Note: Descriptions are shown in the official language in which they were submitted.
$ACKGROUND OF THE INVENTION
This invention relates to a machine for inserting
ties on a railroad track and a method of using such a
machine. More specifically, this invention relates to
a machine which also removes old ties from a railroad
track road bed)
In order to maintain railroad tracks in safe
operating conditions, it is necessary to replace the
ties periodically. The ties (made of wood, metal or
concrete) underneath the rails tend to wear out after
an extended period of use.
Various machines for removing and/or inserting
railroad ties into the railroad track road bed
(hereafter "road bed") have been developed.
Among the prior machines for replacing ties are the
machines disclosed by the following patents:
Patent No. Inventor Issue Date
U.S. 3,780,664 Holly et al. December 25, l973
U.S. 3,964,397 Dieringer et al. June 22, l976
U.S. 4,392,433 Nyland July 12, 1983
U.S. 4,809,614 Theurer et al. March 7, 1989
The Holley et al patent shows a machine for
inserting ties beneath a railroad track having a
pantograph system to control the orientation of a tie
clamp which is used for manipulating the tie. As
common with many types of machines for removing ties,
the arrangement includes rail clamps to secure the
machine to the rail and a jacking system for supporting
2~~ ~~~
_ 2 _
the machine on the ground while using the rail clamps
to lift the rails to more easily remove or insert the
tie disposed below the rail.
The Dieringer et al patent shows a tie handling
machine having an inserter with a tie clamp and a boom
for insertion of new ties. The new ties are laid upon
the rails in advance of the machine.
The Nyland patent shows a backhoe type tie
remover/inserter. An articulated arm at one end of the
machine is used to manipulate ties. The other end of
the machine has a loader bucket as commonly used on
regular backhoes. The machine has tractor wheels for
running on the road and a second set of wheels for
rolling along a railroad track. Vertical "outrigger"
jacks may be moved horizontally and used to support the
vehicle as best shown at FIG. 6. Rail clamps may be
used in combination with the vertical jacks in order to
raise the rail for making it easier to insert or remove
a tie from a particular portion of the track.
The Theurer et al patent shows a tie gang apparatus
and system wherein a number of individual tie
exchanging devices are operated substantially
simultaneously at different track sections. The speed
of the process is enhanced by the tandem arrangement of
tie withdrawing and inserting devices.
Although prior tie inserter and/or remover machines
have been generally useful, they have been subject to
one or more of a number of disadvantages.
Some prior tie inserter vehicles insert new ties
which have been previously deposited on the rails in
advance of the vehicle. This is generally advantageous
in that it is usually easier and quicker to pick up a
tie laying upon the pair of rails then to pick up a tie
which is deposited to the side of the road bed.
- 3 -
However, depositing the ties upon the rail generally
prevents one from using a tandem arrangement whereby
different tie insertion vehicles operate upon different
sections or zones of the road bed. In other words, a
vehicle or device moving in front of the tie inserter
can deposit the ties upon the rails, but this will
allow only a front tie inserter vehicle to make use of
the ties. Any second or following tie inserter vehicle
will be separated from the source of the ties and the
ties themselves by the front tie inserter vehicle.
Although one could in theory have a tandem
arrangement of tie inserter vehicles wherein ties are
placed upon the rails by a first source of ties
(usually a flat car or cars having bundles of ties
together with a crane or other arrangement for
unloading the ties) in front of the first tie replacing
vehicle and a second source of ties in between the
first and second tie replacing vehicles, this increases
the number of the machines needed for the tie gang
operation and increases the cost and complexity of the
operation.
One way to avoid the difficulty in providing tandem
operation of tie insertion vehicles whereby two or more
tie insertion vehicles operate simultaneously in
different sections or zones of the road bed, is to
place the ties to the side of the rail. In that
fashion, the first tie inserter vehicle may move along
the rail to its section, while bypassing the ties
disposed at the side of the road bed, which ties may
then be used by a second or following tie inserter
vehicle. However, it is usually more difficult, time-
consuming, and complex to provide an arrangement
whereby a tie inserter vehicle picks up ties from the
side of a road bed.
-
- 4 -
Another disadvantage of vehicles and mechanisms
which are commonly used for tie insertion and tie
removal is that they often require a first complex
series of operations to remove an old tie followed by a
second series of complex operations to insert a new or
replacement tie.
A further disadvantage of numerous prior tie
inserters is that an operator must perform relatively
complex operations in order to clamp the new tie.
A further disadvantage of numerous prior tie
inserter devices and systems will be more readily
understood after a brief discussion of the procedures
used for tie replacement. The tie replacement is
accomplished by a tie gang which includes numerous
machines which move along the rail. It should be noted
that it is common to selectively replace only some of
the ties. For example, one might replace only every
third or fourth tie in a particular region. A spike
pulling device or vehicle is used to pull spikes from
the tie plates corresponding to ties which are to be
replaced. A spike collecting device or vehicle could
be used to collect the pulled spikes. A ballast
clearing device is commonly used to make it easier to
remove old ties within the road bed. A machine or
vehicle lifts the rails at a portion of the track while
pulling out an old tie disposed under that portion.
The tie plates corresponding to the tie which is being
replaced are usually replaced because the tie plates
drop free of the rails upon lifting of the rails.
After new ties and tie plates have been inserted, a
machine is used for tamping ballast and a vehicle or
device is used for spiking the replacement tie plates
into the replacement ties. Of course, a vehicle or
machine must be used to supply the replacement ties to
~~~7~~2~
the vehicle or machine which is inserting the
replacement ties. Various other machines could be used
as part of the overall process.
The complexity of the above process is
substantially increased by the common requirement for
removing old tie plates, which fall when the rail is
lifted, and inserting and properly placing new tie
plates. The increased complexity, cost, and time is
disadvantageous in that the old tie plates are usually
l0 in quite acceptable condition. Indeed, often
replacement tie plates are simply recycled old tie
plates.
The invention of the Madison and Newman application
referenced above avoided or minimized several of the
problems discussed above. However, that tie
replacement technique requires about 12 feet of
clearance to the side of a rail. This may work fine at
most locations, but some places along a railroad track
do not have sufficient clearance. Further, the
requirement for moving ties over the top of an operator
cab and, especially, the mounting of the tie inserter
boom above the main frame on that design meant that one
had to be careful to maintain the stability of the
vehicle.
OBJECTS AND SUMMARY OF THE INVENTION
Accordingly, the present invention provides a new
and improved tie inserter vehicle.
More specifically the present invention provides
tie insertion whereby two or more tie inserter vehicles
Can work in tandem, while both (or all) tie inserter
vehicles use ties which have been deposited upon the
rail in advance of the leading tie inserter vehicle.
A
J
v
- 6 -
The present invention can also provide selective
tie replacement (i.e., removal of old tie and insertion
of replacement tie) by a mechanism which minimizes the
time required by beginning to position the replacement
tie, while simultaneously removing the old tie by a
single cycle (or extension) of a boom.
Further, the present invention can also provide for
more efficient tie replacement by avoiding the need to
replace tie plates which are in acceptable condition.
Also, the present invention can provide for the
insertion of ties wherein a replacement tie may be
easily and quickly clamped by a tie inserter mechanism
without~requiring difficult (e. g., requiring great
dexterity or hand - eye coordination) steps by a human
operator.
The present invention can also avoid or minimize
the disadvantages noted above with respect to the prior
tie inserter arrangements and can facilitate tie
replacement at locations where obstructions minimize the
space.
The present invention also provides a tie replacer
which is very stable in operation.
The above and other advantages of the present
invention which will become more apparent as the
description proceeds are realized by a tie replacement
vehicle including a main frame having a pair of front
wheels and a pair of rear wheels. A lifting means has a
portion disposable at rail level corresponding to a pair
of rails upon which the wheels are supported. The
lifting means is mounted at a first end of the main
frame and operable to lift ties from a pair of rails to
the main frame. A lowering means has a portion
disposable at rail level and is mounted at a second end
of the vehicle opposite the first end. The lowering
means is operable to lower ties from the main frame to
placement on top of the pair of rails. A movement
means selectively moves ties over the main frame from
the lifting means to the lowering means. A tie
inserter is supported by the main frame and includes a
tie clamp operable to clamp ties. The tie inserter is
operable to receive a tie previously placed above the
main frame by the lifting means and is operable to
insert a new tie under the pair of rails while the new
tie is clamped by the first tie clamp. The tie
inserter is further operable to remove old ties from
the road bed. The tie inserter includes a boom
extendable in a boom direction transversed to a
lengthwise direction of the vehicle and a tie inserter
head having the tie clamp mounted thereon. The tie
inserter head is rotatable about a substantially
horizontal axis relative to said boom. The tie
inserter is operable to insert ties in the road bed by
retraction of the boom. The substantially horizontal
axis extends parallel to the lengthwise direction of
the vehicle.
An important feature of the present invention is
the use of a tie feeding arm mounted to the main frame
and having a feed gripper. The tie inserter receives a
tie from above the main frame by way of this tie
feeding arm. The tie feeding arm is limited to moving
a tie perpendicular to a lengthwise direction of the
vehicle and within a vertical new tie movement plane.
The tie feed arm includes a first member mounted to the
main frame, a second member pivotably mounted to the
_8_
first member and having the feed gripper mounted
thereon, and a swing means to pivot the second member
relative to the first member. The second member
extends at least partly in a lengthwise direction of
the vehicle. The tie clamp is operable to clamp ties
disposed parallel to and offset from the boom
direction. The tie clamp is operable to clamp ties
when disposed in the vertical new tie movement plane.
The tie feeding arm turns a tie upside down and end to
end as it moves the tie from above the main frame to
the tie inserter. The boom is disposed below the main
frame and is pivotable about a horizontal axis
extending perpendicular to the boom direction. The tie
clamp is movable relative to the boom to shift a tie
transverse to the boom direction.
The present invention may alternately be described
as a main frame having a pair of front wheels and a
pair of rear wheels and a tie holding station on the
vehicle for holding new ties for insertion. A tie feed
arm is mounted to the main frame and has a feed gripper
for gripping a new tie at the tie holding station. The
tie feed arm is operable to pivot about a horizontal
axis extending in a lengthwise direction of the vehicle
to lower a tie from the main frame. A tie inserter is
mounted to the main frame and includes a tie clamp
operable to clamp ties supplied to the tie inserter by
the tie feeding arm. The tie inserter is operable to
insert a tie under the pair of rails while the tie is
clamped by the tie clamp. A tie pickup is mounted at
an end of the main frame and has a pickup clamp. The
tie pickup is operable to move ties from resting on the
rails to above the main frame. A movement means
selectively moves ties over the main frame. An
operator cab is mounted to the main frame by way of
~o~~~~~
g _
supports and the movement means moves ties horizontally
below the operator cab and above the main frame. The
tie pickup is operable to move ties by moving the
pickup clamp along a vertical member.
BRIEF DESCRIPTION OF THE DRAWINGS
The above and other features of the present
invention will be more readily understood when the
following detailed description is considered in
conjunction with the accompanying drawings wherein like
20 characters represent like parts throughout the several
views and in which:
FIG. 1 is a schematic side view illustrating an
important concept of the operation of the present
invention;
25 FIG. 2 shows an overall perspective view of the tie
inserter vehicle of the tie replacer vehicle of the
present invention;
FIG. 3A shows a perspective view of a tie inserter
and a tie feed arm according to the present invention;
20 FIG. 3B which appears on the first sheet of
drawings is a simplified top view of parts of the
mounting structure of a tie clamp;
FIG. 4 shows a front view of the tie inserter and
tie feed arm with a boom fully extended;
25 FIG. 5 shows a top view corresponding to FIG. 4;
FIG. 6 shows a front view of the tie inserter with
the boom retracted;
FIGS. 7, 8, and 9 are top views showing the
sequence of operations for removing an old tie from
30 under a rail;
FIG. 10 is a front view showing how the tie feed
arm feeds a new tie into position where the tie inserter
may grip it;
FIG. 11 is a top view showing a new tie being
inserted by the tie inserter;
,
- 10 -
FIGS. 12 and 13 show side views of a tie pickup and
a conveyor illustrating how ties are picked up by the
present invention;
FIG. 14 is a simplified front view showing how
conveyor lugs are used in the conveyor of the present
invention;
FIGS. 15 and 16 are perspective views of the tie
pickup in different positions;
FIG. I7 is a perspective view of a tie guide and
associated parts of the present invention; and
FIG. 18 is a front view of the tie guide and
associated parts.
DETAILED DESCRIPTION
With reference now to FIG. l, the basics of the
structure and operation of the tie inserter vehicle of
the present invention will be explained. FIG. 1 shows
a railroad track road bed 10 having a pair of rails 22
(only one of which is visible from the side view of
FIG. 1) with a series of old ties 14L upon which the
rails 12 are disposed. For ease of illustration, only
a few of the old ties 14L are shown, but they are
disposed a11 along the rails 12 and have ballast (not
shown) in between them.
FIG. 1 also shows first and second tie inserter
vehicles 16F and 16S which are used to replace selective
ones of the old ties 14L with replacement or new ties
14R which have been placed upon the rails 12 in advance
of the vehicle 16F and 16S. The vehicles 16F and 16S
are illustrated in simplified fashion as versions of the
tie inserter disclosed in detail in U.S. Patent
5,048,424 issued September 17, 199l to the assignee of
this application, these versions being embodiments of
the present invention as broadly defined. However, the
present application discloses an improved tie inserter
- 11 -
vehicle and the present description will concentrate on
that improved vehicle. Since the improved vehicle
allows for tandem operation as with the vehicle of the
parent application, the explanation of tandem operation
relative to FIG. 1 applies to the new design as well.
As indicated by the arrow and the word forward, the
vehicles shown in FIG. 1 will be moving from left to
right.
A significant feature of the present invention is
that one may use the first vehicle 16F to selectively
replace old ties within the first zone, while using the
second vehicle 16S to selectively replace old ties 14L
in the second zone of the road bed. Significantly, the
second vehicle 16S may use ties which have passed over
a conveyor system 18F from in front of the vehicle 16F
to behind the vehicle 16F. Several ties such as 14F
are shown passing over top of the vehicle 16F. The
ties will pass completely over the vehicle 16F as it
travels through the second zone. The ties which have
passed over the vehicle 16F are deposited back upon the
rail such as tie 14N. These ties will in turn be
picked up by a conveyor system 18S mounted to the
vehicle 16S. The ties travel up to the top of the
vehicle 16S and may be held in place by an arrangement
discussed in detail below. The ties back up as a group
and are shown as 14S on top of the vehicle 16S. The
ties 14S are then used by a tie inserter 20S (depicted
schematically). In particular, the second vehicle 16S
will remove selective ties I4L from the second zone and
will replace those ties with ties 14S from the top of
the vehicle 16S.
By having the conveyor system 18F mounted on top of
the first vehicle 16F, the second vehicle 16S may use
ties from the top of the rails 12, even though the
- I2 -
first vehicle 16F must pass by the new or replacement
ties before the second vehicle 16S reaches those ties.
When the first vehicle 16F reaches the beginning of the
first zone, a change may be made in the conveyor system
18F such that the ties will back up on top of vehicle
16F in similar fashion to the ties 14S disposed on
second vehicle 16S. A tie inserter 20F of the vehicle
16F may then use those ties for replacing ties under
the rails 12 within the first zone.
From the above, it will be appreciated that the
vehicle allows for tandem operation whereby each of two
tie replacement vehicles work in separate zones using
ties previously disposed upon the top of the rails.
The ties may be laid on top of the rails 12 using known
techniques such as flat cars filled with ties (not
shown) and a gantry crane (not shown) for moving the
ties. The gantry crane or another machine may be used
to place the ties upon the rails in front of both of
the machines or vehicles 16F and 16S. There is no need
to unload ties in between the vehicles 16F and 16S
because of the manner in which the conveyor system 18F
allows ties to pass over the vehicle 16F.
In the discussion above it was assumed that there
would be two of the vehicles 16F and 16S. However, it
will be readily appreciated that there could be three
or a larger number of such vehicles in which case each
of the vehicles would allow the ties to be conveyed
over top of the tie replacement vehicles. For example,
if one was using three such machines, there would be
three zones and the first and second machine would pass
through the third zone while leaving the ties behind
for the third (back-most or trailing) machine to use.
The first or lead tie replacement vehicle would pass
through the second zone while conveying the ties over
._
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top of it such that the ties would be left behind for
the second vehicle. The first vehicle would continue
to the first zone whereupon it would begin storing the
ties for use in replacing ties in the first zone. The
second and third vehicles would respectively replace
ties in the second and third zones. In that fashion,
one can place the ties on top of the rail such that
they may be more easily picked up for use by the
vehicles, while at the same time providing for tandem
operation of two or more tie replacement vehicles.
Turning now to FIG. 2, the tie replacer vehicle 22
of the present invention will be discussed. Initially,
it should be noted that the tie replacer vehicle 22
provides for the same type of tandem operation as
discussed with respect to the tie inserter vehicles 16F
and 16S of FIG. 1. However, there are several
differences in the improved tie inserter or replacer
vehicle 22 of FIG. 2. Among those differences is that
vehicle 22 uses a different arrangement for picking up
ties than the arrangement used by the vehicles such as
26F. Additionally, the ties are inserted in the
roadbed by different mechanisms than those used with
the vehicle 16F. Other differences will become
apparent as this description proceeds.
The vehicle 22 includes front and back wheels 24F
and 24S respectively mounted at front and back ends of
a main frame structure 26. For ease of illustration,
the details of the mounting of the wheels to the main
frame 26 are not shown, but they may be of various
standard arrangements. An operator cab 28 and an
engine compartment 30 are mounted to the main frame 26
by way of supports 28S and 30S respectively. Although
the perspective view of FIG. 2 does not show and label
a11 of the supports, there would be one of the supports
~~~2
- 14 -
28S or 30S at each of the four corners at the bottom of
the structures 28 and 30. As shown, the supports 28S
and 3oS allow movement of ties 32 above the main frame
26 and below the cab structure 28 and below the engine
compartment 30. In addition to housing a diesel engine
(not separately shown), the compartment 30 may also
include a hydraulic pump (not shown) which may provide
hydraulic power to various mechanisms of the present
invention. Since the engine and pump are relatively
standard on various rail maintenance vehicles, these
features need not be described in detail.
A tie pickup mechanism 34F is disposed at the front
of vehicle 22 and is used to pickup ties such as 32F
for placement above the main frame 26. Mounted to the
I5 main frame 26 are a series of conveyors such as 36C
(schematically illustrated), which may be used to move
the ties along the top of the main frame 26 to a tie
holding station or zone 38, whereat the tie may be
inserted by a process which will be described below.
However, if the vehicle 22 is passing through the zone
over which another vehicle will be inserting ties, the
conveyor system on the main frame 26 may pass the tie
to a tie pickup 34S, which tie pickup may be
constructed like tie pickup 34F and used to lower the
tie back down to the rails. Thus, the vehicle 22 may
move along a rail and move ties from in front of it to
behind it. The vehicle 22 could also move ties from
the back of the vehicle to the front of the vehicle as.
the tie pickups 34F and 34S and the conveyor system
including conveyors such as 34F may be constructed to
allow movement in both directions.
Further, the right and left sides of the vehicle 22
are generally symmetrical such that ties may be
B
- 15 -
inserted or removed from either side using the
mechanisms which will now be described.
Mounted to the main frame 26 are first and second
rail clamps 40F and 40S. The rail clamps may be used
in known fashion to clamp the vehicle 22 to the rails
very securely in order to allow the vehicle 22 to
remove an old tie and insert a new tie.
A tie feeding arm 42 moves ties down from the tie
holding station or zone 38 so that they may be grabbed
by the tie clamp 44 of a tie inserter 46 having a boom
48 and mounted to the underside of the main frame 26.
The tie inserter 46 is used to remove old ties and to
insert new ties which are provided to it from above the
main frame 26 by way of the tie feed arm 42.
Turning now to the perspective view of FIG. 3A, top
view of FIG. 3B, front view of FIG. 4, top view of FIG.
5, and front view of FIG. 6, the details of the tie
feed arm 42 and the tie inserter 46 will be discussed.
It is also noted that the frame 26 includes two beams
26F and 26S extending in a lengthwise (i.e., front to
back) direction relative to the vehicle.
The feed arm 42, shown in FIGS. 3A, 4, and 5, but
not FIG. 6, includes a first member 50 fixed to beam
26F and a second member 52 pivotably mounted to the
first member at pivot point 52P. An opposite end of
second member 52 has a tie feed gripper or clamp 54,
which may be open and closed by use of a tie feed clamp
hydraulic cylinder 54C. Referring especially to FTG.
3A, activation of the cylinder 54C allows the tie feed
arm 42 to use its gripper or clamp 54 to clamp a new
tie 32N above the main frame 26. The new tie 32N would
then be turned upside down as the second member 52
pivots at pivot point 52P relative to the first member
50. More specifically, and with reference especially
- 16 -
to FIG. 4, a tie feed arm cylinder 42C is used to pivot
member 52 relative to member 50. The cylinder 42C is
pivotably attached to beam 26F at an upper end and is
pivotably attached at point 42P to a link 56, which
link is also pivotably attached at opposite ends to the
first member 50 and the second or swinging member 52.
A further link 58 extends between the pivotal
connection where link 56 attaches to member 52 and a
lower pivotable connection 58P. Although only one link
56 and one link 58 are shown, it is to be understood
that the tie feed arm 42 is symmetric in the sense that
similar links would be on the side of tie feed arm 42
which is not visible in FIG. 4.
The structure of the tie inserter 46 will now be
discussed especially with reference to FIG. 3A. The
boom 48 has first, second, and third telescoping
sections 48F, 48S, and 48T respectively. Boom section
48F is pivotably mounted at 48P to flanges on beam 26S
such that the boom 48 may pivot about a horizontal axis
running through point 48P, which axis extends in the
lengthwise direction of the vehicle corresponding to
the lengthwise direction of beams 26S and 26F. A boom
raise/lower cylinder 48C is pivotably mounted to the
section 48F and the beam 26F for controlling the
raising and lowering of the boom. Boom extend/retract
cylinders 48E1 and 48E2 are mounted as shown for
extending and retracting the boom.
Tie clamp 44 is mounted at one end of boom section
48T by way of several intervening parts which allow
positioning of the tie clamp 44 such that the tie clamp
cylinder 44C may cause the tie clamp 44 to grip a tie
or to release its grip on a tie. The tie clamp 44 is
on a tilt assembly 60 having parallel plates 60P which
rotate about a horizontal axis extending through pivot
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- 17 -
point 60X, the horizontal axis being perpendicular to
the lengthwise direction of the boom. Hydraulic tie
tilt cylinder 60C causes the rotation of plates 60P
relative to plates 61 (FIG. 3A) about the axis
extending through 60X such that the tie clamp 44 and
any tie held by it may be tilted.
In addition to providing for movement of the tie
clamp 44 by tilting it, the tie clamp 44 may be moved
from a position 44A in FIG. 5 to a position 44B of FIG.
5. In the position 44A, the tie clamp may clamp an old
tie as it is being removed and may clamp a new tie
ready for insertion. Upon movement of the tie clamp 44
to the position shown at 44B of FIG. 5, the tie clamp
will have transferred any old tie to a position just
below the boom 48 such that the old tie may be dropped
and it will not interfere with insertion of a new tie
when the tie clamp is in the position 44A. The
movement of the tie clamp 44 from position 44A to
position 44B in FIG. 5 is accomplished by use of two
members 62A and 62B best shown in simplified schematic
FIG. 3B. The members 62A and 62B with pivotable
connections at each end serve as part of a so - called
four bar linkage such that tie clamp 44 (and thus any
tie held by it) maintains its orientation as cylinder
62C moves it from being offset from the boom as shown
in FIG. 3B to being in line with the boom as shown at
44B in FIG. 5. Although not shown in FIG. 3B for ease
of illustration, the plates 61 (FIG. 3) would be
secured to the ends of members 62A and 62B opposite
boom section 48T.
Turning now to FIGS. 7 - 11, the sequence of
operations during the extraction and insertion process
will be discussed. Initially, it should be noted that
the vehicle 22 would be moved to where the feed gripper
- 18 -
of the tie feed arm 54 is directly above the tie which
is to be replaced. The gripper 54 will be in a plane
which may be called the new tie movement plane.
Referring back momentarily to FIG. 5, the feed gripper
54 will be in line when viewed from above with the tie
clamp 44 now in its position 44A. In other words, both
the tie clamp 44 and the feed gripper 54 are in the new
tie movement plane, which plane is vertical and
perpendicular to the lengthwise direction of the
vehicle.
The brakes (not shown) would be set on the vehicle
22. The rail clamps such as 40F and 40S (refer back
momentarily to FIG. 2) would clamp the rail. Plate
holding magnets which will be discussed below engage
the tie plates on the old tie which is to be removed.
The rails are lifted up by cylinders 40C (FIG. 2) and
the tie plates are lifted up by cylinders 94C discussed
below with respect to FIG. 18.
In the position of FIG. 7, the tie inserter 62,
which is constructed in the same way as tie inserter 46
has been lowered by way of cylinder 48C and retracted
such that it pushes the illustrated old tie in the
position shown. This pushing, commonly called kicking,
moves the old tie approximately 15 inches, whereupon
the tie inserter 62 and its boom 62B may be raised.
The tie inserter 46 may then use its tie clamp 44 to
grip the tie, whereupon the boom 48 of tie inserter 46
is extended to move the old tie about 96 inches. The
boom cylinder 48C (refer back momentarily to FIG. 3B)
raises the boom up to clear the tie bed ridge. The old
tie will now be in the position shown in FIG. 8. At
that stage, the four bar linkage arrangement shifts the
tie about 18" while maintaining it parallel to the boom
direction and then releases the old tie, this shifting
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of the old tie being shown in FIG. 9. (An optional
modification would allow the tie to be swung 90~ in a
substantially horizontal plane and released in a
position parallel to the center line of the track.)
The side shifted release position of the old tie is
shown as 64S in FIG. 9, whereas the optional swinging
position is shown as 64P. After release of the old
tie, it will now be clear and not interfere with
lowering and insertion of a new tie.
With reference now to FIG. 10, the tie feed arm 42
turns a new tie upside down and end for end while
moving it in the new tie movement plane. When the new
tie is in the horizontal position of FIG. 10 or even a
slightly inclined position, the tie clamp 44 (not shown
in FIG. 10) will clamp the new tie, whereupon the tie
feed arm 42 will rotate back up and clamp the next new
tie and place it in a holding position.
Referring next to FIG. 11, the tie inserter 46 then
inserts the new tie by retracting the boom 48.
Advantageously, the tie feed arm 42 allows the boom
48 of tie inserter 46 to be mounted below the main
frame 26 for improved stability. Moreover, the motion
of the tie feed arm 42 in turning ties upside down and
passing the ties to tie inserter 46 allows one to
operate with less clearance than the design of the
parent application.
With reference now to FIG. 12, there is shown the
tie pickup 34F having a tie clamp 66 for lifting a tie
68F from resting on top of the rails to the position
corresponding to tie 68S above the main frame 26. The
tie 68S has been placed upon the conveyor 68F having
first, second, third, and fourth cam - operated catches
70F, 70S, 70T, and 70F disposed thereon. Hydraulic
cylinder 72 is used to move the conveyor 34F with the
- 20 -
tie 68S on it. Considering FIG. 12 in conjunction with
FIG. 13, the cylinder 72 may retract the conveyor 34F
to the position of FIG. 13. The cam - operated catches
70F, 70S, 70T, and 70R, each of which is one of a pair
are then retracted. As shown in FIG. 14, the conveyor
34F includes right and left movable members 74R and
74L, which members may slide along supports (not shown)
which project out from the beams 26F and 26S of the
main frame. A hydraulic cylinder 76 is pivotably
mounted to arms 70A extending out from the opposite
side cam catches 70F such that extension of the
cylinder 76 causes the cams 70F to rotate about the
axes 70X until the cams 70F are disposed below the top
of the members 70L and 70R. In other words, the cams
70F would be retracted or lowered. At that stage, the
cylinder 72 (FIGS. 12 and 13) could be extended to
extend conveyor 34F without shifting tie 68S in the
rightward direction of FIG. 13. Before the conveyor
34F is moved rightward from the retracted position of
FIG. 13, the next tie 68F would be raised. The
conveyor 34F would then be extended. Tie clamp 66
would then release that tie and, having raised the cam
catches 70F, 70S, 70T, and 70R, the conveyor 34 may
then be retracted to move tie 68F to the position
corresponding to 68S in FIG. 13. Tie 68S will have
been moved further leftward by operation of the
conveyor 34F. In this manner, the ties are moved
backward until they gather as a group 78 outside the
forward range of the conveyor 34F. The ties gather as
a group under the cab 28 and the engine 30 as best
shown in FIG. 2. Although not shown, a conveyor
similar to conveyor 38F may be used to move ties from
under the cab 28 to the tie holding station or zone 38
of FIG. 2. A similar conveyor, also not shown, could
.~. '
- 21 -
be used to move the ties from the zone 38 to under the
engine 30 still referring to FIG. 2. Thus, the present
invention may include four conveyors such as conveyor
34F.
The operation of the tie pickup may be further
explained with reference to FIGS. 15 and 16. The tie
pickup 34F includes a stationary outer mast 80 and a
movable inner mast 82. The outer mast 80 is fixed to
the main frame (main frame not shown in FIGS. 15 and
16) and the inner mast 82 moves from a lower position
in FIG. 15 to a raised position in FIG. 16 by operation
of a hydraulic cylinder 82C allowing ties held by tie
clamp 66 to be raised and lowered. For moving them in
both directions between the main frame and positioning
on top of the rails, the tie clamp 66 moves between a
closed position shown in FIG. 15 and an open position
shown in FIG. 16 by operation of a hydraulic cylinder
66C. The hydraulic cylinder 66C is secured to a member
84 which rolls in a track within the inner mast 82.
The tie clamp 66 has two opposing members 86F and 86S
pivotably connected at point 86P. The member 86S is
connected to the axle 84, whereas member 86F is
rotatably connected to the piston corresponding to
hydraulic cylinder 66C at 88 (see FIG. 16). When the
hydraulic cylinder 66C is activated to move the tie
clamp 66 from its closed position in FIG. 15 to its
open position shown by FIG. 16, the members 86F and 86S
will be moved back towards the stationary mast 80 and
away from any tie which they have been gripping. In
other words, they will be moved clear of any tie such
that the tie gripper 66 may be moved up or down without
hitting any tie which has just been deposited either on
the conveyor 34F or on the rails.
M
- 22 -
Turning now to FIGS. 17 and 18, a tie guide
assembly 90 will be discussed. Various structures
disclosed in detail in the incorporated by reference
parent application might be used for holding the tie
plates and guiding the tie, but the assembly 90 is
preferred. The tie guide frame 92 extends across and
above the front and back of the tie, but the front part
is broken away in FIGS. 17 and 18 to allow one to view
within the box-like frame 92. A tie guide frame 92 may
be raised and lowered relative to the main frame by use
of cylinders 92C. Mounted on the tie guide frame 92
are magnets 94 which may be lowered to contact the tie
plate 96 by operation of air cylinders 94C. When one
wants to extract an old tie, the tie guide frame 92
would be lowered by cylinders 92C, after which the
magnets 94 would be brought in contact with the plates.
The air pressure within cylinders 94C is then reversed
causing the tie plate to be held against the bottom of
rail 98. As the rail 98 is then lifted, the tie plates
94 may be lifted with it. The lifting of the rail 98
is accomplished by the rail clamps 40 and cylinders 40C
(shown in FIG. 2 only). As the rail 98 is raised, the
retraction of cylinders 98C and the operation of
magnets 94 will keep the tie plate 96 held against the
rail 98 and will recess the tie plates 96 within the
tie guide frame 92. The old tie may then be removed
using the procedure described in detail above. The new
tie would then be inserted using the procedure also
described above. Note that the tie guide frame is
shaped including members such as 100 and member 101
having two parts 101P extending between the rails and
being tapered out at parts 101T at each end to define a
wide portion 101W. When the tie guide frame 92 is
lowered the rails 98 and tie plates 96 are recessed
~~ s~~ ~~ s~
- 23 -
within frame 92, such that these parts prevent a new
tie from catching on tie plates or rails when the tie
is being inserted. Further, parts 100 and 101 help
keep ballast from staying on top of the new tie,
thereby avoiding interference with placement of the tie
plate 96 back upon any such new tie. After the new tie
has been inserted, the tie plate 96 is placed on the
new tie and the cylinders 92C are then operated to
raise the tie guide frame 92.
FIG. 17 also shows a turntable cylinder 102 which
may be used for turning the vehicle around upon a
railroad track.
Although various structures and details have been
included in the present description, it is to be
understood that these are for illustrative purposes
only. Various modifications and adaptations will be
apparent to those of skill in the art. Accordingly,
the scope of the present invention should be determined
by reference to the claims appended hereto.
