US3050015A

US3050015A - Track lining equipment

Info

Publication number: US3050015A
Application number: US750144A
Authority: US
Inventors: Henry H Talboys
Original assignee: Nordberg Manufacturing Co
Current assignee: Nordberg Manufacturing Co
Priority date: 1958-07-22
Filing date: 1958-07-22
Publication date: 1962-08-21
Anticipated expiration: 1979-08-21

Description

Aug. 21, 1962 H. H. TALBOYS Filed July 22, 1958 INVENTOR. [MP) A4 mum s, BY

if TO/P/Vf 1 5.

Aug. 21, 1962 H. H. TALBOYS TRACK LINING EQUIPMENT 5 Sheets-Sheet 2 Filed July 22, 1958 INVENTOR. Af/t flf 4 7/4 Edi 5, BY

Aug. 21, 1962 H. H. TALBOYS TRACK LINING EQUIPMENT 5 Sheets-Sheet 3 Filed July 22, 1958 INVENTOR.

TW I IL- #:Wm A4 741 says,

wa /M 4770/21/675.

Aug. 21, 1962 H. H. TALBOYS TRACK LINING EQUIPMENT 5 Sheets-Sheet 4 Filed July 22, 1958 YE E h INVENTOR flf/VP) A4 r/zzai s,

Aug. 21, 1962 TALBOYS 3,050,015

TRACK LINING EQUIPMENT Filed July 22, 1958 5 Sheets-Sheet 5 9 Q $5) fi l a Q 5:: g g h;

n l\ Q 5 INVENTOR. Ami/W A. TALBOKS,

3,050,015 TRACK LINING EQUEMENT Henry H. Talboys, Milwaukee, Wis, assignor to Nordberg Manufacturing Company, Milwaukee, Wis., a corporation of Wisconsin Filed July 22, 1958, Ser. No. 750,144 10 Claims. (Cl. 1042) This invention relates to a method and means for obtaining track information or data which may be used, either directly or indirectly, for lining tangent or curved track. The invention is more specifically concerned with a method and means of track or rail alignment in which either rail may be used as the line rail.

A primary object of my invention is a method and apparatus for lining either curved or tangent track.

Another object is a method and apparatus either for obtaining preliminary data or for directly lining track.

Another object is a track lining assembly enabling the operator to quickly and easily switch from one rail to the other for use as the line rail.

Another object is a track lining assembly which makes track lining a one man operation for either tangent or curved track, or at most requires two men.

Another object is a track lining unit which may be easily handled during either assembly or disassembly by two men.

Another object i a car for track lining usable in coordinating a reference line.

Another object is anassembly for establishing a reference line, usable as an attachment to a track liner or track shifter.

Another object is a track lining assembly which reduces errors due to roadbed conditions, wind, operator error, etc. to a minimum.

Another object is an assembly for lining track which, by itself, will do a complete job of sighting and lining track, either curved or tangent.

Another object is a track lining assembly which can be used to obtain track lining data on either a step-by-step or a continuous basis.

Other objects will appear from time to time in the ensuing specification and drawings in which:

FIGURE 1 is a perspective of the entire assembly;

FIGURE 2 is a side view, on an enlarged scale, of the connection between the assembly and the track liner;

FIGURE 3 is a plan view of the indicator or target car;

FIGURE 4 is a front view of FIGURE 3;

FIGURE 5 is a perspective view of one end car, preferably the rear;

FIGURE 6 is a perspective of the other end car, preferably the front;

FIGURE 7 is a front view, on a larger scale, of the car and axle structure, with parts broken away and parts in section; and

FIGURE 8 is a more or less diagrammatic perspective illustrating the use of a gauge.

In FIGURE 1 the assembly includes preferably arear car 10, a front car 12, a track shifter or liner 14, and a plurality of spacer buggies 16 which are connected between and hold the various cars or buggies and track liner in a predetermined spaced relation. The assembly is shown as mounted on rails 18 which in turn are on ties on a roadbed of ballast or the like. An indicator or target car or buggy 2% i shown on the rails in FIGURES 1 and 2 under and connected to the track liner, although it might be directly connected to the spacers or the like.

A reference line or wire 22 is shown as extending along the side of the assembly outboard of one of the rails and runs approximately the full length of the assembly. Through a structure to be explained hereinafter, the wire is anchored on the front and rear buggies 10 and 12 so Patented Aug. 21, 1962 that tension is applied to it during use. The only contact between the wire and the assembly is at the front and rear buggies and the target or indicator buggy 20 has a feeler mechanism, to be explained hereinafter, that senses the position of the reference wire relative to either rail at the track liner 14.

In FIGURES 5 and 6 I have shown the rear and front buggies respectively. Since they are similar, I shall explain them together and use the same reference numerals except where differences occur.

Referring to either FIGURE 5 or FIGURE 6, each of the buggies may have a suitable rectangular frame 24 shown as made up of longitudinally disposed channels 26 suitably connected at their ends, as by welding or the like, to forwardly and rearwardly opening channels 28. A suitable angle 30 may be welded or otherwise secured along the inner surface of the channels 26 and angle iron braces 32 may be diagonally disposed across the frame, connected at one end to one of the angles 30' and at the other end to triangular sheets 34 which may be suitably welded across both the bottom and top of the longitudinal and lateral channels at all four corners of the frame.

Each end of the frame is suitably attached to an axle arrangement 36. Each such axle may be made up of three square tubes telescoped together. I have shown a center tube or axle 38, and a right and a

left axle

40 and 42, respectively, both sliding inside of the center axle 3-8. The end channels 28 of the frame may be suitably connected to the center axle 38 by brackets 44 or the like which may include plates or straps on each side connected with machine bolts both above and below, if desired.

As shown in detail in FIGURE 7, the inner ends of the right and

left axles

40 and 42 are spaced with respect to each other inside of the center axle 38 and a suitable coil spring 46 or the

like biases axles

40 and 42 outwardly. As shown, the spring 46 extends inside of the axles 40* and 42 a predetermined distance and engages a suitably disposed pin 48 or the like mounted across the open interior of each axle. The extremes of movement of the right and

left axles

40 and 42 within the center axle 38 are determined by a suitable connection which may include slots 50 in the left and right axles and pins 52 which are secured in the center axle 38 by suitable cotter pins or the like.

I provide a wheel assembly on the outer ends of the right and left axles, such as at 54 in FIGURE 7. For example, the wheel assembly 54 includes an end plate 56 suitably welded or otherwise connected to the ends of the tubes and a downwardly extending bar 58 or the like connected to the end plate, by welding or otherwise, and having an outwardly extending stub shaft 60. A suitable buggy wheel 62 and bearing 64 may be held on the stub shaft by a suitable nut and washer arrangement 66 or the like. It should be noted in FIGURE 7 that the width of the buggy wheel is perceptibly less than the width of the railhead. An angularly disposed stub shaft 68 is suitably carried on the inside of or is integral with the bar 58 and supports a guide roller or flange element 70 which may have a suitable bearing assembly.

The wheel assembly 72 on the left axle 42 maybe the same except that a suitable insulator pad 74 may be suitably held by non-conductive bolts or the like between plates 76 and 78, the inner plate 76 being suitably welded or otherwise secured to the end of the left axle 42,'and the outer plate 78 being suitably welded or otherwise connected to the wheel assembly 72. The insulation pad 74 prevent the assembly from short circuiting the rails and tripping or actuating signals and the like.

It will be noted that the spring disposed between the inner ends of the right andleft axles inside the center 3 axle will bias the wheel assemblies outwardly until the guide roller 70 on each side firmly engages the side of the railhead at the gauge side of the rail.

In the center of each axle, or approximately so, I provide a suitable mounting 80 which may be composed of or include uprightplates 82 on each side of the axle and frame channel 28 held by four bolts or the like, as shown. On one plate, I may suitably mount, as by welding or the like, a second plate 84 which may have an axle tensioning device anchored to it. For example, I have shown a suitable length of coil spring 86 or the like connected to a short length of chain 88 with the inner end of the spring connected to the anchor plate 84. -I provide additional anchors 90 which are shown as upstanding plates suitably welded or otherwise secured to the outer end of the right and left axles. Each such plate is shown with an upwardly opening notch or slot to serve as a connection for the chain 88.

The object is that the chain 88 and spring 86 may be pulled to either one side or theother and connectedto the bracket 90 on the outer part of the axle. For example, in FIGURE and FIGURE 7, the chain is connected to the left, and the spring 86 is under tension. This shifts the center axle 38 to the left until the pin 52 hits the left end of the slot 50. This makes the center axle 38 and left axle 42 rigid and the full resiliency of the spring 46 is effected on the right axle 40. Any play or variation in gauge will be taken up by movement of the right axle 40 and, at the same time, the frame or structure will be held in contact with the gauge side of the left rail which, in this case, is the line rail. When the chain is connected to the right, the right rail will be the reference or line rail. -When the chain 88 is disconnected, the frame float on the right and left axles 40 and.

42 between the limits allowed by the pin and

slot connections

50 and 52.

I provide two angles 92 or the like suitably connected laterally across the frame generally amidship which function as a frame for a reference line mechanism. A pulley mounting frame, indicated generally at 94, is adjustably mounted between the angles 92 and carries a pulley at its outer end which, due to the adjustment set forth hereinafter, may be moved laterally in and out. Two

bracket mountings

96 and 98, each in the form of a square cross section short tube, may be suitably mounted by bolts or otherwise between the angles 92 to serve as guides or channels for the pulley frame. A square tube or the like 100 may be slidea-bly disposed inside of the sleeves or guides 96 and 98 and carries a plate or bar 102 at its outer end. The plate 102 may serve as the support for a pulley 104 which is free to rotate about an upright axis.

An adjustment screw 106 with a handle or crank 108 at its outer end may pass through a bar or bracket 119. on the slideable tube 100 and a threaded clamp bracket 112 on the guide 96. The screw i threaded at its inner end and is held in the bracket 110 by suitable nuts or the like so that it is allowed to rotate but cannot move axially relative to the bracket. The bracket 112 may be suitably split so that the threaded opening'which engages the threaded end of the screw 106 is divided. A crank 114, for example, may be used to either bring together or separate the two parts of the split bracket so that the screw 106 may be either clamped or freed. 7

When the crank 114 is backed off, the adjusting screw 106 may be rotated by the crank 108. Depending upon the direction of rotation, the tube or support 100 and pulley 104 will be moved in or out. In any position of the tube 100, the crank 114 may be rotated to tightly clamp the screw 106 thereby fixing the pulley 104 in any selected side of the frame for the front buggy to prevent this. Also the end of the wire 22 at the front buggy may have a suitable ring, not shown, which fastens over or slips on a finger, stud or post positioned generally at 118 on the inside of the channel 92, shown in FIGURE 6, to dead end the wire.

As shown in FIGURE 5, the rear buggy may be provided with a suitable reel, indicated generally at 120, which may include, for example, a pair of angles 122 pivoted as at 124 to the channels 92, generally in the center of the frame. A suitable guide or guides 126 on upstanding arms 128 may also be mounted on the pivot 124 and the guides may direct the wire to a suitable reel 130 pivoted between 132 at or adjacent the other end of the arms or bracket 122. The angles 122 and arms 128 may pivot as a unit at 124. A suitable friction drag or damper 134 may be mounted on the bracket 132 to bear against the reel. The reel may have a suitable ratchet mechanism 136 to releasably lock the reel after a suitable length of wire has been played out or taken in, as the case may be. I may use two guides 126 so that the wire may be led around the pulley 104 in either direction.

With the end of the Wire suitably attached to the front buggy, as in FIGURE 6, and various other adjustments made as set forth hereinafter, the rachet should be locked in a position that holds the pivoted reel 1120 generally in the position shown in FIGURE 5 so that gravity on the reel frame tending to pivot it counterclockwise will maintain the wire under tension. I may suitably dimension the various parts so that the proper tension will be on the Wire when the bracket 128 is upright, and this could be used as a visual guide for the operator.

It will (be understood that the mechanism for adjusting the pulley 104 laterally with respect to the frame and rails, as set forth in detail in FIGURE 6, may be the same for the rear buggy in FIGURE 5, or it might be otherwise, so

long as the same adjustment may 'be carried out.

The brackets 80 on the axles of the buggies carry an upstanding pin 138 or the like, as shown in FIGURES 1 and 5. The rear buggy 10 may be connected to the track liner by a the bar, such as at 140 in FIGURE 1.

The track liner 14, shown generally but not in detail in FIGURES 1 and 2, may be of the type shown in my copending application, now Patent No. 2,926,616, issued March 1, 1960, or it might be otherwise. Be that as it may, the rest of the assembly may be connected to it by a suitable straddle bracket 142, one on each end, as shown in 2, so that the track liner 14 becomes a part of the assembly. The straddle bracket, for example, may have spaced books 144 which fit over the edge of a suitable angle 146 on the track liner. The frame of the straddle bracket may be formed in any suitable manner, a suitable upstanding pin or post 148 onthe outer end of the bracket may be used to connect to the tie bar 140. One simple form of tie bar is a tube with its ends flattened and drilled to accept the upstanding pins.

Each of the spacer buggies 16 may include a suitable axle 150 with flanged wheels 152 rotatively mounted on each end, and a bar 154 connected to the axle and suitably braced by angles =156 or the like. The end of the bar 154 may be flattened and drilled, similar to the tie bar 140. An upstanding pin 1'57 may be mounted generally in the center of the axle 150 so that one spacer may be coupled to another.

The adjusting mechanisms 94 on the front and rear buggies are used to properly position the wire or reference line 22 a predetermined distance at each end of the assembly from one of the rails, which I shall refer to as the line rail. Rotation of the crank 108 will move the pulley 104, and therefore the wire, either in or out. To set this distance, I may use a suitable gauge, indicated generally at 158 in FIGURE 8, which, as shown may be made up of square tubes. For example, a main tube 160 may be connected to two generally parallel somewhat shorter tubes 1'62 and 164 by suitable legs 166 with the tube joints being welded or otherwise suitably connected. A plate 168 may be suitably Welded or otherwise connected to the end of the main tube 160 while a second plate 170 may be suitably connected generally in the middle of the main tube. It will be noticed in FIGURE 8 that the two shorter tubes 162 and 164 are shown as connected at right angles to the main tube 160, and the plate 17 extends to the side of the main tube. The outer surfaces of the shorter tubes 162 and 164 may each carry a rule or scale or may be graduated, as indicated at 172 and 174, and the graduations on the two rules or scales should be identical.

The use of the gauge is shown in FIGURE 8. Assuming that the reference line or wire 22 is disposed outside of one rail and the other rail is to be used as the line rail, the gauge 158 is turned so that the end 175 of the main tube 160 abuts the inside of the line rail, which is the gauge line. The bar or plate 163 will rest on top of the rail. The tube 164 will be upright and its scale 174 will be under or adjacent the Wire or reference line 22. The other leg or tube 162 will be generally horizontal and may rest on the top of the near rail to support and balance the gauge.

:But if the near rail is to be the line rail, then the gauge is turned so that the tab or plate 1'70 extends down and the leg 164 rests on the rail. The side of the plate 168 now rests on top of the far rail and only supports the gauge while the tab 170 abuts the inside or gauge line of the near rail. The leg 162 is now up and its scale 172 is under or adjacent the wire or reference line 22.

A gauge of this type may be suitably carried on any one of the buggies or on the track liner.

Regardless of which rail is the line rail, the gauge is properly positioned and the crank 108 may be rotated to bring the reference line or wire 22 to a zero position on the scale, or to any chosen position or graduation on the scale. This is done at both the front and rear'buggies so that the wire is spaced the same distance from the gauge line or line rail at each end of the assembly.

The detector or target car 20 is shown more in detail in FIGURES 3 and 4 and may include a'telescoped type axle assembly, indicated generally at 176, which may be the same as or similar to the telescoped axles 36 set forth with reference to the front and rear buggies. Each of the end tubes of the axle assembly 176 may carry a suitable bracket 17 8 connected thereto by bolts, as shown, or otherwise, and each such bracket may carry two wheel assemblies 180, one at each end of the bracket, such as shown in FIGURE 3, each such wheel assembly having a main roller that rests on top of the railhead' and a side roller which bears against the side of the railhead. The wheel assemblies 180 may be the same as or similar to the wheel assemblies 54 on the front and rear buggies. The center tube of the axle assembly may carry a pair of U-shaped straps 182 and 184 or the like, connected, as by. welding or the like, in the center of the U and spaced somewhat with respect to each other, such as shown in FIGURES 3 and 4, so that the upright legs of the U rise on each side of the center tube of the axle. On one such upstanding leg of each bracket, I may weld or otherwise connect a suitable chain link 186 or the like to which I may connect a spring 188 and chain section 190. The chain may be releasably connected to an upstanding pin or bar 192suitably connected as by welding or otherwise to the left axle of the axle assembly or to a bar or pin or-post 194 on the right axle or on the bracket connected to the right leg. A hook on the end of the spring may connect to either of the links 186. In any case, the use of the spring and chain to provide one stiif leg and oneresilient leg for the target buggy may be the same as or similar to that explained in connection with the front and rear buggies of FIGURES and 6.

A pointer assembly 196 is adjustably carried in tubular 5 1 square in cross section, slides laterally in the guides or sleeves and carries a pointer mechanism-204 at its outer end. A threaded adjusting rod 206 is rotatably carried at its outer end by a bar or bracket 208 which is welded or otherwise connectedto the outer end of the slideable and passes through a split block type bracket 212 mounted as by welding or the like on the side of the outer sleeve or guide 200. A handle or crank 214 may be used to manually tighten or loosen the threaded split block 212 to allow the crank 210 and rod 206 to be turned. 7 Since the passage through the split block is threaded and the portion of the bar 206 in the block is also threaded and since the bar merely turns-but cannot move axially in the supporting bracket 208, rotation of the crank 210 moves the tube or axle 202 in or out, as the case may be.

An ordinate axle scale 216 may be carried on a strap 218 which may be adjustably mounted on top of the axle or tube 202 by a pin, slot and wing nut connection 220 at one end, and a guide or strap 222 at the other. A pointer 224, suitably mounted on the block 212, may be used to indicate the position of the scale 216. The strap 218 is suitably slotted at the wing nut connection 220 so that when the wing nut is loosened, the strap may be shifted a limited amount to move the scale 21-6 relative to the pointer 222.

The scale assembly 204 on the outer end of the'tube 202 may include a bracket 226 or the like welded or otherwise connected to the outer end of the axle or tube 202, and a frame 228 connected to the bracket by bolts or otherwise. The upper edge of the frame 228 is arcuate and turned over, as shown at 230, and carries a throw scale 232 which cooperates with a pointer 23 4 which may be rigidly connected to a feeler 236 having a slot 238- at its lower end for sensing the position of the wire 22. The rigidly connected pointer and feeler may be pivotally mounted, as at 240, on the frame.

It should be understood that the connection, indicated generally at '242, between the wheel assembly and the right axle or tube may have a suitable insulating plate, strip or pad interposed between the abutting parts to prevent the target or indicator buggy from short circuiting the rail and actuating signals, etc. The feeler 236 may also be insulated from the frame 228 for the same reason. The target or indicator buggy 20 may be connected to the track liner 1 4 by a connector indicated generally at 244. The connector may include a bar 246 with a tube 248 suitably Welded across one end "and a U-shaped bracket 250 suitably welded or otherwise connected at type guides or

sleeves

198 and 26% mounted on top, as

the other end.

With the bracket 250 positioned loosely over the axle of the track liner, shown in broken lines in FIGURE 3, the T-shaped bar 248 may be disposed between the two right legs of the U-shaped brackets 182 and 184 on the axle assembly of the indicator car. As shown in FIGURE 2, the indicator car will be pushed by the rear axle of the track liner, but it might be pulled. Or any other suitable connection may be used between the indicator car and track liner or between the indicator or target car and the spacer buggies or draw bars of the assembly.

The use, operation and function of my invention are as follows:

I provide -a track working assembly which includes a group of cars, dollies or buggies adapted to be disposed longitudinally in a connected assembly to be moved or rolled, as a group, along the track for use in lining track. I provide primarily a front, rear and intermediate buggy with spacers in between to maintain the buggies in a predetermined spaced longitudinal relation. The distance between the front and rear buggies establishes the length of a reference line. For example, I might have the front and rear buggies feet apart, or it might be otherwise. Generally, the greater this distance, the greater the length of the reference line, and the more accurate the lining results. The reference line, described herein as a tensioned the scale 232.

, 7 7 wire, might be otherwise. 'By the adjustingmechaniSm for the front and rear wire supports on'the end buggies, thereference line may be set at precisely the same distance from; the gauge line of either rail at each end. Either rail may be used as the line rail and the reference line may on either side of the track. The setting of the reference I line at the front and rear buggies is accomplished by the gauge shown in FIGURE 8 which will properly and accurately set the reference line regardless of which rail is reotion by merely floating or relieving the weight of the h track from the ballast. V

The particular buggies used have the advantage that either rail may be used as the line rail and the switch from one to the other may be quickly and easily made by one man. The indicator senses the position of the .wire at the detector or target car which is shown inthis case as mounted under the track liner.

In lining track, the reference line or wire is first set precisely at some lateral. or transverse distance from the gauge side of one rail, which is the line rail, at the front and rear cars or buggies. This is accomplished by posi- 'tioning the gauge 158 under the reference line adjacent the pulley 104, such as shown in FIGURE 8, with the appropriate stop or plate 168 or 170' tight against the gauge side'of the line rail. The locking screw or crank 114 is loosened'and the adjusting screw 106 is turned until the zero point, or any appropriate graduation on the gauge or template 158, is directly under the wire. Then the locking screw 114 is tightened. This is carried out at both the front and rear buggies.

Next, the gauge 158 is positioned adjacent the detector or t-arget'car or buggy with the appropriate stop on the gauge 158 abutting or in firm contact with the gauge side of the line rail. The indicator pointer 234should then be held on the zero position of the scale 232 and the adjusting screw 266 turned, with the crank or screw 214 loose, until the wire passes over the zero on the wire positioning template or gauge 158, after which the locking screw 214 is tightened. If the pointer 224 does not read zero on the ordinate scale 2-16, the wing nut 22 should be loosened and the ordinate scale adjusted to zero, and the wing nut tightened. r

In lining tangent track, lining should be started at a point on the track where the indicator pointer 234 reads zero on the scale 232. The entire assembly is then moved .along in steps of a predetermined length, for example a rail length of 39 feet or a subdivision thereof, and between each step the track is shifted laterally by the track liner 14, where, necessary, until the indicator 234 is zeroed on namely the operator of, the track liner 14.

settings, at'thefrontcarriage, rear carriage, and indicator carriage should be initially zeroed in the manner set forth above. x

' Some of the advantages of the above assembly are that either rail may be used as the line rail Without havingto' take any of the assembly ofif and turn it around. Also, the switch can be made quickly and simply. All of the parts maybe made of light aluminum tubing or stampings so that spacers and cars may be easily handled by one man. For example, I prefer that each of the elements be light so that only one man is required to pick a car up andput it on or take it off the track.

been properly established by the use of the gauge in FIGURE 8 at the front and rear cars and the detector car has been properly adjusted, only one man is required to operate the entire assembly when lining tangent track, In lining tangent track the operator of the track liner, which may be self-propelled, may merely move the assembly along the track in steps shiftingthe track laterally where the track is out of line as indicated by the pointer 234. On curved track, a second man may walk along and record the actual ordinates prior to the actual lining operation.

If for any reason the operator wants to shorten the distance of the reference line, he merely removes one or more spacers, reels in the excess wire and proceeds. The extra spacers may be merely hooked on ahead of or behind the assembly and rolled along without aifecting the operation in any way.v

It lining is to be carried up to afixed point, for example to a switch, crossing or station, lining proceeds as set forth above until the front buggy is just past the last point that can belined. Then the front and rear buggies or cars are speared which involves fixing the buggies to the track. While this has not been shown, the front and rear buggies may carry suitable spears or bars which may be V and suggested several variations of the invention, it'should be understood that numerous additional modifications,

steps might be a rail length each or a subdivision thereof; I

plotted on a graph and a mean or average struck establishing a series'of desired ordinates. Thereafter, the assembly may :be-run over the curve again stopping in the same places as before or a subdivision thereof and the track shifted laterally, Where necessary, to thede'sired" ordinates by cranking the desired ordinate into thepointer 2.24 and shifting the track until the pointer 234 zeroes on For lining either curved ortangent track, the three changes and alterations may be made without departing from the inventions fundamental theme. I, therefore, wish that my invention be unrestricted except as by the appended claims. It will be realized, for example, that, whereas in the foregoing description and drawings I have emphasized the use of a wire 22 to establish a reference line, other means may be employed for maintaining such reference line. For example, in the place of a wire tensioned between end supports I may employ suitable means for directing a ray of light. In that event suitable means are employed to take the place of the Wire sensing mecha nism shown, for example, in FIGURES 3 and 4. A light sensitive target may be mounted at one end of the assembly to insure that a projector at the opposite end of the assembly directs the light ray along the desired line andlight sensitive pick-up means may be employed in place of the wire engaging mechanisms of FIGURES 3 and 4 to determine the distance of intermediate rail portions from the light ray which forms the reference line. It will be understood that whereas I have illustrated the wire 22 as tensioned between end buggies, it may bedesired to have it secured directly to the track, or secured in predetermined relation to the track by any other suitble mean 9 ed to roll on the rails of a track and connected to the frame by the joint, flange elements on the car opposite the inside of the rails, the joint between the frame and the wheels being constructed to allow outward movement of the wheels on each side relative both to the frame and to each other, means on the frame for biasing the wheels on each side laterally outward relative to the frame so that the flange elements will engage the side of the rails, and means for selectively fixing the wheels to the frame on one side or the other to prevent such outward movement of the wheels on one side while allowing outward movement of the wheels on the other side.

2. The structure of claim 1 further including a reference line coordinating mechanism on the frame constructed to coordinate a reference line along the track for aligning the position of the track.

3. The structure of claim 1 in that the joint between the frame and the wheels includes a plurality of telescoped tubes, one fixed to the frame and another to each of the wheels, and yielding means between the wheel tubes biasing them apart Without affecting the frame tube so that the frame floats laterally between the wheels except as affected by the fixing means.

4. For use in lining track, a car having a frame, a joint on the frame, wheels mounted on each side adapted to roll on the rails of the track, flange elements on the car, the joint including an adjustable connection between the fi'ame and each of the wheels on at least one side of the frame, means on the frame for biasing each of the wheels on the said one side outwardly so that the flange elements for the wheels on both sides of the frame will engage the rails irrespective of gauge variations, a longitudinal reference line coordinating mechanism on the frame, and means for laterally adjusting the reference line mechanism in any one of a plurality of fixed positions so that the lateral distance of the reference line from one rail may be adjusted.

5. A detector car for use in a track lining assembly, the car including a frame, wheels mounted on the frame adapted to roll on the rails of the track, a detector assembly on the frame, means on the frame otherwise maintaining the detector assembly at a predetermined constant distance from the gauge line of at least one rail, the assembly including a detector indicator constructed to sense and indicate the distance between the gauge line of the said one rail and an otherwise free longitudinal reference line, and means for laterally adjusting the position of the indicator on the detector assembly to shift the indicator relative to the reference line so that it may be preliminarily zeroed relative to the reference line at the beginning of a operation.

6. The structure of claim 5 further including means for sensing and indicating the position of the detector assembly on the frame.

7. The structure of claim 5 in that the car includes a joint joining the frame to the wheels, flange elements on the car, the joint being constructed to allow outward movement of the wheels on the side relative both to the frame and to each other, and means on the frame for biasing the wheels. laterally upward relative to the frame so that the flange elements will engage the side of the rails.

8. A detector car for use in a track lining assembly, the car including a frame, wheels mounted on the frame adapted to roll on the rails of a track, a detector assembly on the frame, means on the frame maintaining the detector assembly at an otherwise predetermined con- Stant distance from the gauge line of at least one rail, a detector indicator in the assembly constructed to sense and indicate the distance between the gauge line of the said one rail and an otherwise free longitudinal reference line, and means for adjusting the detector indicator on the assembly so that it may be preliminarily zeroed relative to the reference line at the beginning of a lining operation.

9. The structure of claim 8 in that the detector indicator includes a first gauge normally fixed in relation to the frame, a second gauge adjustable in relation to the first gauge, a pointer cooperative with the second gauge, and means for positioning the pointer in response to the spacing of the reference line from the gauge lin of the said one rail.

10. The structure of claim 9 in that the first gauge is 747,872 Ellis et al. Dec. 22, 1903 824,536 Ellis et al. June 26, 1906 1,096,357 Dupes May 12, 1914 1,417,703 Wafienschmidt May 30, 1922 1,583,585 Emery May 4, 1926 2,286,456 Boettcher June 16, 1942 2,550,238 Gaede Apr. 24, 1951 2,632,954 Lieberman Mar. 31, 1953 2,708,070 Fiechter May 10, 1955 2,814,119 Grossmann Nov. 26, 1957 2,962,979 McCormick Dec. 6, 1960 FOREIGN PATENTS 997,633 France Sept. 12, 1951 926,076 Germany Apr. 7, 1955 753,519 Great Britain July 25, 1956 OTHER REFERENCES Norberg: Progress Magazine, 4th Quarter 1956, pages 10 and 11.

Railway Track and Structures, February 1958, page 21.