jo/7:25012 Jr.
M Me W United States Patent O 3,010,407 IMPACTING APPARATUS Charles E. Godfrey, Lombard, and Wesley T. Johnson, Jr.,
Chicago, lll., assignors to American Brake Shoe Company, New York, N.Y., a corporation of Delaware Filed May 18, 1955, Ser. No. 509,297 13 Claims. (Cl. 104-17) This invention relates to a spike driver for railway spikes.
In the spiking during tie renewals, nail relay construction of new track, and like operations entailing the use of railway spikes, the usual procedure involved is for one workman to distribute the spikes, another to set the spikes and then for a third workman to drive the spikes home by an air hammer or the like. In view of the labor entailed, proposals have been made of mechanized spike drivers which may include a spike guide for feeding and positioning each spike to be driven, whereupon the ham mer of the driver is then to be operative on the head of the spike. Spike drivers of this kind are of relatively complicated construction and considerable diiculty in operation has been encountered, particularly with regard to the means that are proposed to feed and position the spikes prior to the driving operation. Moreover, it is desirable that the spike to be driven be held accurately aligned so that the hammer blow will be properly directed, and experience has shown that drivers of the foregoing kind have not successfully surmonnted this problem.
In some spike drivers as heretofore constructed, the spikes are often missed by the hammers, and this is due in a large part to cumbersome structure and dificulty on the part of the operator in determining whether or not the hammers are accurately aligned with respect to the heads of the spikes.
The primary object of the present invention is to enable the spikes for railway track construction to be irst placedV in the spike opening in the tie plate, and then to be automatically aligned or positioned in a nearly vertical relation whereupon the spike is then driven home by hammers that are so formed as to assure either that the spike will be prevented from undergoing misalignment or on the other hand that the hammers will automatically position themselves.
More specifically, it is the object of the present invention to enable predistributed and prepositioned, partially erected spikes for railway track construction to be driven by hammers arranged on a carriage adapted to be propelled manually along the track, the spikes being erected to operative position as an incident to movement of the carriage along the track to locate the hammers with respect to the heads of the spikes -to be driven. In this connection, a further object of the present invention is to form the front heads of the aforementioned hammers with recessed walls so inclined as to assure proper alignment of the spike for driving and to retain that spike while driving. The terms prepositioned and prepositioned and partially erected, as used throughout this specification `and in the appended claims, are defined as relating to a spike or similar rail-retaining device which has been manually or otherwise placed in an opening in a. railway -tie plate and which remains in partially erected posture primarily by virtue of engagement of the spike with the walls of the tie plate opening.
Further objects of the present invention are to arrange a pair of hammers for driving railway spikes so that the hammers will he able to iloat one with respect to the other, as may be required under circumstances, and to form the hammers with front heads enabling this to be accomplished; and to erect upright from partially erected condition prepositioned spikes that are to be driven, and
to accomplish this in such a way that the spikes will be prevented from falli-ng toward or away from the rail.
Other and further objects of the present invention will be apparent from the following description `and claims and are illustrated in the accompanying drawings which 4by way of illustration show a preferred embodiment of the present invention and the principles thereof and what we now consider to be the best mode in which we have contemplated applying these principles. Other embodiments of the invention embodying the same or equivalent principles may be used and structural changes may be made as desired by those skilled in the art without departing from the present invention and the purview of the appended claims.
In the drawings:
FIG. 1 is -a perspective view of the driver disposed to travel on a pair of rails;
FlG. 2 is another perspective of a driver disposed as aforesaid;
FIG. 3 is a fragmentary detail of the bottom of the driver taken in a `direction along one of the rails;
FIG. 4 is a detail view of a rail engaging wheel;
FIG. 5 is 1a ldiagrarrnrratic view on an enlarged scale showing the relation of the front heads of the hammers and the spike positioners with respect to the spikes to be driven;
FIG. 5A is la plan View of the interior of the recess in the front head of the hammer;
FIG. 6 is a fragmentary detail of a spike positioner;
FIG. 7 is a top plan view of the driver;
FIG. 8 is a schematic illustration of an air system that may be used; and
FIG.,9 is `a sectional view of the pneumatic means for operating the cross-heads of the hammer, being taken substantially o-n the line 9 9 of FIG. 7.
It will be appreciated that the normal practice in fastening rails to the ties is to position the spikes for the rails in the openings provided in the tie plates arranged between the rails and the ties. There are usually a pair of such openings on either side of each tie plate quite near the base lof the rail. Thus, for each tie plate, one spike is disposed in one of the openings nearer the rail on one lside of the rail, and a second spike is disposed in one `of the tie plate openings nearer the base of the rail on the opposite side, the larrangement being such that these two spikes are on a diagonal. The openings in the tie plate adjacent the base of the rail are of an adequate depth to hold the 'spike partially erected without manual assistance, and advantage is taken of this in accordance with the present invention to erect spikes predistribu-ted and prepositioned in this way to a near vertical relation as an incident to movement of the spike driver or carriage along the track.
The driver of the present invention is illustrated in the drawings, FIGS. 1, 2 and 7 as embodied in a carriage 20 having a handle bar H enabling the carriage to be propelled manually along the rails R1 and R2 of a railway track. To this end, a horizontal base frame 21 is provided, including a pair of hollow square bars 22 and 23 which when the truck is positioned on the track are disposed transverse to the direction of the tracks. Spacer or tie bars 24 and 25 are provided adjacent the opposite ends of the transverse bars 22 and 23, and in this way a relatively rigid frame structure is provided for the carriage 20. Telescoped into the open ends of the bars 22 and l23 at one side of the frame 21 are a pair of Outrigger arms 31 and 32. The arms 31 and 32 are secured in the transverse bars 22 and 23 in any suitable Way, as by set screws, to enable the arms 31 and 32 to be adjusted with respect to the frame 21, and at the ends of the Outrigger arms away from the frame 21 area pair of rail engaging Patented Nov. 28, 1961 3,010,407 Y ,Y e f 3 wheels 33 and 34 suitably journaled on axles that are supported by the outriggers 31 and 32. In the present instance the wheels 33 and 34 ride on rail R2 but this relation may be reversed as will be described.
Intermediate the length of the transverse bars 22 and 23 of the frame 21, pairs of angle irons 35 and 36, FIG. 7, are secured to the outer faces of the transverse bars 22 and 23 so as to project outwardly therefrom in spaced apart parallel relation. A pair of axles as 37 are extended between the angle irons 35 and 36 so as to be parallel to the cross members 22 and 23 of the frame 21, and these axles rotatably support a pair of rail engaging anged wheels 40 which ride on the rail R1 opposite the rail R2 on which the wheels 33 and 34 are disposed to ride.
The rail engaging wheels 40 are in the present instance adjustable in nature so as to accommodate diierent widths of rail heads that may be encountered. Each wheel 40 includes a tread 40T and a fixed flange 40F, FIG. 4. A sleeve 41 is mounted on each axle 37, and an independent flange 42 is disposed on the sleeve 41 to rotate with the wheel 40. Each such ange 42 is connected to its wheel 40 by an adjustable cap screw 44 having a `coil spring 45 serving to position the independent flange with respect to the ixed flange 40F of the wheel. In this Way, the spacing between the anges of the wheels 40 may be adjusted by tightening or loosening the cap screws 44 acting between the independent flange and the xed flange. t Y
The carriage 20 in the present instance may be readily mounted on and dismounted from the track at the area where the spikes are to be driven, and this is accomplished by having resort to a pair of retractable carriage supporting tires. Thus, as shown in FIGS. l, 2 and 7, a pair of spaced apart'tires'50 and 51 are rotatably supported on axles that are carried by corresponding retractable gear 52, 53, this gear being in the form of two yokes which are each formed at the end opposite the tire axles with an arm 55. Each arm 55 is pivoted on a pin 57, and these pivot pins for the tire gear are supported in a pair of mounting brackets 60 and 61 secured as by a weld to the outer ends of the angle irons 35 and 36 which carry the rail engaging wheels 40. It will be appreciated that the tires 50 and 51 are in Y retracted position as the carriage is illustrated in FIGS. l,
2 and 7, and this retracted position is one wherein the treads of the tires 50 and 51 are disposed ybetween the rails R1 and R2 and above the ties thereby serving to provide a stabilizing balance for the carriage.
The yokes 52 and 53 are held retracted by removable pins 65, FIG. l, which are adapted to be passed through registered openings provided in the brackets 60 and 61 and the arms 55 of the tire gear, thereby positioning the tire gear with the tires elevated as aforesaid.
To reverse the tire gear from retracted position, it is merely necessary to withdraw the pins 65 and to then lift the tires and rotate the yokes 52 and 53 outwardly from between the rails to dispose the tires 50 and 51 on the outside of the rail as R1. For purposes of understanding, it will be observed in FIG. 3 that are reversed position of tire 51 is illustrated in comparison to the normal or retracted position of tire 50 with respect to the rail as R1. When reversal of the tire gear has Vbeen accomplished, the two latch pins 65 are then passed through openings 69 at the outer ends of the brackets 60 and 61, the openings 69 being'located of course to register with the aforementioned openings provided in the arms 55 Vof the tire gear. When this has been accomplished, the carriage 20 is moved along the track by the handle bar H until the respective tires 50 and 51 in reversed position are located over end portions of a corresponding pair of ties outwardly of rail R1. The outriggers 31 and 32 adjacent the opposite rail are then grasped, and the carriage lifted to lower the tires 50 and 51 on to the portions of the ties 4 that extend outwardly of rail R1. Thereupon, the carriage is moved off the track on to the shoulders of the road bed, the carriage now being supported by the tires 50 and 51.
The converse of the above will be readily apparent. Thus, when the carriage is to be moved from the road bed on the track in the `area where spikes are to be driven, the tires 50 and 51 or" course are supporting the carriage. Then, when the carriage 20 is to be set on the track, the carriage is manipulated by the outriggers and the carriage is then pulled up toward the track as facilitated by the tires 50 and 51 in outer position. When the rail engaging wheels 40 are aligned with a rail as R1, the carriage is lowered so that the rail engaging wheels 33 and 34 are disposed on the opposite rail as R2, and if adjustment is necessitated due to the head of rail R1 this is accomplished by adjusting the anges 42 as aforesaid. The pins 65 are withdrawn from the openings 69, and the tire gear is then pivoted inwardly to be disposed between the rails,
and the pins 65 are then inserted in the lock-up positions shown in FIG. 1. v
As will be described herein below, the carriage in the present instance carries a pair of air hammers for driving spikes that have been predistributed and prepositioned on opposite sides of the base of one rail as R1 or R2. In order to drive spikes for either rail R1 or R2 and to proceed in either direction along the track, the outrigger arms 31 and 32 may be disposed on either side of frame 21 as enabled by the hollow cross bars 22 and 23, FIGS. 1 and 2, into which the outriggers may be telescoped. This allows the driver to spike rails in whatever direction the rail gang may be working, and allows the operator always to move forward with the gang.
The carriage 20 mounts a pair of air hammers 70 and 71 which are arranged as shown in FIG. 7, so that the lower or so-called front heads of the hammers, as will be pointed out in more detail herein below, wil] be positioned over a pair of spikes that are to be simultaneously driven on opposite sides of the rail.
One of the more important aspects of the invention is that the hammers 70 and 71 in the present instance are supported by the carriage 20 in a lloating relation, which is to say that during the course of driving a pair of spikes Vthe hammers may automatically undergo aligning movements with respect to the spikes to be driven. The supports for the air hammers include a pair of brackets 73 and 74 which are adjustably mounted on the cross members 22 and 23 of the frame 21 adjacent the tie bar 24 as shown in FIG. 7, and in like manner another pair of brackets 75 and 76 are adjustably mounted on the opposite side of the frame 21 adjacent the tie bar 25. These brackets each include a depending, relatively short iiange as 77, FIGS. 1 and 2, that is adapted to engage the inner side or face of the cross members 22 and 23. Additionally, each such bracket is cast with a socket member as 79, FIG, 1, the purpose of which will be pointed out herein below.
The brackets 73 and 75 are each provided with a vertical clamp plate A which extends from the top of each socket 79 to the bottom of the associated cross member 23, and the lower ends of the clamps 80A are formed with an inwardly directed right angled lug 81, FIG. 1, which engages the underside of the associated cross member 23. The brackets 74 and 76 opposite the brackets 73 and 75 are provided with like clamp plates 80B. Tie rods 83 and 84 are extended between the clamps 80A and 80B in each set, and at one end each tie rod projects beyond its clamp 80A and is provided with a nut adapted to be tightened against the outer face of the clamp 80A. The opposite ends of the tie rods 83 and 84 project in like manner beyond theopposte clamps 80B, and these opposite ends of the tie rods are threaded and are provided with clamp handles 88, FIG. 2. The clamp handles 88, of which there are two, are each formed with a relatively large clamp head 89, so that as the handles are turned inwardly on the spurgo?l threaded ends of the tie rods the clamp heads 89 bear against the outer faces of the clamps 80B to thereby draw the clamps 80A and 80B tightly against the outer faces of the cross members 22 and 23, and it will be recognized in this connection that the flanges as 77 of the brackets prevent or resist the tendency for the frame to be distorted during the drawing up of the clamps 80A and 80B. In this way, the brackets 73, 74, 75 and 76 may be selectively positioned on the frame 21 to accordingly locate the hammers 70 and 71 as will be apparent from the description to follow.
As was mentioned, each bracket as 73 is formed with a mounting socket or housing 79, and these housings each include a pair of upper and lower drilled openings serving to support a pair of correspondingly spaced apart guide sleeves 91 and 92, that extend from one bracket as 75 to the other as 76 which is paired therewith. The guide sleeves 91 and 92 may be conveniently aiorded by steel tubing, and the ends thereof which are reposed in the mounting sockets of the adjustable brackets as 73 are engaged by bolts 93, HG. 1, which are passed through the sockets 79. 'It may here be pointed out that the lower guide tubes 92 in each instance will be telescoped on to the tie rods 83 and 84 mentioned above.
The air hammers 70 and 71 are supported in a vertical relation and each includes a conventional hammer cylinder 100, FIG. 2, having a so-called back head 101, and secured to the back head 101 is a transmitting stub block 102. Each stub block 102 in turn is welded to the underside of a cross head 103 adapted to raise and lower, but not drive, the hammers with respect to the heads of the spikes as will be described below. Bolted to each hammer cylinder 100 is a front head 105, and the nature of this front head will be described in detail below.
It will be appreciated of course that the hammers 70 and 71 are normally held raised, as will be described, in retracted position so that the `front heads 105 of the hammers will clear the heads of the spikes as the carriage undergoes positioning to drive the spikes. The air hammers 70 and 71 are thus held in retracted position by pairs of vertical air-operated pistons 110 and 111 illustrated schematically in FIG. 8, there being a pair of such pistons for each cross head 103. The pistons 110 and 111 for operating the cross heads 103 are each arranged for reciprocation in a corresponding air cylinder as 110C, FIG. 9. Each cylinder as 110C in turn is surrounded by a relatively large guide sleeve 112 which is stationary as will be pointed out. Telescoped over the stationary :guides 112 are vertically slidable guide sleeves 113, and the cross head 103 for each hammer 70 and 71 bridges the guide sleeves as 113 that are disposed on opposite sides of the hammer. The opposite end of each cross head 103 is clamped as by bolts 103B, FIG. 9, to an `anchor plate 115 mounted in the upper end of the corresponding guide sleeve 113.
T o raise and lower the cross heads 103, each air piston as 110 operating in an air cylinder as 110C is threadedly mounted at the upper end in a sleeve 117 centered in the anchor plate 115, and each such sleeve 117 includes a flange 117F bearing against the underside of the associated anchor plate 115. The sleeves 117 extend through the ends of the cross heads 103, and mounted on the projected end of each sleeve 117 is a coil spring 119 serving as a shock absorber. Each coil spring 119 is tensioned by a washer 120 and a pair of nuts 122 threaded on the exposed end of the piston 110. AIn this way, the ilange 117F of the sleeve 1.17 is drawn up on the anchor plate 115 so that movement of the pistons 11i) and 111 will be imparted to the cross heads 103.
When the hammers are to be lowered, compressed air is admitted to the tops of the cylinders at 110C, and to the bottoms when the hammers are to be raised, as will be described.
The means thus afforded for raising and lowering the hammers 70 and 71 and guiding the hammers accurately during such movement are carried in a oating relation on the guide sleeves 91 and 92. Thus, for hammer 70 there are two spaced apart supports 131 and 132, FIGS. 2 and 7, having openings extended horizontally therethrough enabling the supports to be telescoped on to the guides 91 and 92. The supports 131 and 132 are interconnected by an integral spacer -web 133, and each such support is cast at the bottom with a mounting base as 134, FIG. 7. A boss 134B, FIG. 9, is bolted to each base 134, and thelower end of each sleeve 112 brazed thereto. The lower end of each cylinder as C is threaded on to a stub 135B of a block 135, and these blocks are secured to each mounting base as 134 by screws or the like, FIG. 9.
A similar arrangement is aorded for the guide sleeves 112 for the hammer 71, including supports 136 and 137, FIG. 7, mounted on the horizontal guides 91 and 92 which are spaced on the frame 21 inwardly of the guides 91 and 92 on which the supports 131 and 132 are mounted.
Interposed between the supports 131-132 and 136- 137 for each air hammer are individual coil springs 138 which are concentrically mounted on the guide tubes 91 and 92 as shown particularly in FIG. 2, there being two such coil springs on the guide 91 and two on the guide 92. Each pair of supports 131-132 and 136-137 are adapted to slide independently on the guides 91 and 92, and in order that these supports will be disposed in positions that locate the air hamers 70 and 71 in a diagonal or other relation required by the positioning of the spikes to be driven, slide clamps 140 and 141, FIGS. 2 and 7, are interposed between the coil springs 138 so that there are two coil springs on either side of the clamps 140 and 141 on the Irespective sets of guides 91 and 92. Each such slide clamp is in the form of a pair of complemental U-shaped members 143 and 144, FIG. l, the opposite ends of which are curved or bent to embrace opposite sides of the respective sets of guide tubes 91 and 92. The complemental clamp members 143 and 144 as thus provided for each slide clamp 140 and 141 are connected by a pin, and threaded on one end of the pin is a clamp handle 145, FIG. 2, similar to the clamp handles 88 described above. Thus, when the clamps 140 and 141 are to be tightened, the clamp handle as 145 is turned inwardly to draw the complemental members 143 and 144 tightly against the guides 91 and 92. When so fixed with respect to the guides 91 and 92, the clamps 140 and 141 serve as xed abutments against which the inner ends of the coil springs 138 are adapted to be compressed. It will be appreciated, however, that the supports 131 and 132, and 136 and 137, which carry the air hammer guide sleeves 112 are free to shift or lloat either to the left or right as viewed in FIG. 2, as enabled by the coil springs 138. In this way, the air hammers 70 and 71 are adapted, independently of one another, to automatically seat themseives with respect to the spikes to be driven as will now be explained.
Under the present invention, the rail spikes S, FIG. 2, are distributed in advance of the carriage or driver 20. TWO such spikes are freely mounted in the openings 143, FIG. 2, on either side of the tie plate 147, these openings being the ones that are nearer the base B of the rail as is the usual practice wherein two partly erected spikes as SFI and S-2, FIG. 3, occupy diagonal ones of the openings in a tie plate. When thus prepositioned in advance of the carriage 20, the spikes as S-l and S-2 will normally be canted or inclined from the vertical as shown in FIG. 3, but it will be appreciated that there are circumstances where these spikes might be canted in the opposite direction, that is, inclined toward rather than away from the rail. As the carriage is moved along the track toward a pair of such prepositioned spikes, the spikes are then tilted or erected in a trued vertical relation as indicated at S-3 and S-4 conditioning the spikes to be driven. Under the present invention, this is accomplished by underslung spike positioners depending from the frame Z1 so as to travel with the carriage on opposite sides of a rail as R1. In the present instance, the spike positioners are conligured so that as the carriage advances toward a pair ofprepositioned spikes as S-3 and S-4 to be driven on opposite sides of the rail the spikes are gradually erected to trued position. Inasmuch as the positioner impact on the spikes may be of considerable magnitude in some circumstances, or the road may be banked, the spike positioners preferably embody means to hold the spikes upright to prevent over correction.
The spike positioners are in the form of arms so arranged as to engage the vertical edge of the spike on the side of the spike which is opposite the direction in which the spike is toV be moved to true vertical position, the arrangement being further such that these arms are adapted to be retracted from the spike as the hammers are effective in a driving operation. Thus, it will be observed in FIG. 3 that a pair of arms 150 and 151 are suspended below the frame 21 to travel on opposite sides of the rail R1. Each such arm is supported by a pair of leaf springs 153 and 154, FIG. 2. Thus, the upper ends of the leaf springs as 153 and 154 are bifurcated at 155, FIG. 2, to embrace the Shanks of bolts carried by the supports as 131 and 132 for the air hammer guides. The exposed ends of these bolts are provided with washers and nuts 156 adapted to clamp the bifurcated portion of the leaf springs to the outer faces of the air hammer guide supports, and in this Way the leaf springs 154 and 154 may be adjusted vertically to set the spike positioner arms 150 and 151 so that the path of the positioner arms on the carriage 2!) will be `coincident with what constitute medial portions of the shanks of the spikes to be erected.
The lower ends of the leaf springs are fastened by mounting screws or the like 157, FIG. 5, to the vertical anges 158F of a pair of angle brackets having the horizontal anges 158H thereof secured to the upper face of the corresponding spike positioner arm 150 or 151. The positioners 150 and 151 are each bow-like in configuration as these are viewed in plan, since so to do provides a pair of opposite spike-engaging elements -as 150A and 150B, FIG. 6, on each spike positioner that converge inwardly toward the rail to afford a straight face as 150C medially of the length of each spike positioner. Then, as the carriage is advanced toward a pair of prepositioned spikes as S-1 and S-Z the forward or leading spike-engaging elements 150A and 151A in each instance will gradually erect the spikes as an incident of forward movement of the carriage 20 until the spikes are trued as indicated at S-3 and S-4, FIG. 3. Under this circumstance, the trued spikes will be engaged by the straight edges as 150C of each spike positioner.
As was mentioned above, the brackets which carry the vertical guide sleeves as 112 for supporting the air hammers are slidable transversely of the frame 21, and hence these brackets are selectively adjustable so that the front heads 105 of the hammers 70 and 71 will have been previously set in predetermined position centered over the openings in the tie plates in which the predistributed and partially erected spikes will be located. Incidental to the setting of the front heads 165 of the air hammers in this manner, the spike positioners will likewise be set so that when the spikes undergo erection the heads of the spikes will be underneath the front heads of the air hammers.
As shown in FIG. 5 the front head 105 of each air hammer is recessed at the lower end to afford a seat 1058 for the head of the spike, and the walls of the spike head seat are inclined at 105A and 105B, these walls being, re-V spectively, the walls which are adjacent the head of the rail and the wall farthest from the head of the rail. In the event that a spike released to the hammer tends to become laterally misaligned in erected condition, one or the other inclined wall 105A and 105B during actuation of the hammer will engage -an edge of the head of the spike to laterally realign the spike accurately with respect to the hammer block 155 which is the part of the hammer 8 thatv delivers the driving blow. fExperience has shown that the slope of the walls A and 105B should not be more than about 27 maximum. Approximately 23 has been ound'satisfactory. n
In addition to the opposed side walls 155A and 105B, the fore and aft walls 105C and `195D of the :recess in each front head 105 are similarly sloped as shown in FIG. 5A, and the reason for this will be explained herein below.
Mention was made above that the spike positioners are retractable, and this is so in order that the positioners can 'be retracted from the path of the hammers. This is attained by having resort to a cam block -or inclined bafe 156 above the straight edge 150C on each positioner. When the hammer is actuated, FIG. 5, vthe lower outer edge of the front head 105 of the hammer engages the cam 156 and such continued engagement quickly retracts the positioner from the path of the descending hammer as enabled by the leaf springs which support the spike positioner. The arrangement in this connection is such that the positioner is not retracted from the spike to be driven |until the recess or seat 1508 in the front head shrouds the head of the spike, and in this way the head of the spike is freed to the aligning action of the sloped walls 105A and 105B of the front head incidental to operation of the hammer.
' Because of the momentum with which the spike positioners may initially engage the spikes, or because of elevations at curves in the track, it is advantageous to aiford means acting in a positive manner to hold the spike upright until the front head of the hammer is active. Not only does this assure that the spike is held upright until the front head shrouds the head of the spike as aforesaid, but it also assures that the spike when first engaged by the spike positioner will not be knocked beyond a trued or vertical position. One method of attaining this that has been found highly satisfactory, is to afford a magnetic field of force. Thus, it will be observed that each spike positioner includes a pair of upper and lower spaced apart plates of steel, 15S and 159 respectively, FIG. 5, these plates being conligured to account for the coverging spike engaging elements of each positioner Vas was mentione above. Interposed between the magnetizable steel plates as thus atforded are a plurality of permanent magnets 160, FIGS. 5 and 6, having the poles thereof arranged in the same way. To prevent the spike positioners from picking up foreign matter, non-magnetic aluminum plates 161, FIGS. 2, 5 and 6, coextensive in length with the spike positioners are used to encase the magnets, and nonmagnetic tie bolts 162,'FIG. 6, are used to hold these parts together. p
It will be -appreciated that the magnets 164) will be selected of such strength that the spikes will not be seized by the positioner to the extent that the spike will pick up completely the forward motion of the driver carriage. Thus, as the carriage and positioners suspended therebelow are moved forward, the leading spike-engaging elements as A and 151A of each positioner contacts a predistributed spike and aligns it to near vertical, since during this action the friction of the guiding surface of the positioner and the magnetic force exerted on the spike tends somewhat to push the spike forward out of vertical, the amount depending upon the fit of the spike in the spike hole `of the tie plate. However, once the hammers are lowered and then actuated the inclined surfaces 105C or 105D inside the front heads 105 strike the heads of the spikes in such a manner as to straighten or realign the Spikes longitudinally with respect to the rail. If it does occur, however, that one or the other spike has somehow takena firm hold making it impossible to undergo longitudinal alignment by the action. of the front head, that spike will then position the hammer through the slope 105C or 105D on the front head to a normal driving position with relation tothe head of the spike. Such automatic positioning of the hammers is accomplished through 9 the oating arrangement of the hammer supports 1314132 and 136-137 on the guide tubes 91 and 92, and o course each hammer can position itself independently of the other.
While what will be described below constitutes the preerred air system for operating the air hammers and for raising and lowering the guides that carry the hammers, it will be appreciated that such constitutes no part of the present invention and may be modified or altered as circumstances require.
The air system in the present instance is controlled primarily from a four-way valve 200, tFIG. l, of standard construction, and this valve is supported at the upper end of an upright 201 which at the lower end may be secured in any, suitable fashion to the cross member 22 of the frame 21. This same upright also serves as a mounting post for the handle bar H, there being suitable sockets as 203, FIG. 2, on either side of the upright 201 in which the ends of the handle bar H are mounted and secured by a lock screw or in some other suitable fashion.
The air valve 200 is controlled by a handle 205 which is in a normal or raised position as shown in FIGS. 2 and 8. Under this circumstance, air is exhausted from the four air cylinders las 110C atorded for Ithe hammer guides through `a line 207 that opens in to the top of each Such cylinder. The exhaust line 207 for the air cylinders l110C is connected to another exhaust line 208, and this line in turn is vented to atmosphere through the fourway valve 200 in its normal position. -At the same time, the cylinders of the air hammers are exhausted through exhaust ports as 210, FIG. 1, which Iare formed integral with the hammer cylinders.
Air under pressure is adapted to be supplied from a main line 215, and the main line 215 terminates at a normally closed air-operated remote control valve 216. The control valve 216 is strapped to the upper end of an upright 217, FIG. l, supported on the frame 21 opposite `the upright 20'1. Located in the main line 215 ahead of the remote control valve 216 is a tting 218 adapted to furnish a continuous source of air under pressure through yal1 auxiliary line 219 to the four-way valve 200, which in the normal position shown in FIG. 8 connects line 219 to lines 220 which open at the lower ends of the four air cylinders as 110C for the air hammer control pistons as 110.
From the foregoing, it will be seen that the four-way valve 200 in normal position biases the air system so that the pistons as l110 which are adapted to raise and lower the air hammers are held by air under pressure in retracted position in the cylinders as 110C. To lower the pistons 1.10, and therefore the Vcross heads 103 that are connected to the back heads of the air hammers, the handle of the four-way valve is lowered or actuated. As a con-sequence, air under pressurewis furnished from line 219 to Ithe lines 207 that open into the tops of the air cylinders of the air hammer central pistons as 110, and `at the same time the lines 220 for these cylinders are exhausted. When the four-way valve is thus reversed, the remote control valve 216 is opened, and this is afforded by a line 230 extended between line 208 of the fourway valve 200 and a fitting 230A which enables air under pressure in line 208 to impinge upon the remote control valve 216 to open the same. A T-itting 231 is associated with the control valve 216, and when the remote control valve is opened the fitting 231 furnishes air under pressure to respective hoses 236 and `237, FIG. 7, which are connected to the input ports of the cylinders for the air hammers, and ,thereupon the air hammers 70 and 71 commence simultaneous operation in a convential manner to impart repeated driving blows to the two spikes to be driven.
In this connection it should be pointed out that in the present instance the air hammers 70 and 71 are actuated immediately when the remote control valve 216 is opened, and hence throttle valves or the like that Y Y 10 .Y
are ordinarily associated with air hammers of standard construction are eliminated to enable a tree ow of air under pressure `to be furnished immediately to the air hammers when the four-way valve is reversed.
Because air under pressure may not always be available when lthe carriage is not in use, it is advantageous to afford a mechanical prop on the carriage to hold the hammers up. Such may be conveniently/attained by supporting `a prop Iarm 240 pivotally on a rod 241 extended between bosses 243 yand 244 cast at the top of the air hammer guide supports as 131 and 132. This arrange-ment will be duplicated for each hammer of course. l
The end of each prop yas 240 is adapted to engage the exhaust spout 210 of the corresponding Iair cylinder as shown in FIG. l. To release the hammers, it is merely necessary to disengage the props as 240 and then to dispose these in an idle position.
It will be seen from the foregoing that in accordance with the present invention a spike driver is aiorded wherein the spike to be driven is rst erected upright by a spike positioner, and when it is determined that the hammer is centered over the head of the spike, the hammer is then actuated. By having resort to inclined walls in the front head of the hammer, the spike, if loose in the tie plate tat the moment it is driven, will be maintaned in true alignment by the front head of the hammer. On the other hand, if alignment of the spike is not possible in this way, then the front head of the hammer when it engages the head of the spike will automatically center the hammer block on the head of the spike as enabled by t-he means which mount the hammer for self-centering movement.
Hence, while we have illustrated and described the preferred .embodiment of our invention, it is to be understood that this is capable of variation and modiiication, 4and Vwe therefore do not wish to be limited to the precise details set forth, but desire -to avalourselvesof such changes 'and alterations `as fall within the kpurview of the follow-ing claims.
We claim:
1. `Spike driving apparatus comprising: a carriage; means, mounted on said carriage, for supporting said carriagepfor movement along a railway; means, mounted on said carriage, for erecting a prepositioned and pantially erected spike to upright condition; and means, mounted on said carri-age, for delivering a substantially downwardly directed driving impact vto the head of the upright spike.
2. Spike driving apparatus comprising: a carriage; Imeans, mounted on said carriage, for supporting said carriage for movement along a railway; means, mounted on said carriage, for erecting a prepositioned and partially erected spike -to upright condition; a power driven hammer, mounted on said carriage, for delivering substantially downwardly directed driving blows to the head of said upright spike, means Vfor engaging a side of the head of the upright spike to realign the spike if the upright spike is yrnisa-ligned with respect to said front head, said means comprising ya front head mounted on said hammer and having a recess therein having upwardly and inwardly inclined walls substantially greater in height than the height of the head of the spike; and means for actu-ating'said power driven hammer.
3. Spike driving apparatus comprising: a carriage;
means, mounted on said carriage, for supporting said carriage for movement along a railway; spike positioner means, mounted on and extending below said carriage, for engaging and erecting a prepositioned and partially erected spike to upright condition as an incident of movement of the carriage along the railway; a power driven hammer, mounted on said carriage in alignment with said positioner means for delivering a substantially downwardly directedV driving blow to the head of the upright spike; means for actuating said hammer; and
11 means, included in said spike positioner means,for effectively retracting said spike positioner means with respect to the upright spike prior to said hammer deliver ing a blow to the head of the spike. Y 4. Spike driver apparatus comprising: a carriage; means, mountedon said carriage, for supporting said carriage for movement along a railway; la pair of spike positioner means, mounted on the carriage on opposite lsides of one rail of said railway, forV erecting prepositioned and partially erected railway spikes or the like to upright condition as an incident Y-to movement of the carriage along the railway; a pair of power driven hammers, mounted on the carriage in alignment with respective ones of said spikes positioners, for delivering substantially downwardly directed driving blows to the heads of said upright spikes; means for engaging respective sides of the heads of said upright spikes to realign said spikes if the spikes aremisaligned with respect to said front heads, said means comprising a pair of front heads individually mounted on respective ones of said harnmers and each having a recess therein having upwardly and inwardly inclined walls substantially greater in vheight than the height ofthe head of a railway spike;
means for electively retracting said spike positioners during driving of the spikes; and means for mounting said hammers on said carriage for self-centering movevment with respect to said spikes duringdriving of said spikes.
Spike driving apparatus comprising: a carriage; means, mounted on said carriage, for supporting said carriage for movement along a railway; positioner means, mounted on said carriage, for erecting a prepositioned and partially erected spike or the like to upright condition; means for delivering a substantially downwardly directed driving impact to the head of the upright spike; and centering means for automatically centering said impacting means upon the upright spike by engagement of said impacting means with the spike while the spike is being driven, said centering means including means for iloatingly supporting said impacting means upon said `carriage above said positioner means for limited movement in a direction parallel to said railway.
6. Spike driving apparatus comprising: a carriage; means, mounted on said carriage, for supporting said carriage for movement along a railway; means, mounted on said carriage, forrerecting a prepositioned and partially erected spike to upright driving position as an incident of movement of the carriage along the railway; impacting means for delivering a substantially downwardly directed driving impact to the head of the upright spike, said impacting means including a recessed front head having upwardly and inwardly inclined walls for engaging the sides of the head of the upright spike to realign said spike if said Spike is misaligned with respect to said front head; and centering means for automatically centering said impacting means upon the upright spike by engagement of said recessed front head of said mpacting means with the spike while the spike is being driven, said centering means including means for floatingly supporting said impacting means upon said carriage above said positioner means for limited movement in a direction parallel to said railway.
7. In a Vspike driver of the kind comprising a carriage supported upon a railway for movement therealong, spike positioner means for erecting a prepositioned and partially erected spike to upright condition as an incident f movement of the spike driver along the railway, said spike positioner means comprising a spike-engaging arm mounted on and suspended below said carriage adjacent one rail of said railway and extending longitudinally of said rail in position to engage the shank of a prepositioned and partially erected spike.
8. Spike driving apparatus comprising: a carriage; means,'mounted on said carriage, for supporting Ysaid carriage -for movement along a railway; a pair of spike positioners, each comprising a magnetizable arm; means,
mounted on said carriage, for suspending said spike posi- Itioners below said carriage with said arms located on opposite sides of one rail of the railway and belowV the top of said rail in position to engage and erect prepositioned and partially erected spikes to upright condition, said positioner suspension means being retractableduring driving of the upright spikes; a pair of Vguides mounted on said carriage; a pair of power driven hammers, mounted on said carriage in engagement with respective ones of said guides, and having front heads for delivering substantially downwardly directed driving blows substantially simultaneously to the heads of a pair of spikes maintained in upright position by said spike positioners, the front heads of said hammers being recessed and having upwardly and inwardly inclined walls for engaging the sides of the heads of Said upright spikes to realign said spikes if said spikes are misaligned with respect to said front heads; and spring means, mounted on said guides, effectively enabling said hammers independently to center themselves, with respect to said spikes -and in a direction longitudinal to said rail, during driving of said spikes.
9. Spike driving apparatus comprising: a carriage, means, mounted on carriage, for supporting said carriage for movement along a railway; means for erecting a prepositioned and partially erected spike, said means comprising a spike positioner arm and means, connected to said arm and to said carriage, for suspending said spike positioner arm below said carriage adjacent one rail of said railway and extending longitudinally of said rail in position to engage and erect arprepositioned and partially erected spike to upright condition as an incident to movement of the carriage along the railway; means comprising an air operated hammer for delivering substantially downwardly directed driving blows to the head of the upright spike; and means, associated with said spike positioner arm, for holding the erected spike up- Vright prior to said hammer delivering a blow to the hea of the spike.
10. In a spike driver of the kind comprising a carriage supported upon a railway for movement therealong, a power driven hammer mounted on said carriage and including a front head for driving a spike, said front head having a downwardly opening recess having upwardly and inwardly inclinedwalls for aligning a spike and for maintaining alignment of said spike during driving of the spike, the height ofsaid walls being substantially greater than the height of the head of a railway spike and means for automatically centering said hammer upon the upright spike by engagement of said inclined walls with the head of the spike while the spike is being driven, said centering means including means for Voatinglyl supporting said hammer upon said carriage for limited movement in a direction parallel to said railway.
1l. In a spike driver of the kind comprising a carriage supported upon a railway for movement therealong and spike driving means mounted on said carriage, spike positioner means for engaging and erecting a prepositioned and partially erected spike to upright condition, said spike positioner means including magnetic means for holding the spike n upright position until the spike is driven.
12. In a spike driver of the kind comprising a carriage supported upon a railway for movement therealong and spike driving means mounted'on said carriage, spike positioner means for engaging and erecting a prepositioned and partially erected spike to upright condition, said spike positioner means including means for holding the spike in upright position until the spike is driven;
13. Spike driving apparatus comprising: a carriage frame; wheels, mounted on said frame, for supporting said frame for movement along a railway; spike positioner means for engaging and erecting a pair of prepositioned and partially erected spikes located on opposite sides of one rail of said railway, as an incident to movement of said carriage frame along said railway, said positioner means including a pair of spike positioners suspended below said frame on opposite sides of said rail, each of said spike positioners including means for holding =a spike in upright position until driving of the spike is initiated; a pair of horizontal guides, mounted on said frame in spaced relation to each other and extending longitudinally of said railway; a pair of hammer supports, each including a vertical guide mounted thereon; means for mounting said hammer supports on respective ones of said horizontal guides for lloating shifting movement therealong; a pair of hammers, each having a recessed front head having upwardly and inwardly inclined walls for engaging the head of a spike to realign the spike if the spike is misaligned With respect to said front head; and means for mounting said air hammers on respective ones of said hammer supports, and in alignment with respective ones of said spike positioners, for vertical movement on said vertical guides.
References Cited in the tile ofthis patent UNITED STATES PATENTS Forsyth July 27, 1920 Doaks Mar. 13, 1923 Wilhelm Apr. 28, 1925 Segelhorst Sept. 7, 1926 Ochs Sept. 14, 1926 Rasmussen et al May 15, 1928 Neae Mar. 4, 1930 Talboys May 3, 1932 Smith Feb. 7, 1933 Zavatkay July 4, 1933 Allen Feb. 10, 1942 Schmutzer et al Jan. 12, 1943 Stephens Apr. 13, 1943 Talboys et al. Aug. 30, 1949 ngraham Dec. 20, 1949 Rhoads Aug. 15, 1950 Talboys et al. Nov. 20, 1951 Robinson May 5, 1953 Jensch July 16, 1957 FOREIGN PATENTS Great Britain Oct. 8, 1952
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Cited By (2)

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Publication number Priority date Publication date Assignee Title
US4409902A (en) * 1981-04-20 1983-10-18 Abex Corporation Spike drivers
US4637314A (en) * 1985-06-20 1987-01-20 Gower David I Railroad spike resinstallation apparatus

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US1347943A (en) * 1919-05-16 1920-07-27 Homer C Forsyth Railroad spiking-machine
US1448264A (en) * 1922-04-18 1923-03-13 John H Doak Spike-driving machine
US1599067A (en) * 1922-05-18 1926-09-07 August L Segelhorst Fishing tool
US1535704A (en) * 1924-12-24 1925-04-28 Ingersoll Rand Co Spike-holding device
US1670007A (en) * 1926-01-23 1928-05-15 Christian H Rasmussen Power car
US1600130A (en) * 1926-01-27 1926-09-14 George F A Ochs Track tool
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US2491860A (en) * 1946-09-12 1949-12-20 Robert P Ingraham Magnetic nail holder
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US4409902A (en) * 1981-04-20 1983-10-18 Abex Corporation Spike drivers
US4637314A (en) * 1985-06-20 1987-01-20 Gower David I Railroad spike resinstallation apparatus

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