US3717101A

US3717101A - Rail gang spiker

Info

Publication number: US3717101A
Application number: US00881945A
Authority: US
Inventors: F Katcha; D Moericke
Original assignee: Rex Chainbelt Inc
Current assignee: Oak Industries Inc; Rex Chainbelt Inc
Priority date: 1969-12-04
Filing date: 1969-12-04
Publication date: 1973-02-20
Anticipated expiration: 1990-02-20

Abstract

This is a spike driving method, mechanism and/or machine which is specifically constructed to rapidly drive spikes for use in a rail gang with various adjustment mechanisms for the spike driving mechanism, and for the rail clamps. It is constructed so tat a minimum of lost motion takes place when the machine drives spikes in a step-by-step manner from one tie to the next.

Description

United States Patent 1 1 Katcha et al. 1 Feb. 20, 1973 541 RAIL GANG SPIKER 3,381,625 5/1968 PlaSSeI'etai. ..104/7 R v 3,l77,8l3 4/1965 Stewart ..l04/l2 [75] lnvenm's- 3 2: 2; Mmmke 3,286,648 11/1966 Brosnan ..104/2 [73] Assignee: Rex Chainbelt Inc., Milwaukee, Wis. Phimary Examinerv-Drayton Hoffman Assistant Examiner-Richard A.- Bertsch [22] Flled 1969' Attorney-Parker, Plyer & McEachran [21] A l. No.: 881 945 pp 57 ABSTRACT 52 U.S. Cl ..1o4/17, 33/60 This is a Spike driving math, mechanism and/or 51 1111. C1. ..E0lb 29/16 machine which is Specifically "shucted 'aPidly [58] Field of Search "104/2 7 7 B 8 12 drive spikes for use in a rail gang with various adjust- 5 6 ment mechanisms for the spike driving mechanism, and for the rail clamps. It is constructed so tat a [56] v Reerences Cited minimum of lost motion takes place when the machine drives spikes in a step-by-step manner from one tie to the next.

22 Claims, 15 Drawing Figures PATENTEUFEB2OI9ZS SHEET UlUF 10 lZ/amgm PATENTEDFEBBOIW v SHEET USOF 1O PATENTED FEB 2 0 i973 SHEET 0s 0 10 I ll P- PATENTEI] FEBZ 0 I973 SHEET OSUF 1O RAIL GANG SPIKER SUMMARY OF THE INVENTION This invention is in the field of railroad trackworking equipment and is concerned with a machine for driving spikes in ties.

A primary object is a machine specifically designed and constructed to drive spikes in a so-called rail gang.

Another object is a high speed spike driving machine which is specifically designed and constructed to drive spikes in a rail gang for either continuous or discontinuous rail.

Another object is a spike driving machine which gauges to the sides of the railhead.

Another object is a spike driver which is specifically constructed to have all of its operative parts, i.e., the rail clamps, the spike driving guns, the spike positioning mechanism, etc. as close to the rails, ties and tie plates as possible during operation with all such mechanisms being retractableto a raised or traveling position so that during spike driving a minimum amount of time is wasted in lost motion.

Another object is a rail clamping mechanism that joints wont interfere with.

Another object is a method of positioning and driving spikes by the use of a longitudinal reference line coordinated to the side of the railhead.

Another object is a rail clamp which squeezes the sides of but does not reach in under the railhead so that interference with or by joint bars is not a problem.

Another object is a spike driver which has the spike holding and driving mechanism as close to the tie plates as possible so alignment with the holes in the tie plates is not a problem.

Another object is a gauging structure or attachment for a spike driving mechanism which insures that the rails are brought to the proper gauge regardless of whether the loose rail is laid wide or tight.

Another object is a spike driver which only requires two men to operate it.

Another object is a rail clamp and an operating mechanism constructed to be brought to a raised position for traveling and a'lower position for working with a single power mechanism for moving it between the two positions and for opening and closing the rail clamps to release or grab the rail when in operating position.

Another object is a rail clamp of the above type which is automatically positioned accurately relative to the railhead when in its operating position.

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

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view of the spike driver;

FIG. 2 is a top view of FIG. 1;

FIG. 3 is an enlargement of a part of FIG. 1;

FIG. 4 is a section generally along line 44 of FIG. 1 with parts omitted, on an enlarged scale;

FIG. 5 is an enlargement of a part of FIG. 1;

FIG. 6 is an end-view of FIG. 5;

FIGS. 7 and 8 are the same as FIG. 6'but different operative positions;

FIG. 9 is a side view of a modified form;

FIG. 10 is a section along line 10-10 of FIG. 9;

FIG. 11 is a different operative position of FIG. 10; and

FIGS. l2-15 are hydraulic circuits.

DESCRIPTION OF THE PREFERRED EMBODIMENT In FIGS. 1 and 2 the machine has been shown as including a generally rectangular frame 10 with axles 12 at each end and flanged wheels 14, at the end of each axle, adapted to engage the conventional rail 16 of railroad track with the rails on tie plates 18 which in turn rest on the ties 20, all of which is conventional. AS shown in FIG. 2 the machine may be driven by a suitable engine 22 mounted on the frame in any desired manner which drives a pump for a hydraulic circuit which in turn operates the various parts of the unit as well as propels the machine along the track, all of which will be explained in detail later in connection with the hydraulic circuits. The various parts that go to make up the frame will not be described in detail, it being understood that the frame may be made of suitable angle irons, channels, braces, beams and the like, all suitably connected together, such as by welding or the like, into a desirable rigid and sturdy structure to support the various parts and to provide suitable openings for the various operative parts. The frame supports a spike driving mechanism or assembly, indicated generally at 24 in FIG. 1, two rail clamp assemblies, one at each end, as indicated generally at 26, two anti-derailing devices, one at each end, as indicated generally at 28, all of which will be explained in detail later. The frame also supports a set-off mechanism, indicated generally at 30, which may be positioned generally at the center of gravity of the overall unit, but is otherwise not important and will not be explained in detail. The frame may also support two seats, one indicated at 32 for the operator, and the various hydraulic controls are shown in FIGS. 1 and 2 schematically at the operators seat and will be explained in detail in connection with the hydraulic circuit later. A second seat 34 may be positioned on the frame opposite the operators seat for the spike loader. The frame may carry spike storage bins 36 on each side of the spike loaders seat 34. The machine may optionally be provided with a gauging mechanism 38 in FIG. 9 which may be constructed as an attachment and may or may not be used, as will be explained in detail later. 1

The carriage and spike driving assembly 24, shown in detail in FIGS. 3 and 4, may include four vertical posts 40 disposed in a square or rectangle, on one side of the frame laterally, as shown in FIG. 2, and generally in the center longitudinally, as shown in FIG. 1. Each post may take the form of a tube or cylinder with a stub shaft or dowel 42 pinned and projecting above the upper end. A carriage mechanism is slidably mounted on'the pins or dowels 42 and'includes longitudinal beams 44 having holes or sleeves 46 toward each end which fit down over the pins or dowels 42 and are constructed to abut the top of the tubes or posts 40. The ends of the beams 44 are connected by shafts 48, one at each end, which, together with the beams, make up a box-type frame, as shown in FIG. 2. This box-type frame is adapted to be raised and lowered on the pins 42 by two piston and cylinder assemblies 50, one on each side. Each cylinder is suitably mounted on the frame at 52 and the rod is suitably connected to the beam as at 54.

The shafts 48 support a movable carriage 56 which is constructed to be moved laterally or at right angles to the rails so as to position the spike driving cylinders or guns in a manner explained later. The carriage 56 includes sleeves 58, shown as three on each shaft in FIG. 4, which are interconnected by a carriage beam 60 which may be welded to them. Thus, each shaft 48 carries a beam 60 swung beneath it by the sleeves 58. And the plates are joined to each other by slide rods 62, shown in this case as four. The slide rods 62, the beams 60 and the sleeves 58 make up the carriage which, as a unit, is adapted to slide in either direction across the rails.

A sub-carriage 64 is mounted on the rods 62 and is adapted to slide either forward or backward in a direction generally parallel to the rails. The sub-carriage may be divided into a left and right hand side, 66 and 68, each of which is in the form of a box-type frame with suitable openings to slide on the rod 62. The top box-type frames may be joined together by a bracket as at 70, or they may be separate.

A suitable hydraulic cylinder 72 may be pivotally mounted, as at 74, on the end of one of the beams 44 of the main frame with its piston rodconnected, as at 76, to one of the sleeves 58 of the carriage 56. Since the cylinder 72 is disposed laterally, it will move the main carriage in a direction across the rails.

Two cylinders 78 are pivoted as at 80 to one of the sleeves 58 with their piston rods connected at their other end, as at 82, to a suitable upstanding bracket on the box-type sub-frames so that operation of these cylinders will move the sub-frame longitudinally generally parallel to the rails. If the two

boxes

66 and 68 are to be operated together, the strap 70 may be in place and one of the cylinders 78 may be removed. On the other hand, if the

boxes

66 and 68 are to be operated independently, the strap 70 may be removed and both cylinders 78 may be used.

The lower surface of each

box

66 and 68 may support a depending spike driving piston and cylinder which is commonly referred to as a spike driving gun, indicated at 84, withits upper end adjustably mounted and-a dovetail or T connection 86 on the bottom of the boxes. Each

box

66 and 68 carries such a gun, one to drive spikes outside the rail and the other inside.

The main

upper frame

44 and 48 may be raised and lowered on the dowels or pins 42 by the cylinders 50. In the lower position, where the sleeves 46 rest on the upper end of the tubes 40, the spike driving guns will be in their operating position and the spike driving piston 88 will be as close to the tie plates and ties as possible, as shown in FIG. 4. For traveling, the pistons 50 raise the upper frame which raises the carriages, sub-carriages and spike driving guns a suitable distance so that a lock tube 90, C shaped in cross section, may be slipped'around the exposed upper portion of the piston rod and left in place so that when the lift cylinders 50 are released, the weight of the upper frame, carriages and driving guns will be taken by the lock tubes. It will be noted that two such lock tubes are provided, one on each side, each being adapted to be held by a suitable holder 92 on the frame with a chain 94 to prevent the tube from being misplaced but long enough to allow it to be used. The tube should be long enough so that when they are positioned around the upper part of the piston rods of the lift mechanism and the lift cylindersare released, the upper frame, carriages, driving guns etc. will be held high enough for the machine to travel.

The rail clamp mechanisms 26, one at each end of the machine and on the same side as the spike drivingv mechanism, may be the same so only one will be explained in detail.

A rail clamp mechanism 26 is shown in detail in FIGS. 5-8 and may include a box-type housing 96 which may be welded to one end of the frame 10 so as to overhang somewhat, as shown in FIG. 2. The housing may include front and

rear plates

98 and 100 connected by side straps 102, a top plate 104, and a bottom plate 106 having an opening at 108.

A cylinder 110 may be vertically disposed and mounted on top with its piston rod 112 extending through the top plate with a clevis 114 on the lower end. Links 116 may be pivoted in the clevis and in turn pivoted at their outer ends to jaw levers 118. The jaw levers carry jaws 120 at their lower ends which face inwardly and the levers are pivoted between their ends, but toward the jaws, as at 122 in a jaw retainer 124 which may take the form, in cross section, of an H- shaped retainer having side plates 126 interconnected by a center strut 128. The top of the jaw retainer carries outstanding abutments 130, shown as one on each corner, which may be adjustable as shown and are positioned to hit the inwardly projecting portion of the bottom plate 106 of the main housing 46 at a certain time in the down travel of the jaws.

The jaws and clamp mechanism are shown in various positions of adjustment. In FIG. 8, the rail clamps are shown fully retracted in their traveling position and it will be noted that the jaws 120 are well raised above the top of the rail and are, in fact, for all intents and purposes inside of the housing. When the rail clamps are to be used, the cylinder 110 will lower the jaws and clamp mechanism, from the FIG. 8 to the FIG. 7 position, until the stops 130 hit the bottom or lower plate 106, which will stop the down travel of the clamp housing, which in turn stops the pivot points 122 of the jaws. Further down travel of the piston rod 112 will tend to spread the links 116, from the FIG. 7 position to the FIG. 6 position, which will cause the jawfaces 120 to close on each side of the railhead. It will be noted that the distance traveled by a jaw face from its fully opened (FIG. 7) to its closed position (FIG. 6) in which it grasped therailhead is quite small. A set screw 132 may be provided in one or both jaw levers constructed to determine the open position of the jaw faces when the set screw contacts the center part 128 when the piston and cylinder 110 retract.

An important feature is the fact that the jaw faces 120 move a very short distance from open to closed position and, when closed, firmly and strongly grip the railhead. The jaw faces themselves travel one short lever arm from the pivots 122 and it will be noted that the jaw faces are offset from the plane of the pivot by a short distance A when they contact the railhead. The jaw faces swing through a partial arc in closing and contacting the side of the railhead and are on the upstroke of that are when contact is made. The leverage provided by the toggle mechanism 116 and the force that can be acquired in the FIG. 6 position where they are closed and firmly gripping the railhead can be enormous. Thus, it is not necessary to reach in under the head of the rail as in an ice tong type of clamp mechanism, but rather only the flat sides of the railhead need to be gripped. This has the advantage that when the unit is being used with discontinuous rail where joint bars occur at every rail joint, the rail clamp can be used over joint bars, as indicated in FIGS. 6 and 7. Thus, the operator of the spike driving machine does not have to move the overall machine backwards or forwards so that the rail clamps avoid the joints.

When the rail clamps are in their lower working position, the piston moves back and forth between the positions designated generally B and C in FIG. 7. Each rail clamp housing carries a lock tube 134 which may be C- shaped in cross section connected by a suitable length of chain 136 to the housing so it cant be lost and is removably mounted in a cup or socket 138 welded or otherwise mounted on the side of the housing so that the lock tube may be slipped around the extended portion of the piston rod 112 to keep it from rising above position B. Thus, with the lock tube in place, the piston rod will only be able to reciprocate back and forth between positions B and C which will open and close the jaws and the rail clamp will not be able to withdraw up into the housing. When the operator wants to travel, the lock tubes at both ends can be withdrawn and placed in the sockets or holders 138 and the cylinders l energized so that the rail clamps will draw up to the FIG. 8 position.

The anti-derailing device 28 is shown in FIGS. 1 and 2. One may be mounted at each end and may include a sleeve 140 slidably carrying a shaft 142 with a yoke 144 at the lower end and having a double flanged wheel 146 supported for free rotation between a double flanged wheel 146 supported for free rotation between the arms of the yoke. The yoke may have a latch 150 pivoted or otherwise suitably mounted thereon so that when the yoke and shaft are raised by the handle 152, the latch 150 may hold the double flanged wheel in a raised position. With the latch 150 off, the double flanged wheel may be lowered by hand until it rests on the railhead with one flange on each side. The sleeve or block 140 may be suitably mounted, for example by welding or the like, to the forward or rear surface of the rail clamp housing. 7

The gauging mechanism shown in detail in FIGS. 9-11 may be an attachment or may be an integral part of the unit and as such would normally be positioned in the space indicated generally at D in FIG. 1. The gauging mechanism 38, whether it is supplied as an attachment or as a part of the original equipment, may include a generally upright cylinder 154 suitably mounted on a part of the frame having a piston rod 156 which extends down to a pivot 158 which is common to the pivoted inner ends of two outwardly disposed tie rods 16 0. The piston rod passes through a sleeve 162 mounted on a carrier 164 which has outstanding arms 166 on each side with raised ears or guides 168 which bear against guides 170- on the frame. Links 172 pivoted to the outer ends of the arms are also pivoted to thrust members 174 on the outer ends of the tie rods 160. Each thrust member has an upper finger 176 subtended by a lower, somewhat set back abutment 178. Each of the tie rods is in the form of a turnbuckle with a sleeve, hexed on its outer surface and threaded inside with a right hand thread at one end and a left hand thread at the other and a lock nut 180 to hold it in place when adjusted.

The mechanism is shown in its raised or traveling position in FIG. 11 and in its operative or lowered position in FIG. 10. Assuming that the mechanism is down and in its operating position and the operator wishes to travel, the cylinder 154 is energized to retract the piston. This raises the pivot 158 which will initially cause the thrust members 174 to retract. When the pivot 158 hits the sleeve 162, further up travel of the piston will raise the carrier 164 where the upstanding ears against in guides insure that the overall mechanism stays properly oriented. In the lowest position when the unit is operating, it will be noted that the upper ends of the ears 168 are still against the guides 170. While gauging, the pivot 158 will move between positions E and F in FIG. 10.

On each side a pivoted side lever 182 is mounted on the frame to be moved between the raised traveling position shown in FIG. 11 and the operative lower position in FIG. 10 by a piston and cylinder assembly 184 suitably pivoted on an upstanding cylinder support 186 on the frame. The outer end of each of the side levers may have an adjustable abutment 188 constructed to engage the rail base. The operation of the overall gauging assembly will be explained in detail later.

Each of the spike driving guns 84 has a lower frame 190, in FIG. 1, attached to it which may include a pair of pivoted spike holding jaws 192 and a spike feed chute or tray 194 which brings spikes to the jaws, one at a time, when in a position under the piston or driver 88 of the spike gun to be driven through the hole in the tie plate into the tie. The upper end of the spike trays are more or less directly in front of the seat for the spike loader and it will be understood that the dimensioning and relationship is such that the upper end of the trays are more or less directly in front of the spike loader at all times depending upon the position of adjustment of the sub-carriages or boxes. The lower housing 190, pivoted jaw holders 192, and spike trays have only been shown schematically, and it should be understood that this structure may be conventional and may be of the type shown in detail in U.S. Pat. No. 3,426,698, issued Feb. 1 1, 1969 and assigned to this assignee.

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

The invention is concerned with a spike driver specifically designed for use in a rail gang, meaning where new rail is being laid, as contrasted with a tie gang where ties are being replaced. While the machine is specifically intended for a rail gang, it should be understood that many of the novel features are not necessarily restricted to a rail gang and have application elsewhere.

One of the important criterias of such a machine is that it must be fast, and this has been accomplished by a number of features. For example, the spike driving guns can be lowered to the FIG. 4 position where the spikes and guns are as close to tie plates and ties as you can get them. Thus, an absolute minimum amount of time is lost in idle strokes of the various operative parts-a minimum of lost motion. For traveling, the entire mechanism is raised a suitable amount by the lift cylinders 50.

The spike guns themselves are mounted on carriages which provide practically unlimited adjustment within the dimensions of outline of the frame 44-48.

The rail clamps shown in FIGS. through 8 have the advantage that when they are in operative position, such as in FIGS. 5 and 6, a minimum amount of time and motion is required to either clamp or unclamp them. Further, between the steps of driving spikes, the clamps only had to be moved from the FIG. 6 to the FIG. 7 position, the machine shifted to the next tie and then the clamps reapplied as in FIG. 6. For traveling, the entire mechanism can be raised to the FIG. 8 position. This mechanism also has the advantage that only one power source, i.e., the piston and cylinder 110, is required to raise and lower the clamp mechanism between traveling and working position, and also to operate it when spiking. Also, the clamp faces engage the side of the railhead and do not extend underneath the head of the rail so that joint bars are not a problem. The amount of squeeze acquired can be tremendous due to the short lever arm from the face of the jaw to the pivot and the toggle mechanism as operated by the hydraulic cylinder above it. Also, when the jaw faces engage the side of the railhead, the jaws are on the upstroke of a short are which insures a tight firm grip on the railhead so that the weight of the rail will be added to the weight of the machine to counteract the thrust of driving a spike.

The clamp arrangement has the additional advantage that once the abutments 130 have been adjusted, the

. rail clamps will automatically come to their operative position and the operator knows that the jaw faces will be accurately aligned with the side of the railhead. This particular type of rail clamp has the advantage that it does not require any contact with the ballast, such as tie nippers do, and in cold weather where the ballast is frozen, nippers that have to dig down into the ballast to get hold of the tie can cause problems. Further, grabbing the railhead in the manner shown is much faster than a tie nipper.

The invention also includes a method since the rail clamps determine two points, one in front and the other behind on the side of the railhead. A reference line is thus defined between those two points and the spike driving guns can then be adjusted laterally until they are aligned with the holes in the tie plate. Thereafter, on tangent track no additional adjustment of the spike guns will be necessary although longitudinaladjustment may be required. The same would be true in the arc of a curve. Once the offset has been applied to the lateral adjustment of the spike guns, thereafter the machine could proceed around the curve without additional adjustment since the guns would be referenced to the line established between the points on the side of the railhead at the clamps. But in the incoming and outgoing spirals some lateral adjustment might be required at each position or every few positions since the arc would change. But the machine is capable of such adjustment.

The anti-derailing device is quite simple and can be manually operated'lf, for some reason, the rail clamps slip while a spike is being driven, the entire machine will have a tendency to jump in the air which, on a curve, might cause the entire mechanism to be derailed. But the floating double flanged wheels of the anti-derailing arrangement will cause the regular wheels to come back down on top of the railheads.

The regular hydraulic circuit for the various parts of the component is shown in FIGS. 12 and 13 and FIG. 14 shows the circuit for the gauging arrangement since it might be separate if the gauging mechanism is to be used as an attachment. FIG. 15 is a circuit for an intertie that may be considered a modification of FIGS. 12 and 13.

Considering FIGS. 12 and 13 together, twin pumps 200 and 202 supply fluid from a source through

suitable lines

204 and 206 to the spike driving guns 84 through directional control valves 208 and 210 which would be solenoid operated and controlled from the drivers seat 32. One pump instead of two might be used, but in any event the engine 22 drives them. The arrangement for the guns would be such that the operator would depress a button to energize either one gun or the other so as to drive a spike. And immediately upon release of the button, the directional control valves would automatically shift into the retract position, not the neutral position, so that the guns would retract. When the guns arrived in their up position, they would contact a limit switch which would cause the directional control valves to go into their neutral position. Suitable pressure relief valves 212 and 214 could be provided in each supply line to the directional control valves and the common discharge line 216 could lead to a single directional control valve 218 which would control the lift cylinders 50, in parallel, through suitable

flow control valves

220 and 222 so that the speed of either the up or down movement of the spiking carriages 24 (FIG. 1) will not be too fast. Each lift cylinder may be provided with a suitable locking valve 224.

Discharge from the directional control valve 218 which controls the lift cylinders 50 is by a line 224 which leads to a propulsion valve indicated generally at 226 and a braking circuit indicated generally at 228. The brakingcircuit may be conventional and is shown more or less in detail in U.S. Pat. No. 3,549,209, issued Dec. 22, 1970, and assigned to the present assignee. The propulsion valve controls two motors 230 which are individually shown in FIG. 2, each being arranged to' drive one of the axles through suitable gears, chains or'the like. The motors are controlled by a directional control valve 232, preferably manually operated, which is constructed to place the motors either in series, which is the position shown, or in parallel, depending upon whether the machine istraveling or working. For traveling, the motors could be in series which would give a higher speed but a lower drawbar pull. For spiking, the motors could be put in parallel which would give a slower speed but a higher drawbar pull. A pressure switch 234, responsive to pressure on the motors 230, will send fluid through an auxiliary line 236 to the rail clamp circuit. The object of this is that anytime there is pressure on the propulsion motors, the rail clamps should be released. Since this will add the gpm output of either one or both of the

pumps

200 and 202 to the output of the gun adjusting and clamping pump, mentioned later, the release time of the clamps will be very short.

The rail clamp cylinders are controlled by a directional control valve 238 which responds to the pressure switch 234 so that the rail clamps will be released when the motors 230 are operating, and vice versa. A separate pump 240 can also be used to operate the rail clamps 110 and the turntable 30 is also connected to a flow divider 242 by a line 244 to supply fluid on a 50-50 basis to the cylinders 78, either one or both, for spotting the spike driving guns parallel to the rail, each being controlled by a directional control valve 246 which may be solenoid operated and controlled from the drivers seat 32. The cylinder 72 for spotting the spike driving guns perpendicular to the rails may receive fluid from this circuit and be controlled by a manually operated directional control valve 248.

The circuit for the gauging attachment is shown in FIG. 14 and includes a supply line 250 which may be connected to line 224 leading to the propulsion valve 226. Supply line 250 may be controlled by a directional control valve 252 which may be solenoid operated with suitable switches at the drivers seat 32. Energizing one solenoid 254 will direct oil through a flow divider 256 to the two side cylinders 184, shown in FIG. 10. This will cause both of the arms and abutments 188 to be swung in to the position shown generally in FIG. 10 at equal speeds to the end of their strokes or until enough resistance is met to reach the pressure setting of a sequence valve 258 (FIG. 14). When this point is reached the sequence valve will open which, through line 260, will energize cylinder 154 to lower the carrier 166 (FIG. 10) and operate the spreader arms 160. In FIG. 10, this would tend to move the left rail to the left against the force of the left cylinder 184. And a relief valve 262 will allow the left cylinder 184 to collapse or give at a predetermined point because of the spreading force from cylinder 154.

When the operator depresses a certain pushbutton to energize the other solenoid 264 of the directional control valve 252, oil will be directed to the rod side of all cylinders of the gauging arrangement so that they will retract.

This unit automatically gauges in response to the operators pressing or operating one button and in a sequential fashion so that the loose rail is initially brought in to something less than the desired gauge and then automatically moved out, under controlled pressure, until exact gauge is reached. It makes no difference whether the loose rail is wide or tight to begin with.

A pilot check valve 266 for the center cylinder 154 and double pilot checks 268 for the two side cylinders 184 automatically lock all cylinders in their raised positions.

In FIG. 15 a variant form of a somewhat simplified circuit has been shown which may be used with some or all of the FIG. 12-14 circuits. Certain parts have been omitted in FIG. 15 for purposes of explanation but in practice they might be used. The main pump 200 in FIG. 15 has been shown as a single pump but two might be used as in FIG. 13. As before, the main pump supplies fluid through a line to the propulsion valve 226 which controls the propulsion motor 230, shown as one in this case although it might be two as in FIG. 12. Between the main pump 200 and the propulsion valve 226 the spiking guns 84 in FIGS. 12 and 13, as well as the control valves 208 and 210, the directional control valve 218 to the lift cylinders 50, have not been shown, but they might be included in the line 270 between the main pump and the propulsion valve in FIG. 15. Limit switches S1 and S2 are shown on opposite sides of the propulsion valve to open and close a circuit which includes an electric source 272, such as a battery or the like, and a solenoid 274 on the rail clamp valve 238. A pilot operated sequence valve 276 and a connection 278 insure that fluid from the main propulsion pump 200 goes to the rail clamp cylinders 110, to either clamp or unclamp them, depending upon the position of the propulsion valve 226, and when the pressure reaches a certain level, say L500 psi, to the propulsion motor 230 to drive the machine, or to the tank, depending upon the position of propulsion valve 226.

In FIG. 15 the propulsion valve 226 is in its neutral position so that the vehicle will not be propelled. Fluid from the main pump 200 will then pass through the connection 278 to the circuit for the rail clamp cylinders 110. Neither switch S1 or S2 is closed so the solenoid 274 for the rail clamp valve 238 will not be energized. The rail clamp valve 238 will be in a position so that fluid from line 278 will go to the big area of the rail clamp cylinders which, as explained in connection with FIGS. 5-8, will cause the rail clamps 26 to grab the sides of the railheads. With the full pressure of the main pump 200 applied to the big area of rail clamp cylinders 110, when the pressure reaches a certain level in line 278, for example 1,500 psi, the pilot operated sequence valve 276 will open allowing the excess pressure to go to the tank through propulsion valve 226. Thus the level of pressure applied to the rail clamps can be set and maintained at any desired setting.

When the operator shifts the propulsion valve 226 in either direction, so as to drive the machine either backward or forward, switch S1 or switch S2 will be closed. The closing of either will energize solenoid 274 to shift the rail clamp valve 238 to the other position. Fluid from line 278 will thus be supplied to the rod side of the rail clamp cylinders which will cause the rail clamps to be released and full pressure from the main pump 200, through sequence valve 276, will be applied to drive the propulsion motor 230, either forward or reverse.

The auxiliary pump 240 that operates the cylinders 72-78 for spotting the spiking guns is shown as tied into the rail clamp cylinders, but in the FIG. 15 arrangement the main propulsion pump 200 may do it all. So in that sense the auxiliary pump 240 need not necessarily .be tied into this circuit, although it may be convenient to do so to keep the pressure up in the rail clamp circuit without requiring the use of the main pump 200.

The result of this is that the rail clamps receive the full pressure from the main propulsion pump in their operation. Thus they will grab faster and let go faster, regardless of whether the auxiliary pump 240 is tied to the rail clamp cylinders or not. In the FIG. 15 arrangement, as soon as the operator puts the propulsion valve 226 in neutral, the rail clamp valve 238 will be shifted to the position shown so that the full pressure of the main pump 200 will be applied to operate the rail clamps. Thus the clamps may well grab the side of the railhead before the vehicle comes to a full stop. So the arrangement may have a definite braking effect during working from one tie to the next. The FIG. 15 arrangement has the additional advantage that the operator cannot inadvertently leave the rail clamps applied when he starts to move from'one location to another.

Any time the main pump 200 communicates with the main propulsion motor 230, fluid is automatically supplied to the rod side of the rail clamp cylinders 110 so that the rail clamps immediately and automatically release. Nor can the operator inadvertently operate the rail clamps so as to grab the rails while the unit is still under propulsion.

While the preferred form and several alternate arrangements have been shown and suggested, it should be understood that suitable additional modifications, changes, substitutions and alterations may be made without departing from the inventions fundamental theme.

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. In a machine for performing work on railroad track, a frame, wheels adapted to engage the rails so that the frame may move along the track, a prime mover on the frame, a rail clamp on the frame adapted to releasably clamp the frame to the track, and a hydraulic circuit for operating the rail clamp and for propelling the machine, including a pump connected to be operated by the prime mover, a hydraulic drive motor connected to the wheels to drive them, a clamp cylinder for operating the rail clamp, connections between the pump, the drive motor and the clamp cylinder for supplying pressure fluid from the pump to the drive motor and to the clamp cylinder, and a valve mechanism in the connections for controlling the supply of fluid to the drive motor and to the clamp cylinder constructed so that when the drive motor is propelling the machine, the rail clamp will automatically be released, and when the drive motor is de-energized, the rail clamp will be automatically applied.

2. In a machine for gauging the rails of track where one rail is fixed and the other is loose, a frame adapted to be moved along the rails, a power mechanism outboard of the loose rail for applying an inward thrust to bring the loose rail inwardly initially to a distance from the fixed rail somewhat less than the desired gauge, a power spreading assembly on the frame between the rails adapted to apply a lateral outward thrust between the rails to move the loose rail out to the desired gauge, and a sequencing arrangement between the power mechanism and the spreading assembly so that the spreading assembly will only operate after the power mechanism has 'moved the loose rail in.

3. The structure of claim 2 further characterized in that the spreading assembly is constructed to overcome the power mechanism so that, when the spreading assembly moves the loose rail out to'gauge distance, it does so against the resistance of the power mechanism.

1. In a machine for performing work on railroad track, a frame, wheels adapted to engage the rails so that the frame may move along the track, a prime mover on the frame, a rail clamp on the frame adapted to releasably clamp the frame to the track, and a hydraulic circuit for operating the rail clamp and for propelling the machine, including a main pump connected to be operated by the prime mover, a hydraulic drive motor connected to the wheels to drive them and connected to the main pump so as to receive pressure fluid from it, a secondary pump connected to be operated by the prime mover, a cylinder for operating the rail clamp and connected to the auxiliary pump so as to receive pressure fluid from it, and a valve mechanism in the connections for controlling thesupply of fluid to the drive motor and to clamp cylinder constructed so that when the drive motor is supplied with pressure fluid from the main pump to propel the machine, the output pressure of both the main pump and the auxiliary pump will be supplied to the rail clamp so that it will be rapidly released.

5. In a machine for performing work on railroad track, a frame, wheels adapted to engage the rails so that the frame may move along the track, a prime mover on the frame, a rail clamp on the frame adapted to releasably clamp the frame to the track, and a hydraulic circuit for operating the rail clamp and for propelling the machine, including a pump connected to be operated by the prime mover, a-hydraulic drive motor connected to the wheels to drive them, a cylinder for operating the rail clamp, connections between the pump, the drive motor and the cylinder for supplying pressure fluid from the pump to the drive motor and to the cylinder, and a valve mechanism in the connections for controlling the supply of fluid to the drive motor and to the cylinder constructed so that when the drive motor is propelling the machine, the rail clamp will automatically be released by the cylinder.

6. In a machine for performing work on railroad track, a frame, wheels adapted to engage the rails so that the frame may move along the track, a prime mover on the frame, a rail clamp on the frame adapted to releasably clamp the frame to the track, and a hydraulic circuit for operating the rail clamp and for propelling the machine, including a pump connected to be operated by the prime mover, a hydraulic drive motor connected to the wheels to drive them, a cylinder for operating the rail clamp, connections between the pump, the drive motor and the cylinder for supplying pressure fluid from the pump to the drive motor and to the cylinder, and a valve mechanism in the connections for controlling the supply of fluid to the drive motor and to the cylinder constructed so that, when the drive motor is de-energized, the rail clamp will be automatically applied.

7. In' a machine for performing work on railroad track, a frame adapted to be'moved along the track, means on the frame for performing work on the track, and at least one rail clamp on'the frame for releasably connecting the frame to thetrack including a pair of jaws with generally vertically disposed laterally opposed faces movable relative to each other between a closed position in which they engage and grip the sides of a railhead and a separated position in which they are spaced apart a distance somewhat greater than the width of a railhead, the jaws terminating in the same general plane as the bottom of the railhead so that they do not interfere with the joint bars, the jaw faces being generally vertically disposed and in the same general plane as the railhead in both positions, and power means for opening and closing the jaws so that they will connect the frame to the track without interference with joint bars on the rails.

8. The structure of claim 7 further characterized in that each jaw is on a lever pivoted about a generally horizontal axis above and to one side laterally of the railhead so that when the jaw face engages the side of a railhead, it will have an upward component of movement.

9. The structure of claim 8 further characterized in that the levers are operated by a toggle mechanism, and further including a vertically disposed hydraulic piston and cylinder assembly for opening and closing the toggle.

10. In a machine for driving spikes in railroad track, a frame adapted to be moved along the track, a spike driving mechanism on the frame over at least one rail, rail clamps positioned generally at each end of the frame longitudinally spaced from the spike driving mechanism, substantially spaced longitudinally relative to each other, and constructed to clamp to the side of a railhead of the same rail so that the frame of the machine will be aligned longitudinally between the rail clamps at the same time that it is clamped to the track to offset the vertical thrust of the spike driving mechanism in driving a spike, and means for laterally adjusting the spike driving mechanism so that the lateral position of the spike driving mechanism may be coordinated to the longitudinal alignment effected by the rail clamps.

11. The structure of claim 10 further characterized in that the spike driving mechanism is positioned generally in the middle of the frame in a longitudinal direction.

12. The structure of claim 10 further characterized in that each rail clamp is constructed to clamp both sides of a railhead.

13. The structure of claim 10 further characterized in that the rail clamps and spike driving mechanism are all positioned over the same rail.

14. A method of driving spikes in railroad track when laying new rail by the use of a frame adapted to be moved along the track with a spike driving mechanism thereon over at least one rail, including the steps of establishing two points well spaced from each other on the side of the head of the rail so as to establish a longitudinal reference line, positioning the spike driving mechanism between the two points, adjusting the spike driving mechanism laterally relative to the longitudinal reference line to align it with the spike holes in a tie plate, thereafter moving the frame from tie to tie, in steps, and establishing the reference line between steps with the spike driving mechanism automatically lining up laterally thereafter with the spike holes in the tie plates, and driving spikes into the ties through the spike holes in the tie plates.

15. The method of claim 14 further characterized in that the step of establishing the two points includes establishing two clamping positions, and clamping the frame to the side of the railhead at such points so that at the same time that the reference line is established between the two clamping points, the weight of the rail will be added to the frame to offset the vertical thrust of the spike driving step.

16. In a machine for performing work on railroad track, a frame adapted to be moved along the track, means on the frame for performing work on the track, and at least one rail clamp on the frame for releasably connecting the frame to the track including a pair of jaws with generally vertically disposed laterally opposed faces movable relative to each other between a closed position in which they engage and grip the sides of a railhead and a separated position in which they are spaced apart a distance somewhat greater than the width of a railhead, the jaw faces being generally vertically disposed and in the same general plane as the rail head in both positions, power means for opening and closing the jaws so that they will connect the frame to the track, each jaw being pivoted about a generally horizontal axis above and to one side laterally of the railhead with a portion extending above the pivot, and a toggle mechanism connected to the upwardly extending portion and connected to the power means to spread the upwardly extending portions to force the jaws inwardly to their closed position.

17. In a machine for performing work on railroad track, a frame adapted to be moved along the track, means on the frame for performing work on the track, and at least one rail clamp mechanism for releasably connecting the frame to the track, including a pair of jaws movable in a generally lateral direction relative to each other between open and closed positions so as to grasp a railhead between them, means for raising and lowering the jaws, as a unit, between a raised position in which the jaws are well-spaced upwardly from the railhead and a lower position in which they may move toward and away from the railhead between an open and closed positions, including a hydraulic piston and cylinder assembly mounted on the frame an connected the jaws by a toggle and arranged so that a first portion of piston excursion raises and lowers the jaws, as a unit, between their raised and lowered positions with the jaws in their open position, and a second portion of piston excursion moves the jaws between their open and closed positions to either grasp or release a railhead.

18. The structure of claim 33 further characterized by and including a stop mechanism between the rail clamp mechanism and frame defining the lower position of the jaws so that as they are lowered during the first portion of piston excursion by the piston and cylinder assembly, they will strike the stop mechanism in a position such that the jaws in their open position will be laterally opposite both sides of the railhead.

19. In a machine for driving spikes in railroad track when laying a new rail with one rail in place, a frame adapted to be moved along the rails, means on the frame over the new rail for driving spikes into the tie through the tie plates, a gauging mechanism on the frame including a power mechanism outboard of the rails for applying an inward thrust to bring the new rail inwardly initially to a distance somewhat less than the desired gauge, and a spreading assembly between the rails adapted to apply a lateral outward thrust to the rails thereby to spread the new rail to the desired gauge with the outside of the base of the new rail against the outside shoulder of the tie plate.

20. The structure of claim 35 further characterized in that the spreading assembly is constructed to overcome the power mechanism so that, when the spreading assembly moves the new rail out to gauge distance, it does so against the resistance of the power mechanism.

21. The structure of claim 19 further characterized in that the spreading assembly is mounted on the frame to be raised and lowered between a traveling position and an operative position, guides between the frame rail baseat their outer ends and pivoted together at their inner ends, and power means on the frame connected to the pivot and passing through the carrier member so that raising of the arms automatically closes their outer ends and picks up the carrier member at the same time.

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Claims

1. In a machine for performing work on railroad track, a frame, wheels adapted to engage the rails so that the frame may move along the track, a prime mover on the frame, a rail clamp on the frame adapted to releasably clamp the frame to the track, and a hydraulic circuit for operating the rail clamp and for propelling the machine, including a pump connected to be operated by the prime mover, a hydraulic drive motor connected to the wheeLs to drive them, a clamp cylinder for operating the rail clamp, connections between the pump, the drive motor and the clamp cylinder for supplying pressure fluid from the pump to the drive motor and to the clamp cylinder, and a valve mechanism in the connections for controlling the supply of fluid to the drive motor and to the clamp cylinder constructed so that when the drive motor is propelling the machine, the rail clamp will automatically be released, and when the drive motor is deenergized, the rail clamp will be automatically applied.

2. In a machine for gauging the rails of track where one rail is fixed and the other is loose, a frame adapted to be moved along the rails, a power mechanism outboard of the loose rail for applying an inward thrust to bring the loose rail inwardly initially to a distance from the fixed rail somewhat less than the desired gauge, a power spreading assembly on the frame between the rails adapted to apply a lateral outward thrust between the rails to move the loose rail out to the desired gauge, and a sequencing arrangement between the power mechanism and the spreading assembly so that the spreading assembly will only operate after the power mechanism has moved the loose rail in.

3. The structure of claim 2 further characterized in that the spreading assembly is constructed to overcome the power mechanism so that, when the spreading assembly moves the loose rail out to gauge distance, it does so against the resistance of the power mechanism.

4. In a machine for performing work on railroad track, a frame, wheels adapted to engage the rails so that the frame may move along the track, a prime mover on the frame, a rail clamp on the frame adapted to releasably clamp the frame to the track, and a hydraulic circuit for operating the rail clamp and for propelling the machine, including a main pump connected to be operated by the prime mover, a hydraulic drive motor connected to the wheels to drive them and connected to the main pump so as to receive pressure fluid from it, a secondary pump connected to be operated by the prime mover, a cylinder for operating the rail clamp and connected to the auxiliary pump so as to receive pressure fluid from it, and a valve mechanism in the connections for controlling the supply of fluid to the drive motor and to clamp cylinder constructed so that when the drive motor is supplied with pressure fluid from the main pump to propel the machine, the output pressure of both the main pump and the auxiliary pump will be supplied to the rail clamp so that it will be rapidly released.

5. In a machine for performing work on railroad track, a frame, wheels adapted to engage the rails so that the frame may move along the track, a prime mover on the frame, a rail clamp on the frame adapted to releasably clamp the frame to the track, and a hydraulic circuit for operating the rail clamp and for propelling the machine, including a pump connected to be operated by the prime mover, a hydraulic drive motor connected to the wheels to drive them, a cylinder for operating the rail clamp, connections between the pump, the drive motor and the cylinder for supplying pressure fluid from the pump to the drive motor and to the cylinder, and a valve mechanism in the connections for controlling the supply of fluid to the drive motor and to the cylinder constructed so that when the drive motor is propelling the machine, the rail clamp will automatically be released by the cylinder.

7. In a machine for performing work on railroad track, a frame adapted to be moved along the track, means on the frame for performing work on the track, and at least one rail clamp on the frame for releasably connecting the frame to the track including a pair of jaws with generally vertically disposed laterally opposed faces movable relative to each other between a closed position in which they engage and grip the sides of a railhead and a separated position in which they are spaced apart a distance somewhat greater than the width of a railhead, the jaws terminating in the same general plane as the bottom of the railhead so that they do not interfere with the joint bars, the jaw faces being generally vertically disposed and in the same general plane as the railhead in both positions, and power means for opening and closing the jaws so that they will connect the frame to the track without interference with joint bars on the rails.

21. The structure of claim 19 further characterized in that the spreading assembly is mounted on the frame to be raised and lowered between a traveling position and an operative position, guides between the Frame and spreading assembly to properly position it when it is in its operative position, and power means on the frame for raising and lowering the spreading assembly.