US3444822A - Trackwork machines for railroad tracks and improved method of operating same - Google Patents

Trackwork machines for railroad tracks and improved method of operating same Download PDF

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Publication number
US3444822A
US3444822A US546680A US3444822DA US3444822A US 3444822 A US3444822 A US 3444822A US 546680 A US546680 A US 546680A US 3444822D A US3444822D A US 3444822DA US 3444822 A US3444822 A US 3444822A
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Prior art keywords
machine
track
frame
trackwork
machines
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US546680A
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English (en)
Inventor
Eugene Oville
Gerard Sauterel
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Matisa Materiel Industriel SA
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Matisa Materiel Industriel SA
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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
    • E01B33/00—Machines or devices for shifting tracks, with or without lifting, e.g. for aligning track, for shifting excavator track
    • E01B33/06—Machines or devices for shifting tracks, with or without lifting, e.g. for aligning track, for shifting excavator track for slewing in a continuous operation, e.g. for tracks which carry excavators
    • E01B33/10—Bridge track-slewing machines
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
    • E01B27/12—Packing sleepers, with or without concurrent work on the track; Compacting track-carrying ballast
    • E01B27/13—Packing sleepers, with or without concurrent work on the track
    • E01B27/16—Sleeper-tamping machines
    • E01B27/17—Sleeper-tamping machines combined with means for lifting, levelling or slewing the track
    • 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
    • E01B29/04—Lifting or levelling of tracks
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B33/00—Machines or devices for shifting tracks, with or without lifting, e.g. for aligning track, for shifting excavator track
    • E01B33/06—Machines or devices for shifting tracks, with or without lifting, e.g. for aligning track, for shifting excavator track for slewing in a continuous operation, e.g. for tracks which carry excavators
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B33/00—Machines or devices for shifting tracks, with or without lifting, e.g. for aligning track, for shifting excavator track
    • E01B33/06—Machines or devices for shifting tracks, with or without lifting, e.g. for aligning track, for shifting excavator track for slewing in a continuous operation, e.g. for tracks which carry excavators
    • E01B33/08—Boom track-slewing machines
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/14—Way of locomotion or support
    • E01B2203/141—Way of locomotion or support on the track to be treated
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/14—Way of locomotion or support
    • E01B2203/148—Way of locomotion or support having wheelsets that can be displaced horizontally or vertically

Definitions

  • a trackwork machine for railroad tracks incorporating two frame units which are articulated to one another, with such frame units bearing upon the railroad track at least at three axially spaced locations. At least one of such frame units carries tool means at a location intermediate the outermost bearing locations of such frame units upon the railroad track, and means are provided for applying a force to at least one of said frame units to cause said frame units to arch in order to selectively relieve the bearing pressure exerted upon the railroad track at least at the bearing location in the neighborhood of the aforesaid tool means.
  • the invention also pertains to an improved method of operating such trackwork machine wherein there is applied a force to at least one of the articulated frame units in order to cause the aforesaid frame units to arch so as to selectively relieve the bearing pressure in the manner explained above.
  • the present invention concerns all type of trackwork machines for railroad tracks which are designed to carry out simple or complicated maintenance or renewal operations such as tamping, ramming, ballast removal or excavation, lifting, slewing or shifting along the track individual rails, the track structure itself, or pre-assembled track sections.
  • This invention further pertains to an improved method of operating such trackwork machines in order to adjust the bearing force exerted thereby, at least at a predetermined location, upon the track.
  • the present invention is particularly applicable to high performance machines which, in order to balance their dead-weight and/ or the forces exerted by the corresponding tools, such as picks, clamps, chains and so forth, apply pressure on the rails both vertically and horizontally in planes transverse to the track.
  • these contact forces must be maintained within given limits, not only for reasons of safety, but also to prevent them from exerting a harmful effect upon the operation of the machine or, in fact, making such work impossible. If it is attempted to spread out the pressure areas along the track, then it is soon found that such will be limited by the maximum permissible wheelbase between the axles which is a factor of running requirements.
  • tampers are already known wherein the tools thereof are arranged either between the axles or at a projecting portion of the machine frame, in other words, foreslung.
  • These tools which generally always vibrate are located close to the loaded zones and there are often set up abnormal settlement of the ballast beneath the crosstie or sleeper, or also bring about disalign-ment of the track when the machine is working in curves or one side of the track is higher than the other.
  • the running surface can therefore be completely put out of true.
  • ballast settlement becomes that much more serious when the tamper directly "ice carries track-lifting equipment and as a result corresponding forces are added to the former ones.
  • ballast settlement during working can become of such proportion that it makes adequate lifting of the track impossible, even if a counterweight is provided at the rear end of the machine in order to balance the pressure upon the supports to some extent.
  • levellinglining-tampers or levelling-slewing-tampers
  • an elastic deformation of the rails and of the track is produced in the horizontal plane, analogous to that previously considered, and which owing to its length, its irregular elasticity and the very variable slewing force, destroys the accuracy of the machine.
  • Levelling-tampers have also been equipped with two auxiliary frames or beams bearing upon two trolleys, one placed between the two axles and the other in front before the beginning of the elastic bending line of the raised track.
  • Two vertical jacks bear upon the central region of each frame or beam in order to support the foreslung portion of the machine and thus to relieve the front axle.
  • the slewing device In the field of the so-called independent slewing machines which only serve for a lining of the track and which work with or without vibrations or impact, the slewing device is sometimes placed "between the two axles. The extent of the slew is limited by the wheelbase. Furthermore, uncontrolled disalignment can occur beneath one or the other points of pressure, depending upon frictional conditions existing perchance between the crossties and the ballast.
  • ballast-removal machines which are generally provided with ballast-screening equipment. Their ballast-excavating or removal chain or any equivalent tool means can be arranged either between both axles or externally thereof. Also in this case, the wheelbase can limit the desired lowering depth required for the track, the forces exerted for ballast removal can cause displacement of the track, and so forth.
  • railroad vehicles have been known for quite some time wherein the frame of which is separated into two or more rigid elements articulated with one another, for example bogie vehicles, bissels (pony trucks), and so forth. This is done in order to obtain the best possible load distribution, not only in curves and with changes in gradient, but also along fiat stretches of track.
  • Certain tracework machines are of this type.
  • the presence of two or more loaded intermediate supports or pressure areas restricts the possibilities and performance of the machine for the reasons already explained.
  • the main frame must be of great length. Its middle portion is considerably oif-set in curves and the there-positioned working of the tools is impeded.
  • the equalization or distribution of the vertical loading generally requires the drive to be spread over several axles, in other words, a very costly construction.
  • Another important object of this invention relates to a p ed tas twc s m chi e whic ve ome he 4 disadvantages present in the prior art structures previously considered.
  • Still another equally significant object of this invention has reference to an improved trackwork machine enabling selective regulation of the bearing force exerted upon the track in both vertical and horizontal direction and particularly at the region of the tools or tool.
  • Yet a further object of this invention has reference to an improved method of operating a trackwork machine to bring about effective adjustment of the load exerted by the machine on the track.
  • a trackwork machine for railroad tracks which is of the type incorporating at least one tool-carrying frame arrangement and formed of at least two frame elements articulated with one another in order to bear upon the track in a vertical and/or horizontal plane at three areas spaced from one another along the track, wherein the tools or tool means are arranged at the frame arrangement at a location which is disposed bet-ween the extreme bearing points of such frame arrangement upon the track.
  • Characteristic of the machine designed according to the teachings of the present invention is that it incorporates at least one jacking mechanism operatively coupled with two of the aforementioned frame elements in order to prop or arch them against one another in that each is caused to carry out a rotational movement in opposite directions, to thereby adjust the bearing force upon the track of at least one intermediate bearing point in the area of working of the tools.
  • FIGURE 1 schematically illustrates a side view of a first embodiment of inventive machine for lifting the track
  • FIGURE 2 is a top plan view of the machine depicted in FIGURE 1, partly in cross-section, taken along the line 2-2 thereof;
  • FIGURE 3 schematically illustrates a hydraulic circuit diagram for the machine of FIGURE 1;
  • FIGURE 4 is a schematic top plan view of a second type of machine used for slewing the track
  • FIGURE 5 is a schematic hydraulic circuit diagram used with the machine of FIGURE 4.
  • FIGURE 6 is a further embodiment of machine, known as a levelling-lining tamping machine, and viewed from the side; and
  • FIGURE 7 is a top plan view, partly in cross-section, of the machine of FIGURE 6.
  • reference character 1 designates one string of the rails of the track upon which the machine can travel, the other rail 1a being visible in FIGURE 2.
  • the main chassis or frame of the machine is formed by a horizontal frame member 2 formed of welded U-shaped iron girders or the like.
  • Two transverse supports 3 and 4 are welded with this frame member 2 which carry at each side of the latter a respective lifting jack, only one of which is visible in FIGURE 1.
  • Each lifting jack comprises a cylinder 5 swivelably mounted through the agency of a shaft 6 passing through both of the transverse supports or bearing blocks 3 and 4.
  • the lifting jack which s not visible in FIGURE 1 also is provided with a cylmder 5a mounted in like manner by means of a shaft 6a, as best seen by referring to FIGURE 2.
  • a cylmder 5a mounted in like manner by means of a shaft 6a, as best seen by referring to FIGURE 2.
  • the lifting jack visible in FIGURE 1 will be described in any great detail.
  • the housing or cylinder 5 thereof there is slidably mounted a piston 7 with piston rod 8.
  • This piston 7 divides the inner compartment of the y d 5 i o o c amb rs 9 a d 0' P p s or conduits into operation then it will be recognized that on account of the eccentricity of the socket or ball joint 31 in relation to the string of rails 1a, the tractive force exerted on the frame 2 tends to. make it pivot, whereby such pulls with it the bogie which is fastened to it by the 'Cardan support.
  • the bearing force or pressure at C upon the rail string 1 is thus reduced and can even be removed in the event of insuflicient dead-weight or in the event of actual tiltin Th e lowermost limit of security is reached when the arching jack operates so as to completely remove the load on the axle at location C. In practise there is little reason for anxiety, especially since the two lifting jacks, as a general rule, are conjointly used.
  • the hydraulic circuit diagram depicted in FIGURE 3 and in the illustrated position clearly shows that the oil pumped by the pump 52 communicates via the rotating piston or valve 60 with the chamber 37 in order to provide the desired pressure and to exert a pull on the cable 41, conveniently omitted from this figure.
  • the pressure regulator 56 maintains the pressure in the conduit 55 constant, excess oil flowing off by means of the conduit 58.
  • the pressure can be easily regulated by means of the manually operated handwheel 57.
  • the conduits 38 and 55 are connected with the retum-flow line 62 and all pressure is released.
  • These two jacks can be used in non-illustrated variants in order to obtain identical arching devices at the ends of the frame 2, which for reasons of construction can also be arranged in juxtaposition or side by side relation.
  • each of the longitudinal side members of frame 2 directly against one or both bogies by using well-known mechanical coupling techniques, such as the elasticity of ,springs, rubber and so forth, and even through the use of the elastic deformability of the aforementioned side members of the frame 2.
  • the extension or shortening of a jack can be effected obliquely between two or more chassis or frames, or via levers, rods, springs and so forth.
  • the basic idea of the invention is to create arching by means of at least one jack adjustable during operation in order to reduce the bearing force at the intermediate bearing locations.
  • the two rail strings I and 1a are seen as viewed from above and upon which travels the machine which is likewise of symmetrical construction.
  • a main frame unit 63 in the form of a horizontal frame formed of Welded together sheet steel or steel plate. Beneath the longitudinal side members 63a there are secured the axle boxes 64 and 64a, 65 and 65a, of the two carrying axles 66 and 67 respectively.
  • the foreslung portion 63b of the frame unit 63 extending over the axle 67 supports a slewing device of known construction provided with a hydraulic jack, the cylinder 68 of which is fixed beneath the side members 63a of the frame unit 63 and extends transversely thereof.
  • a piston rod 69 piercingly extends into the cylinder 68 and at the center of this rod there is fixed , a piston 70 which forms the chambers 71 and 71a within the cylinder compartment.
  • the conduits or lines 72 and 72a communicating with the chambers 71 and 71a respectively.
  • the two ends of the piston rod 69 form a respective thrust block for two wheels 73 and 73a provided with flanges 74 and 74a respectively.
  • the aforesaid wheels 73, 73a do not rest upon the rails, rather are slightly spaced therefrom, so that one or the other of the flanges 74, 74a can bear against the head of the rail when the assembly 69, 70,73, 73a, 74, 74a forming the slewing axle slides in the cylinder housing 68.
  • the machine further includes a second chassis or frame unit in the form of a T placed horizontally at the same level as the frame unit 63.
  • This second frame unit of T-form is composed of two tubes or pipes 75 and 7-6 which are welded together. Its central carrier tube or pipe 75 terminates at a ball joint 77 housed in a cage or socket 78 fixed at the center of a front cross member 63c of the first frame unit 63 at the side of the track slewing equipment.
  • a vertical plate 79 and 79a respectively, which carry the non-illustrated axle boxes for an axle 80. The latter passes beneath the arm or pipe 76 and bears upon the rails 1 and 1a as shown.
  • a special arching device provided with two jacks. They are of identical construction and each one is composed of a cylinder housing 81 and 81a respectively, slidably carrying a piston 82 and 82a respectively. A respective piston rod 83 and 83a is connected with the associated piston 82 and 82a.
  • the chambers 84 and 84a having the larger cross-sectional area can be fed with a suitable fluid medium by means of the pipes or conduits 85 and 85a respectively, whereas the other chambers 86 and 86a are furnished with such medium by means of the conduits 87 and 87a respectively.
  • each cylinder 81 and 81a has a fork-like or bifurcated construction, wherein only the uppermost fork arm 88 and 88a respectively, is visible in the drawing.
  • Each of the fork arms '88 and '88a of these bifurcated base portions is pierced by a vertical shaft 89 and 89a respectively, such shafts each also passing through a respective plate member 90 and 90a.
  • These plates 90 and 90a are welded to the crosspiece 630 of the frame unit 63.
  • each of the piston rods 83 and 83a there is fixed a stirrup member 91 and 91a! respectively, through which piercingly extends a respective vertical shaft 92 and 92a.
  • the latter are secured to the associated arms 93 and 93a respectively.
  • Each of these arms 93 and 93a is connected for pivotable movement via the shaft 92 and 92a with the stirrups 91 and 91a respectively, and is also welded to the side of the central tube 75, as shown.
  • both of the arching jacks just considered are arranged parallel and equidistantly from the central tube 75.
  • the slewing axle 69, 70, 73, 73a, 74, 74a is constantly guided by the flanges 74 and 74a of its wheels 73 and 73a which, as mentioned, do not touch the top surface of the rails.
  • the deadweights ensure for the necessary loading on the carrying axles 66, 67 and '80.
  • the pressure of the fluid medium acting in chamber 71 thrusts the flange 74a of the slewing axle against the rail string 1a at a point of contact R, the hydraulic flow in pipe 72a being freely connected to the tank.
  • the frame or chassis 63 which, owing to the reaction to the pressure exerted upon the rail string 1a is displaced out of true with the track in the direction opposite to the thrust on rail string 1a, bears by means of its axle 66 at location B and by means of its axle 67 at location C against the rail string 1. It is, in fact, prevented from pivoting because of the arching movement of the T -shaped frame or chassis 75, 76, the axle 80 of which bears at the point A against the same rail string 1.
  • This arching movement can be obtained in a number of different ways: It is possible to have a certain pressure of the fluid medium act in the chamber 86 of only one of the arching jacks which then exerts traction upon the T-shaped frame 75, 76, such traction being balanced by the compression exerted on the ball joint 77 and 78. The fluid in the conduits 85, 85a and 87a is still maintained in free flow with the tank.
  • FIGURE 5 there is depicted a hydraulic circuit which,
  • FIGURE 5 the same reference characters have been used for analogous elements of the hydraulic circuit of FIGURE 3 and for the components of the aforedescribed three jacks of FIGURE 4.
  • the mode of operation of the hydraulic circuit of FIGURE 5 is as follows: In the depicted neutral position of the system, the pump 52 delivers the entire quantity of oil without pressure by the conduit 55 which is connected to the body 94 of a suitable distributor 95 allowing it to escape by means of the return line 96 back into the container or tank 53. Moreover, the conduits or pipes 72, a and 87 are continuously connected to a collector pipe or conduit 97 which itself is joined to the body or housing 94 and communicates via the distributor or slide valve with the return-flow line 96. In analogous manner, the conduits 72a, 85 and 87a are connected with the collector pipe 98 which is once again coupled to the housing 94 and connected via the slide valve 95 with the return-flow line 96. It should thus be apparent that the three jacks are ineffectual or freed-for example when the machine is travelling--and the pump 52 idles.
  • FIGURES 6 and 7 there will be recognized the string of rails 1, 1a of the track upon which stands a tamping machine 100 of conventional construction with foreslung tools, conveniently designated by reference character 101.
  • the tools 101 for tamping, operating by vibration and mutual closing or advancing movement, are mounted together with their drive mechanism 102 upon the frame 1 1 unit 103 of the tamper 100 in front of the carrying axles 104 and 105.
  • a caisson or member 106 welded to one end of the frame unit 103 and which encloses mechanism of standard construction known to the art for lifting and slewing the track by means of hooks, such as those designated by 107.
  • a second frame unit or chassis here shown composed of three pipes or tubes 108, 113, 117 which are assembled to form the edges of a trihedral.
  • the lower pipe or tube element 108 which in this case is horizontally arranged by way of example, is extended in axial direction by a cylinder 109 of a hydraulic jack, the piston rod 110 of which is pivoted on the vertical pivot pin 111 of a bifurcated member or fork 112.
  • the latter is welded centrally at the frontal face of the caisson 106.
  • the two other pipe members 113, 117 collectively form a V which is symmetrical with respect to the central plane of the track and the machine.
  • FIGURE 6 there is only visible the forwardmost pipe member 113, although both such pipe members can be clearly seen in FIGURE 7.
  • the carrying axle 114 for supporting such trihedral at its head or apex end.
  • a pivot pin 115 is welded to the frame unit 103 perpendicular to the plane of the aforesaid V formed by the members 113, 117.
  • the aforementioned axle 114 can rotate in a pipe 116 centrally of which there are welded the tubes 108, 113, 117.
  • the diverging end of both tubes or pipes 113 and 117 are interconnected by means of a lever system situated in the plane of the V and to be considered in detail shortlv.
  • a deformable parallelogram is formed by a steel plate 118 connected at its ends 119 and 120 to two levers 121 and 122 respectively.
  • Levers 121 and 122 are, in turn, pivotably mounted to the foreslung portion of the frame 103 by means of the vertical pivot pins 123 and 124 respectively, and to each side of this frame and rearwardly of the plate 118.
  • An intermediate web or crosspiece 125 welded to the frame unit 103 transversely of the central plane ensures for a constant spacing between the pivot pins 123 and 124.
  • the levers 121 and 122 each possess a respective arm which is outwardly directed away from the machine 100 as shown, and which are constructed to clamp the spherical articulating head 126 and 127 respectively, of the tubes 113 and 117 respectively, to thereby thus form a ball joint connection. Both of the lever arms of the levers 121 and 122 are of the same length. It will also be seen that the lever 122 has a third arm 122a extending opposite to the first arm articulated with the plate 118. To this arm 122a there is mounted a pivot pin 128 on which pivots the piston rod 129 of a hydraulic jack. This jack is arranged transversely upon the frame 103 and its cylinder 130, in turn, is pivotally mounted on the previously considered pivot pin 115, as clearly shown in FIGURE 7.
  • the mode of operation of the embodiment of FIGURES 6 and 7 is as follows: In the illustrated position, the four conduits 131, 132, 133 and 134 are connected for free flow to the tank for the oil or otherwise and both of the jacks are therefore ineffectual. If the profile of the track is concave or convex, for instance by descending or ascending gradient, the axial jack 109, correspondingly shortens or lengthens, whereby the V formed by the members 113, 117 pivots about the articulating heads or joints 126 and 127 respectively, which remain fixed.
  • the small amounts of twist of the tracks can also be absorbed by deformation (elastics) without practical significance. If necessary, it would also be possible to provide an axial pivot pin at the head end of pipe or tube 108 in order to make the axle 114 pivotable.
  • the transverse arranged jack is pressurized by means of the conduit 132. Whereas such jack then bears against the pivot pin 115, such action causes it to outwardly displace the pivot pin 128 by means of its piston rod 129.
  • Both of the levers 121 and 122 which are interconnected by the plate 118 are then forced to rotate in the same direction, i.e. counterclockwise in the drawing of FIG- URE 7. Hence, the tube or pipe 117 is compressed and the tube 113 subjected to tension, thus pushing the axle 114 against the string of rails 1.
  • the trihedral formed of the members 108, 113 and 117 in the embodiment of FIG- URES 6 and 7 could be inverted, in other words, the pipe 108 extending at an inclination upwardly and the two V- shaped pipes 113 and 117 then extending horizontally symmetrically of the central longitudinal plane.
  • the teachings of the invention as applied to the embodiment of FIGURES 6 and 7 for instance are certainly not limited solely to a trihedral type frame, other geometrical frame configurations could obviously be employed.
  • Another useful example would be a machine consisting of two vehicles or frame units each provided with two carrying axles which arch frontally against one another by means of a hook and appropriately arranged jacks positioned so as to reduce the forces on the intermediate axles.
  • the improved method of operating said trackwork machine which comprises the steps of applying a force to at least one of said articulated frame units to cause said frame units to arch in order to selectively relieve the bearing pressure exerted upon said railroad track at least at the bearing location closest to said tool means.
  • a trackwork machine for railroad tracks comprising at least two frame units, means for articulating said frame units to one another, said frame units bearing upon the railroad track at least at three axially spaced locations, tool means carried by at least one of said frame units at a location intermediate the outermost bearing locations of said frame units upon said railroad track, and means for applying a force to at least one of said frame units to cause said frame units to arch in order to selectively relieve the bearing pressure exerted upon the railroad track at least at the bearing location in the neighborhood of said tool means.
  • a trackwork machine as defined in claim 6, wherein said force-applying means comprises at least one jack mechanism.
  • a trackwork machine as defined in claim '10 further including means for delivering a pressurized fluid medium under constant but adjustable pressure to said jack mechanism.
  • one of said frame units is constructed from at least three members arranged to provide an apex portion at one end located above one of the outermost bearing locations, the ends of said three members opposite said apex portion being connected with the other frame unit, one of the ends of one of said three members being located substantially at the central longitudinal plane of said trackwork machine, whereas the other two members are disposed substantially symmetrically with respect to said central longitudinal plane.
  • said force-applying means comprises a first longi- 15 tudinally extending jack mechanism for acting upon said one member having said one end located substantially at said central longitudinal plane in order to produce an arching effect upon said frame units in a vertical plane.
  • a trackwork machine for railroad tracks comprising at least two frame units, means for articulating said frame units to one another, said frame units bearing upon the railroad track at least at three axially spaced loca- .frame unit carrying out a rotational movement opposite the rotational movement of the other frame unit, said frame units thereby arching in order to selectively relieve the bearing pressure exerted upon said railroad track at least at the bearing location closest to said tool means.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Manipulator (AREA)
  • Road Paving Machines (AREA)
US546680A 1965-05-10 1966-05-02 Trackwork machines for railroad tracks and improved method of operating same Expired - Lifetime US3444822A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH653165A CH422851A (fr) 1965-05-10 1965-05-10 Machine de chantier pour voie ferrée

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US3444822A true US3444822A (en) 1969-05-20

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US (1) US3444822A (de)
AT (1) AT287770B (de)
CH (1) CH422851A (de)
DE (1) DE1534069C3 (de)
FR (1) FR1479077A (de)
GB (1) GB1139811A (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3690262A (en) * 1968-12-02 1972-09-12 Plasser Bahnbaumasch Franz Track correction and tamping machine
FR2286238A1 (fr) * 1974-09-27 1976-04-23 Plasser Bahnbaumasch Franz Machine mobile pour le traitement des voies ferrees
US4479440A (en) * 1980-11-10 1984-10-30 Pandrol Limited Rail clip driving apparatus

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH634621A5 (fr) * 1980-02-19 1983-02-15 Sig Schweiz Industrieges Bourreuse de voie ferree.

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Publication number Priority date Publication date Assignee Title
US1100006A (en) * 1914-04-09 1914-06-16 Wilhelm Ulrich Arbenz Rail-track-sluing machine.
US3170410A (en) * 1961-04-07 1965-02-23 Mannix Co Ltd Apparatus and method for aligning railroad tracks
US3176625A (en) * 1961-05-18 1965-04-06 Plasser Franz Mobile track aligning machine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1100006A (en) * 1914-04-09 1914-06-16 Wilhelm Ulrich Arbenz Rail-track-sluing machine.
US3170410A (en) * 1961-04-07 1965-02-23 Mannix Co Ltd Apparatus and method for aligning railroad tracks
US3176625A (en) * 1961-05-18 1965-04-06 Plasser Franz Mobile track aligning machine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3690262A (en) * 1968-12-02 1972-09-12 Plasser Bahnbaumasch Franz Track correction and tamping machine
FR2286238A1 (fr) * 1974-09-27 1976-04-23 Plasser Bahnbaumasch Franz Machine mobile pour le traitement des voies ferrees
US3968752A (en) * 1974-09-27 1976-07-13 Franz Plasser Bahnbaumaschinen-Industrie-Gesellschaft M.B.H. Mobile track working machine
US4479440A (en) * 1980-11-10 1984-10-30 Pandrol Limited Rail clip driving apparatus

Also Published As

Publication number Publication date
DE1534069C3 (de) 1974-04-04
DE1534069B2 (de) 1973-09-06
DE1534069A1 (de) 1969-06-04
CH422851A (fr) 1966-10-31
AT287770B (de) 1971-02-10
GB1139811A (en) 1969-01-15
FR1479077A (fr) 1967-04-28

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