US3170410A - Apparatus and method for aligning railroad tracks - Google Patents

Description

Ji CHRFSTEOFF' 3,170,410 wmmwsa mm; MEIHGD) won: ALIGNING mums TRACKS HEB? 139355 a sheets-sheet 1 Feb. 23, 1965 J. w. CHRISTOFF APPARATUS AND METHOD FOR ALIGNING RAILROAD TRACKS 8 Sheets-Sheet 2 Filed April 7, 1961 on '7 ww m lb mm v@ MW 8 hm vs 7 F9 0 0 X mm mm 4 mm 5 oo Mm. Nb vw .vm. mm. mm mm mm o \2 n3 Nw 9v msv o W .w m6 7 M 3 \v 8 N as 9v m 2. JW mm 9 nQ NN I7. rm m H m wm mm r N 3 mm mm v w 5 N0\ 03 am y 2. mo\ mm \W N vm hm 0m 0m mm mm N IH MN 5 & mb

Feb. 23, 1965 J. w. CHRISTOFF APPARATUS AND METHOD FOR ALIGNING RAILROAD TRACKS 8 Sheets-Sheet 3 Filed April 7, 1961 NN lllu Feb. 23, 1965 J. w. CHRISTOFF APPARATUS AND METHOD FOR ALIGNING RAILROAD TRACKS Filed April 7, 1961 8 Sheets-Sheet 4 Feb. 23, 1965 J. w. CHRISTOFF 3,170,410

APPARATUS AND METHOD FOR ALIGNING RAILROAD TRACKS Filed April 7. 1961 8 Sheets-Sheet 5 U H Q3 v I {M A 4/ RN W NON Qw mdw 0 mo m n. W M N N -WQ\ WQN fL\ d\Y QN um I l 3 5 '5 Feb. 23, 1965 J. w. CHRISTOFF 3,170,410

APPARATUS AND METHOD FOR ALIGNING RAILROAD TRACKS 8 Sheets-Sheet 6 Filed April 7, 1961 -Feb. 23, 1965 J. w. CHRISTOFF APPARATUS AND METHOD FOR ALIGNING RAILROAD TRACKS Filed April 7, 19 1 8 Sheets-Sheet '7 Feb. 23, 1965 J. w. CHRISTOFF APPARATUS AND METHOD FOR ALIGNING RAILROAD TRACKS 8 Sheets-Sheet 8 Filed April 7, 1961 n p 9 man w 7 v I ,m,% n a m w m W MN RN vww wwm 3,170,410 f APPARATUS AND METHOD FOR ALIGNING RAILROAD TRACKS 1 James W. Christolf, Minneapolis, Minn., assignor to Mannix Co; Ltd., Calgary, Alberta, Canada Filed Apr. 7, 1961, Ser. No. 101,503

16 Claims. (Cl. 104-8) This invention relates to track aligning methods and to apparatus, or so-called liner devices, for use in correcting misalignment of railroad tracks. The apparatus of the present invention is adapted for use in conjunction with under-track devices of the ballast sled and ballast plow types, although it is nevertheless capable of being employed independently of such devices.

Ballast plows areemployed for removing fouled ballast from a railroad roadbed. A plow is inserted between the roadbed and the ties to which the track rails are secured and is then towed along the track in this position by a locomotive. As the plow progresses, it raises the ties from the roadbed ahead of it, supports the ties and the rails secured thereto, as the device passes underneath, and finally allows the track to settle back onto the roadbed or sub-grade behind the device. The

' weight of the track supported by the plow is considerable and the plow isthereforepressed firmly down against the ballast. By providing the plow with one or more scraper blades it is possible to separate either the full depth of ballast or a layer'of ballast of chosen depth and displace this ballast to the side of the track beyond theends of the ties, so that when the ties re-settle, this displaced ballast can be readily. removed.

Ballast sled devices are similar to ballast plows in that they are inserted between the roadbed and the ties and are towed along in this position by a locomotive. Sleds, however, are used eitherduring the laying down of new tracks or to perform a reballasting operation following the pulling of arballast plow inthe manner just described. After the plow ha s removed the fouled ballast, or inthe case of a new track laid directly on the. sub-grade, after the track has been so laid, fresh clean ballast is dum-pedonto .the track to lie on top of'the ties and rails. The function of the sled is toraise the ties up to their desired level and distribute theballast evenly beneath them. S ubs'equently, iadditionallballast will norrnally be dumped ,onthe track in the cribs between each pair 0f adjacent 'ties,',.this latteraoper'ation usually being carried out manually, since it does not. require, raising of thetrack. a

In either case (plow "or sled), theu'nder track device yields a levelled roadbedextendingto each side o-fvthe 3,170,410 Patented Feb. 23, 1965 value when plowing and sledding operations are carried out on single track.

An object of the present invention is the provision of progress along the track withsuch device, such apparatus maintained by the ties to which the rails are spiked. In

acting automaticallyto maintainalignrnent of the track rearwardly of the under-track device without reliance upon an adjacent track. a .A further object of the invention is the provision of alignment apparatus that can be used withoutv a plow or sled device and which will be capable of travelling along a track and improving the alignment thereof without the track being elevated and without reference to any adjacent track.

Further objects of the invention are improved methods of aligning track, operating both with and without undertrack devices.

In referring to the alignmenfof a section of track, it should be made clear that the purpose is to cause such track to lie as nearly as is possible, within practical working conditions, .to the theoretical track position laid down by the track engineer. In the main, the present method and apparatus is not concerned with maintenance of gauge (the distance between the two rails of a single length of track). It is assumed that this distance is referring to misalignment, thepresent application is concerned with any bodily displacement of any section of thetrack (both rails) laterally from its correct position in alignment with the sections of the same track that continue in each direction from the section under consideration. Tangent track should be exactly straight and free of any distortion from side tq side." Curved,

sections of track should be uniformly circularly curved about the. correct specified radius of curvatur e, and

' appended claims.

I invention;

trackbeyondthe ends of the ties, 'When thetrack re slett les' onto 'this roadbed :(the subegr'ade of remaining ballast'behind a plow, or'alayer"of fresh ballast behind a sled), it is important to ensure correct lining up of the'. track in' the same position as it occupied prior to pulling of the plow or sled, assuming that it Waspreviously properly'positioned. If jitfwas noa'then advantage of the opportunity to correct thefmisalignmen't should be taken.

Resettli'ng of the track into correct falig'nment canv be performed manually and this is the rnethodpre viol'isly inpractical use, but itlrlenders large the 'nurnbenof ,me'n' required to a team, and ,still' may" be subject to some error. p L .1 V V When plowing'and sleddingopei'ations are carried. out} in double track, it is possible to use the second track for l.

alignment of the track being raised and'resettleda A,

device of this character described in my pniori Ujiiitc'd States Patent No. 2,921,537, issued Janu ry%19,:1960,-a

but even then reliance: on the proper alignmentof-thej Z ;Y adjacent traclc nejcessaryfiand .thisis'nofialways a; justifiedfassumpt'ioriffSuch-a devicemoreover' is of 'no' FIGURE'B'isa FIGURE 4; a

easements (sections of trackbetween straight tangent track and circularly curved track) should be smooth and without any suddcnchanges of directiont The various features" of the inventionwill becomeapparent from the description which follows and from/the is directed to the accompanying drawings, in which:

-'FIGURE 1 shows ageneral .side view'ofalignment accordance with the presentapparatus constructed in.

FIGURE 2.is.a plan viewer FIGURE 1; FIGURE 3 is a side view similar to FIGURE 1 bu showing theapparatus connected to a ballast plow;

FIGURE .4 is an enlarged plan view of the of such apparatus 7 FIGURE 5 is a sideview of- FIGURE 4;

FIGURE 6 is a plan View on an-enlarged scale rear cart of the apparatus of FIGURES 1;to"3;; FIGURE-7 islaside view of FIGURE 6;.

front cart EIGURE8 is asideview on an enlarged'sealc of the 1 liner head of theapparatus'gshown-in, FIGURES 10 3 FIGUREJQis' a plan yiewofFIGURE s;

ing the parts in different-position;

section on'lthe FIGURE 1 5 To support the description, attention,

ofthe H is alifurther plan viewfi-of thewholeape} I paratusyshowingithe apparatu's i -being towed} togth v) with a ballast plow, similiar to the conditions shown in FIGURE 3 but on a smaller scale;

FIGURE 16 is a view similar to FIGURE showing the apparatus on a section of curved track;

' FIGURE 17 shows a plan view of a modified form of front cart;

FIGURE 18is' side view of FIGURE 17; and

FIGURE 19 is a side view of a modified form of rear cart.

FIGURE 20 shows a side view of another form of apparatus constructed in accordance with the present invention;

FIGURE 21 is a plan view of FIGURE 20;

FIGURE 22 is a side view of yet another form of apparatus in accordance with the present invention;

FIGURE 23 is a plan view of FIGURE 22 but with further modifications added;

FIGURE 24 is a transverse section of a still further modified construction; and

FIGURE 25 is a plan view of FIGURE 24 showing the parts in a different position.

Referring firstly to FIGURES l to 3, the liner apparatus will be seen to consist of an on-track vehicle comprising a main rigid boom 20 connected at its respective ends to a front cart 21 and a rear cart 22 and carrying a liner head 23.

The structure of these individual parts will first be considered, before returning to the operation of the apparatus as a whole.

The front cart 21 is shown in FIGURES 4, 5, 13 and 14, and consists of a flat framework carrying front and read axles 31 and 32 on which are mounted for independent rotation four flanged wheels 33. Secured to the cenire of the framework 30 by cross members 34 is a fixed disc 35 (FIGS) which serves as a bearing for a second superposed disc 36 connected to the disc 35 by a'central stub shaft so that the disc 36 is free to rotate relative to the base disc 35' about a vertical axis passing through the centre of the cart 21. Secured to the upper face of the upper disc 36 isa frame 37, the side arms 38 of which serve as bearings for a shaft 39. The disc 36 also acts as a support for an upwardly extending framework 40 that terminates in an inclined plate 41 on which-rests a further plate 41' adjustable relative to plate 41 and carrying an upstanding web 42 to which is secured one end of a double acting hydraulic cylinder 43. Hydraulic pressure lines 44 and 45 extend from respective ends of this cylinder 43 to a manually operable hydraulic control cylinder 74. The piston of the cylinder 43 is connected to a rod 45 which carries at its end a forked member 47 establishing pivotal connection betweenthe rod 46 and a bracket 48 secured to a transverse member 49 that is mounted to pivot with the shaft 39 by means of depending legs 50 that carry at their free ends sleeves 51 secured to the shaft 39. At its ends, the member 49 carries a pair of upstanding arms 52 which each .terminate in a pivotal engagement between forked plates 53 secured to sleeves 54 that embrace a transversely extending tubular yoke 55. 1

At this point reference may conveniently be made to FIGURES l3 and 14. FIGURE 14 shows the manner of mounting of a sleeve 54 on the tubular yoke 55. Each sleeve 54 has secured to its inner periphery at;diametrically opposite points a pair of'inwardly extending plates '56 each of which passes through a slot 57 in the upper' ly. around the boom 20 which itembraces.

' yond the end of the yoke 55 to terminate in a handle 63.

At each end, the yoke 55 is provided with a downwardly projecting extension in the form of a leg 64 (FIG. 5) terminating in a horizontal plate 65 which co-operates with a second plate 66 pivotally secured by web 67 and pin 68 to the foot of the leg 64 to establish connection with the towing ears of a ballast plow or ballast sled.

Centrally of the yoke 55 and between the two sleeves 54 there is mounted a further sleeve 69 (FIG. 4). The sleeve 69 is normally fixed in position on the tubular yoke 55 both in respect of translation and rotation by a pin 70 which passes through the sleeve 69 and the upper portion of the member 55, but which can be removed for dismantling or storing the apparatus. The fixed sleeve 69 carries a pair of spaced rearwardly projecting plates 71 to which the boom 20 is connected by means of a plate 72 on the end of such boom and a pin 73 that passes through holes in the plates 71 and 72.

The rear cart 22 shown in FIGURES 6 and 7 is gen erally similar to the front cart 21, although of somewhat simplified design. It consists of a framework carrying axles 81 and 82 and flanged wheels 83, similarly to the corresponding parts of the front cart. Bearing plates corresponding to plates 35 and 36 of the front cart have been omitted however in the rear cart 22 as unnecessary and the pivoting framework is mounted on shaft 84 that is journalled directly in the side members of the framework 80. This shaft 84 has connected to it sleeves 85 that support a framework consisting of upwardly projecting members 86 and transverse interconnecting members 87 and 88. The member 87 serves for connection of the framework through bracket 89, pivot pin 90 and forked member 91 to the piston rod 92 of a double acting hydraulic cylinder 93 connected by pressure lines 94 and 95 to a manuallyoperable hydraulic control cylinder 96. The other end of the cylinder 93 is pivotally connected to a web 97 forming part of an upstanding framework 98 secured to the cart 80.

' The other transverse interconnecting member 88 of the movable framework carries a freely pivotally mounted sleeve 100 held between fixed flanges 99. to prevent longitudinal movement. A pair of plates 101 secured to sleeve 10'0 together with a'pin 102 make pivotal connection to a plate 193 fixed to the end of. the boom 20. An alternative plate 103' is provided on the boom 20 if the boom is required to be in a lower position relative to the'rear cart 22. v

7 At a point approximately two-thirds. of the distance along the boom 20 from the forwardcart 21 to' the rearward cart 22 (although this positionmay be varied as 'required depending on the circumstances) there'is mounted a a liner head 23.. Details of this liner head 23 are shown in FIGURES 8 to 12. It consists essentially of a fixed frame --that is a frame which is fixed in position on the boom 20 once itsrequired position thereon has been chosen. As appears best from FIGURE 10, the

frame 110 comprises a lower horizontal member 111 a and a pair of upwardly projecting side members 112, the upper ends of which are connected together by a pair of rods 113 and a turn buckle 114 which serves to draw the members 112 together to clamp the framework 110 firm- To the uni dersideof the plate 111 there is 'secureda transversely ex and lower surfaces of the yoke 55. The plates 56-c arr y between them a nut 58 which engages a threaded spindle propercentering of the nut 58. The threaded spindle 59' extends the full length of yoke ;55 t'o'-b e mounted tending open e'nded tube 115 having in its .lower pe-l riphery a wideelongated slot 116 (FIG. 11); I j

The tube 115 sliding supports a plug 117 to the underside of which is secured a pin 118 that extends through in bearings -61 and 62 in the respective ends thereof; Thesebearings mountthe spindle 59 forifree rotation but maintain it in fixed position in the longitudinal direction the'slot 116 and has secured to it outside the tube 115.

a disc119. A washerl12tl' separates this disc 119 from a' second disc 121 that 'issecure d to a liner head assemblylZZ-wh'i'chfreeto turn'about the pin 118 in bearing 123. The lirier head assembly .122 is thus, capable of three forrhs of- 'movement; Firstly, .itcan be translated,

in the transverse directionof theibooni miby longitudinal 4 drop through.

,7 is 1 comparatively high and the, liner is also raised clear of the track.

movement, of the plug 117 in the tube 115. Secondly, it

is capable of rotation about the horizontal longitudinal axis of the tube 115 within the limits permitted by the width of the slot 116., This rotation isdemonstrated by a comparison of FIGURES 11 and 12. Finally,

manually operated by control cylinder 129. The cylinder 124 is mounted on an extension 123 of the framework 110.

The liner head assembly 122 itself consists of a'rectangular framework supporting a pair of rigid fiat members 130 and 131 (see FIG. 9) that extend transversely Pressure fluid enters the cylinder 124 that it is towed by cables 151 from a towing bar 152 (see now the smaller scale view of FIG. connected by further cables 153 to a mounting 154 which is slidable on a transverse bar 155 secured to the rear of a fiat car 156. Control over the transverse movement of the mounting 154 along the bar 155 is effected by means of a screw threaded rod 157 turned by a handle 158. The purpose of this transversely slidable mounting is to be able to move the towing bar 152 to one side or other of the ,track to compensate for curvature of the track to avoid the plow 15tltending to cut the corneron a curve;

This assembly is towed along the track by means of a locomotive (not shown). As appears from FIGURES across the front and rear respectively of the assembly 122.- At each end the members 130 and 131 carry freely pivotally mounted rail engaging wheels 132, 133, 134 and 135. The wheels 132 and 134 on one side of the device are mounted in fixed position on the respective ends of members 130 and 131,'while the wheels-133 and 135 l plates 137. A corresponding slot in the members 130 and 131 allows freedompf movement to each pin 136 when this adjustment takes place. 1

Each of the wheels 132, 133,134 and'135 is formed with a wide horizontally extendingflange 140 (see FIG, 10) for resting on the upper surface of the headof a rail and a shoulder 141 for bearing against the vertical inside surface of. the head of the rail. Itshould be mentioned that the distance between wheels 132 and 133; and betweenfwheels 134 anud 135 is normally made rather smaller than the theoretical gauge of the track (usually 4 ft. 18 inches). The rail gauge tolerance on the track may go as high as one inch on poor track or oncurves. Atother times due to the use of canted tie plates the gauge is sometimes found to he up to an inch tight -(4 ft. 7 /2; inches)j.-12For these reasons "the spacing between the If the apparatus were being used in conjunction with double track, there would be used a double track plow which deflects the ballast all to one side of the track; and for modified and improved constructions of such plows as well as single track plows reference may be had to my co-pending United States patent applications Serial Nos. 668,483 (Patent No. 2,924,897) and 749,740, now abandoned, filed June 27, 1957, and July 21, 1958, respectively. v

. As above indicated, the alignment apparatus of the present invention is equally appropriate for use with a sled device, for a description of whichreference may be made to L'. B. Franco US. Patent No. 2,769,172, issued Oct. 30, 1956, or to my co-pending United States patent applications Nos. 648,647 (Patent No. 2,961,972) and 647,523 (Patent No. 3,091,187, issued May 28', 1963), filed 'March26, 1957, and March 21, 1957, respectively. At-

tention is also drawn to the combination plow and sled device described in my co-pending United States ap- J track device, it is brought to a position with its front cart wheels on the two sides of the liner assembly-122'will normally be aboutone inch less thanitheoretically 'required for the nominal track gauge and the flange 140' is made wide to ensure that the "liner head ;will- 1 never Nowthatfthestructure of the ientire apparatushas been in vertical disposition.

described, its manner of use will be discussed, initially with reference to FIGURES 1 to '3. FIGURES-i1 and 2 show the apparatus sin transporting position with the sition; the depending legs- 64 of the tubular yoke on the front cart21 are raised. clear ofthe ballast :QatLthe" side of the ztrack. Similarly the pivoting framework of the rear cart '22 is in raised position so that the boom'zti' When the on-tr'ack apparatus is to be used in head" assembly, 122

. and hence'the-plowt 150. The latteris riot freetolrise so -plication Serial No. 746,451, filed July 3, 1958, now

Patent No. 3,020,853, issued February13, 1962.

To connect up the alignment apparatus with an under- 21 on the tracka-bove theI under-track device, in the manner shown in FIGURE 3 in connection with the its extended position. This has the effect of lowering the tubular yoke 55 andits legs 64, while retaining such legs The plates 65 and 66 at the foot of each leg 64 are then clamped over therespective towing" ears 164 of the 'plow150 and maintained in position thereon by a bolt and nutassembly165." Then, with the alignment apparatus securely hitched to the, under-track device, the cylinder 43 isoperated in the reverse direction to withdraw its pistonrod -somewhat. This action has the effectof. attemptingto pull upwardly'on the legs 64 i "that the effect ofthis pull is a downward {thrust on the j front cart21forcing its wheels 33"into, firn'r engagement 'with' the rails. The degreeol? this pressure of the frontposition 7 with, the front vcart .21 onthe track immediately above the under-track device. In 3; it is as: I sumed that the alignmentapparatus is-to be pulledf alongthe track, while coupled to a ballast plow 150. i 1 This plow may conveniently be a ballast plow offeither' the single or double track types described in L B. Franco and J.- 10. Stein s; Patent No. 2,92l,39 0, f issued Ianr uary 19, 1960.1 'It is not deemed necessary to rei terate' a detailed description of such a plow herein; suiiice to,

eartdownwardly on the railscan be regulated at -willby means of the operating cylinder 74. Now, when the locomotive is moved-to pull the'under-track device 150, the

alignment apparatus will be drawn a'lon'g'the track with its front cart 21 immediately above the under-track'device. As appears from FlGUREl the wheels 132 to 135 of the liner .head assembly 122 will now berestin'g on and engaging'th e inside faces of'the heads pf the" two rails 0f the V track. j Any necessary adjustmnt tb'produce this, V elfect isfmade at there ar cart22 by the cylinder 93 openva'ted by-cylinder 96 effecting raising "orj lipwering as desired of the rear end of the boom 20. Further adjustment in this regard can also be obtained by moving the liner head 23 forwardly or rearwardly on the boom 20, or by hitching the rear cart to plate 103 of the boom 29. It will be noted from FIGURE 3 that the liner head wheels engage the track at a position where the ties 160 are still clear of the sub-grade 162 but that these ties soon engage the ground rearwardly of the liner head, being firmly positioned on the sub-grade at the point where the rear cart 22 rests on the track.

The manner of operation of the liner head is believed to be apparent from the foregoing description. It contacts and bears against the rails of the track at a point just before such track resettles onto the sub-grade (or ballast, as the case may be). If such track is in misalignment, by reason of displacement to one side or other of its proper position, it will be forced back by the wheels of the liner head. The liner head is normally held firmly against any transverse movement by the cylinder 124. It can only move transversely in response to command to this effect from the control cylinder 129, although it can swing and pivot in the other two directions mentioned, to accommodate curved and banked track. FIGURE 15 demonstrates in broken lines a section of misaligned track. Such track will be forced back by the lateral pressure of whichever pair of wheels of the liner head is called upon to move the track, in this case the wheels 133 and 135. In this manner the central section of the track on which the liner head is acting will be lined up with those sections of track on which the front and rear carts are standing. Thus, provided initially the apparatus commences its run on a properly aligned straight section of track, subsequent realignment will be automatic, except that, should the track ahead .be badly misaligned, the operator may require to provide some compensation by lateral shift of the liner head assembly 122. This he will .do either by aligning a suitable point on the liner head assembly 1122 with fixed surveyors stakes mounted at the side of the track, or'visually by looking back along one of the rails. Normally, the section of track on which the rear :cart rests will be properly aligned, having been subjected previously to the correcting effects of the liner head, while .the section of track on which the front cartrests will not ring or sledding operation itself may. tend to produce, :there may also be some misalignment of the track induced through periods of service without maintenance, and in this respect some skill on the part .ofthe' operator will be necessary to ensure that any misalignment of the track first encountered by the front cart is not transmitted to the track more rearwardly thereof.

assembly will theoretically be set in its central position (that is as shown in FIGURE 10). When the apparatus commences to move into an easement and finally into a section of circularly curved track, the operator will find it necessary to offset the liner head. assembly 122 in a direction towards the outside of the curve encountered. The degree of this offsetting can either be determined by eye by an experienced operator, or can be calculated from the track engineers drawings and provided in the form of a chart for the operator'to follow.

It will be apparent that the pivotal manner of mounting the liner head assembly 122 on the boom 20, combined with the comparatively short length of the assembly 122 in the direction of extent of the track in comparison with the spacing between the front and rear carts 21 and 22, results in the shifting forces exerted by whichever two of the four wheels 132 to 135 of the liner head assembly that are acting on the track being pure transverse forces that have no tendency to inhibit flexing of the track or to prevent it taking up any desired curvature about a verticalaxis.

When the apparatus is running on a curve (FIGURE 16) the towing bar 152 is adjusted so that the under-track device. is always being pulled in a direction which is tangential to the curve. Any necessary twisting of the front cart 21 in relation to the yoke 55 is taken care of bythe freedom of pivoting between discs 35 and 36. The boom tends to cut the corner, but this effect is offset by displacement of the liner head assembly 122 in the outward direction of the curve. This offsetting is necessary not only to follow the correct curve of the track but also to prevent any tendency for the track to settle inwardly because of the elevation (banking of the track) which will be present on a curve.

An advantage of the use of on-track alignment apparatus of the character herein described in combination with an under-track device is that the weight of the alignment apparatus acting down on the elevated portion of the track normally improves the operation of the under-track device. The blades of a plow will cut deeper and more uniformly, while the leveling wings of a sled will smooth 7 the ballast more evenly and more certainly.

The operator has two means for effecting transverse In the main, the operator will rely forward by a thrusting action of the boom 26.

upon the second adjustment available ,to him, namely that of the transverse position of the liner head assembly 122 by means of the controlc'ylinder 129, for those adjustments needed as the operation proceeds. These latter adjustments will be of two types, those necessaryoto move the liner head assembly 122 to a new theoretically correct FIGURES 17 to 19 disclose modified forms of front and rear cartsthat may be employed when the alignment apparatus is used alone without being coupled to an undertrack device. 1

FIGURES 17 and 18' show a modified front cart 221 having a framework 30, axles 31 and 32 and flanged 221 and the plate 72 on the boom 20. It will be noted that the front cart 221 differs from the front cart 21 in that the pivotal axis of its connection to the boom 20 is arranged directly vertically over the centre of the cart. This arrangement is adopted because the motive power for the modified liner apparatus is preferably provided at the rear cart so'that the front-cart 221 will be propelled If the boom 20 were connected to the cart 221 rearwardly of the cartscentre point, a slewing action would result. Similarly, by mounting {the pivotal connection between the boom and the cart directly over the centre-of the cart,

. the need for the pair of relativelypivotable discs 35 and position, as determined by the desiredshape of the track,

and those required in addition to the' first type to compensate for any errors in the track alignment encountered by the front cart. Normally the latter will be comparativelysmall in amount and the operators principal task will be to ensure that the liner headassembly 122 is set "in the rightposition having regardto-the shape of the track. When operating on tangent track, the liner head;

36 is avoided. This fixed position of the pivotal axis is permissible because of the omission of the vertically movable framework and yoke of cart 22.

Themodified rear cart 222 is shown in FIGURE 19 and is identical to' the rear cart 22 except that wheels 283 are larger than the wheels "83 because the front pair of these wheels, 2333s powered by a hydraulic motor 204 cortnected by-fiexible piping 2il5 and 206m a-suitable prime mover, fonexample a gasoline engine operating a hydrau nec'tedto a commontunder-track device. 1: 1 :MFIGURES'ZQand 21 showsthesimplest form lie pump. This combinationiof prime mover and hydraulic pump is shown diagrammatically at 206 mounted on theboon120,

, FIGURES 17 to 19 thus'disclose modifiedforms of front and rear'carts for-combining with'a boom 20and a liner head 23 similar to those; shown in the, othjerdrawings. The alignment apparatus'so formed is capable of under-track device. 7 Even though the track may be bedded .in ballast, theliner head assembly'122 is able toshift the track. laterally, as necessary to correct or improve misalignment,- provided such misalignment is'jnot too great.

Although the principal use for the alignment apparatus and 21, because the center yoke 3 13 can-be moved to- V wardsoneside ofathe track relative to thefrontand rear self propulsion along the' track without connectionto an 7 yoke's, thus exerting a lateral force on the center cart 310 "and hence the section of track between the extreme carts 309 and- 311. a

. ,Since the three carts 309, 310and si i are all con-- vne'ctedto the same under-track device, nointerconnecta ing boom is theoretically necessary. 'FIGURE22-fshows -,this condition. If found advantageous, however, booms 316 and 317 'may be provided, as shown in FIGURE 23, further to ensure the, desired. spacing between carts.

These booms will be pivotally connected .to the carts, with 5 slotted connection at; the. centre cart, to' providethe'necesjsaryfree'dom of movement to permit the full range of transverse adjustment of theyokes and to enable the ap- 'paratus to travel along a curved portioncf track of the present invention'can be expected to bein oonjunc tion with ,anunder-track device ofthe ballast plow or ,Iballasts led'type, the on-track, apparatus is also inherently bedded at least partially in ballast, the mode of oper'ation QLFIGURES 24am 25 demonstrate a modifie d 'construc- I tion in which arca'rt' of the type already described can fbe'connectedto an under-trackdevicedn a-manner en- I abling the cart to be removed from the trackflby means which avoids elevation of the track has an advantage over a prior methods in which the track has been elevated for shifting but without any: means of smoothing the roadbed,

in that the forcing of the track transversely while it re mains-substantially embedded in ballast. (the present method) causesthe ballast lying adjacent and-beyond the ends-of the ties on that side towards 'which the'track is shifted, to ,be moved transversely by and with the tie ends.

As a result theseties continue to lie onza smoothroadbed. If the track-is elevated withoutiprovision being made for smoothing outlthe uneven ballast bed which remains, as some prior art'proposals have suggested, when,

the' track is shifted 'laterallyto a newposition there i's-ai substantial risk that the ties will be' l ovvered into theirnew ously ib anked upbeyond the ends oftheijties will not be shifted andwill lieunder .tlieiiends-of the :ties when these arerelowered into ainewposition, according to thepres'entiinventiorirthe track is either'shifted without elevation; or with elevation and'smoothing of theroadbed beioreQreloweririg. By either method the' ties continue to lieon a level support.

1 "The [modifications illustrated; in FIGURES 20" to 25 "show forms ofapparatus whichditferzfronrthe apparatus 1 of- ,FIGURES, "1 .to 5 19. in: that two. or more carts I n V s'nch an "arrangement'with carts 301and1302 each carrying ayoke 3'03: by which such cart is connected to a respective endofan under-track "device 304; Cylinders 1305 provide forI' vertical adjustment of theiyokes relative tothecartsjand ,screwrods inside the yokes' operated by cranks 306jprovide for'longitudinal adjustment of each yokerelative to its positi'ori wi'th uneven support, because'the ballast previof the under-track device." FIGURE'24showsa cart 320 connected by a yoke 32 1 to'an under track device 322. The yoke 321 is extended at one end, beyond a pivotal. connection at 323 to apost 324 which can turn about aivertical axis on an extended ear325 of'the under-track device '322.T The extendediendbf the yoke 321 isconnec't'ed to the piston of a double acting hydrau- "lic, cylinder 326 which is mounted ona smallrplat'form 327,that turns, with the post 324:1 Withdrawal ofithe piston elevatesr'the yoke andrc'art tothe broken line position of FIGURE 24, the, connection ofi the other'end of theryoke at 328 having previously been uncoupledQf i-As soon {as the wheels of the cart areclearof the track, the r whole assembly can be turn'ed'with the post, 324, 1501a position such as thatshown in FIGUREZS, thus freeing the trackfor the: passage of other similar carts or.other r V ;on-track--vehicles gthan,'can safely' be passed along track under which an under-track:deviceyis positi oned. The

out 320 maysubsequently be 'r eturnedto the track by'a are con:

cart, thatis adjustmentinrthe 'transverse direction of thetrack '307 (subsequently referred to; aztrausvers'e adjust tiableStSQS; rialternatively, the methalongjthe, track by u retr k v c' IGU I zishows three car ,rnent than "is the two-cart.rarrangementno It willbejapparentzthat; as the device towedf reversal of the operationtjust described, or maybeloweredto "the groundbesi'de the track= 'and disconnected ,from thewunder-track' device altogether by 'removal o f :wedges 329.""A1ternatively, ifhoistedup'aather'higher' j [than illustrated in FIGIfl-RE 24, th'e'cart 3 20may1be swung onto [a ilatcar that} has, in the meantime, been" m ved into a'djacentjpo'sition on the track? T' t; I claim:

In-the art oilperforming a ballasting operation sectionbf' railrdzid track'nbyv'moving alongfthe r'oadhed yond-the ends "of theti'es, said device elevatingia 'panbf s aid; -track with forwardv portion of said elevate djspan mmediatelyjin advance offsaid devicesloping"upwardly j I thereto from the;:unworkedrbadbed anda'rearwfid porp n no lfpropelled rider-track" tjion of fsa'id; elevated Ep'ani device's ping iof iately in there a r i ti i I lin'r h i "applicationjis a continuat'iominpart of applica i-- .gtionfserial No, 717,389, "filed December 1, 1958, now' "abandoned:

ns b i .-"4. ln tl'ie ,artof performing a ballastin'g'operation 'on a 1 sect on of'railr'oad track. by moving along, the roadbed an under-track ballast handlingdevice of the type con-1 I of said track," a d jsitioned to bear against a vertical surface of each a levelled roadbed extending beyond the ends of the ties,

rail to exert a transverse, track aligning force.-.therethe improvement which comprises the steps of on, i j' i (i) coupling three track engaging means to said under- (ii) so coupling-said track 'alignment apparatus to said' track device to travel synchronously therewith spaced under-track device for travel therewith'th'at said apart longitudinally of 'the track, the centrally po- 1 front cart is positioned onsaid elevated span gensitioned one of said three-track engaging means erally above said under-track device, said rear cart being movable transversely of the direction of travel is positioned on an un'elevated portion of saidtrack :independently of the other of said track engaging lying rearwardly of said rearward elevated span pormeans, and r tion, and said liner head assembly-is positioned to (ii) exerting a transverse force on the centrally-posi- I engage the rails of .saidtrackat a position in said Y tioned of said track engaging means relative to rearward elevated span portion, and ,said under-track device and hence relative to the (iii) controlling the transverse position of said liner other-track engaging means coupled to said undera head assembly relative .to said boom wherebyto track device, whereby to modify the transverse poexert transverse aligning forceson said rearward,. sition of said centrally positioned 'track engaging elevated span portion to align the same with said TY means relative toi that of the other said track enunelevated portion of the track as said elevated span .gaging means to change the track alignment.-' portion is. lowered into position resting on said 5. A method of improving the-alignment of a wholly, levelledroadbed. 1 unelevated section of railroad track while maintaining 2. In the art of performing a'ballasting operation on a the ties thereof embedded in ballast comprising the steps section of railroad track by moving along the roadbed of: l an under-track ballast handling device of the type con- (i) moving along said section of track apparatus com structed to pass beneath the ties while resting on said roadprising a rigid elongated boom, a front cart pivbed and to-yield a levelled roadbed extending'beyond the otally connected to said boom, a rear cart'pivo'tally ends of the ties, said device elevating a span of said track connected to apart of said boom remote from said with a forward:portion of said elevated span immediately first'cart, said carts having railengaging wheels" for in advance of said device sloping upwardly theretofrom supporting said apparatus on the track rails for the unworked roadbed" and a rearward portion of said travel therealong, and a liner head assembly mountelevated span immediately in the rear of said device sloped on said boom intermediate said front and rear ing downwardly away therefrom towards ;-the levelled carts forlmovement relative to said boom transversely roadbed, the improvement which comprises the steps of: of the longitudinal extent thereof, said assembly V causing first track engaging means to t'ravel sym i. including rail engaging means positioned to bear -chronously with said under-track device and in en" against-a vertical surface of each rail,

gagementQwith said elevated span of track, i (ii) causing saidrail engaging means to bear against (ii) causing second track engaging means to travel35 said rails, I V

synchronously with said under-track device and in -(iii) controlling the transverse position of said liner engagement with an unelevated portion of said track headfassembly' relative to said boom to exert translying rearwardly of said rearward elevated span porverse aligning forces on the portion of saidtrack I tiOIl, j lying between said front and rear carts thereby (iii) causing third track engaging means to travel syn- 40 1 shiftingsaid track portion laterallyinto alignment 'chronouslycwith said under-track device between said with adjacent portions of said track, and

first and second track eng'agingmeans and in] en-' (iv) efi ectingt said shifting as said track portion rests *gagement with said rearward elevated spanportion on the roadbed and concurrently, therewith moviofftheitrack and I in'gtransversely by, and with'thevties of said track -(1v) exerting'a transverse force on said third track portion ballast lying adjacentand beyond: the ends engaglng means relative to said first and second of said ties in the direction of'shifting whereby said ,track engaging rneansdwhereby, to alignsaid rear- 7 track; continues to lie on a smooth roadbed, said Ward elevated'span portion of -.the' track with"said.- aligning forces being transmitted to said shifted track unelevated portion of the track as said elevated span portion as pure transverse forces acting on said lastportion ;is lowered into position resting on said 5 mentioned track portion-in such manner aslto'leave levelled roadbed. v 3. ,In the art ofiperforming arballasting operation on a thesame freeto flex andtake up a curvatureiab'out ,a verticalaxis. a

section of railroadtrack 'bypmoving along the roadbed 6.; A method of iinproving jthe alignment 'of' a wholly an under-traclg ballast handling. device of the type eon- .vunelevated section'of 'railr'oadj'track while maintaining structed to pass beneathflth'eties and support an elevated theties thereof embedded in ballastcorriprising the steps 1 3" 9 i iickfiwhile.restingibn said roadbedand toyield .of: I i

' *I a levelled oadbed extending beyond the endsof the ties, '(i) causing first, second and-third 'Itrack engaging the improvement which comp'risesjthe steps ofr- I 1 means-to travel synchronouslywith eachl other 'in' .f (1,) coup11ng-atleast twotrack engagi g F fil Said" dispositions spaced o'ut 'along said track wit hs -the' s u r c device Itfavel yn nqu' yethe e 6O a secondsaidtrack en gging' inean'sintermediate the Y withspaced apart ,longitljdinally 'of the1tr'ack, said I two track engaging"irneans being movable trans versely of the directio of" '4 4 i I Leach other, and f =(ii) exertingfatransver'se' track. gags ingrneans' relativeito 'sai g l vice-randhence relative to the other trac k engaging means I coupled tosaid under-track' 'devic'e; vwherelfiy-to 'rnodisr therelat ive transverse positions of "said twoj tra ck gengaging' means, tochangerthe trackraiignmentg L first and[third saidftraclc engaging -m eans,

n engaging a vertical surface of at le'ast" one ra l of "saidiltrack withsaidsecondimeans;

i to}transmit afiaterah shiftingi-force to the p engaging 'r'i ieans', thereby shifting ,"sa i d traclc' Iberstructed to passbeneatlrrthe"ties andsupport ,a'ri'elevated j {ivy'eifectingi'suchshitting fastire said shifted track t iningfitheLtra-k lying on tlilroadbed f. Y "t eities thereof substaiitially embedded t.,least-partially"in ballast; exertin'g a' transverse force or fs'aid second tra ckengagingrneans relative to" said first" and third 'trackengagi n means .7

' -of.,said?1track lyinglbetweenisaid first and third=t cl:

, tion laterally into alignment withfadjacent p so pa ieti ra k Wh l re n fons id-ro a y dr portion ire stsion the roadbed and .b'alla'st'l'yingiadi2, jacent and beyond those ends of the ties towards which the said track portion is shifted is moved transversely by and With the ties of the track so that the track continues to lie on a smooth roadbed, said shifting force being transmitted'to said shifted track portion as a pure transverse force acting on said last-mentioned track-portion in such manner as to leave the same free to flex and take up a curvature about a vertical axis.

7. Railroad track alignment apparatus comprising a rigid elongated boom, a first cart pivotally connected to said boom, a second cart pivotally connected to a part of said boom remote. from said first cart, said carts each f having rail engaging wheels arranged to support said carts on the rails of a railroad track for travel therealong with said boom extending in an elevated position along a section of said track, a liner head assembly mounted on said boom intermediate said first and second I carts for movement relative to said boom transversely thereof, said assembly being short in the direction 'of extent of the track in comparison with the spacing be- 1 tween said carts, andcontrolmeans for adjusting and maintaining the relative transverse position of said assembly and boom, said assembly including rail engaging means positioned to rest against the upper horizontal surface of each rail and to bear against a vertical surface of each rail to exert a track aligning force thereon, wherein said first cart includes means for coupling said cart to an under-track device, said coupling. means com prising transversely extending yoke means projecting outtion for engagement with a vertical surface of the other said rail, said vertical surfaces 'beingoppositely directed.

9. Apparatus as claimed in claim 8, including means mounting said liner'head assembly on said boom for freedom of relative pivoting about a vertical axis extending substantially through the'centre of said framework.

10. Apparatus as claimed in claim 8, including means mounting said linerhead assembly on said boom for freedom of pivoting movement about a horizontal axis extending transversely of said boom. i

11. Apparatus as claimed in claim 7, including means connectingsaid first cart to said' yoke means for adjustable movementof said firstcart and the'portion of railroad track engaged thereby in the transverse direction of the track relative to said yoke means and hence relative to an under-track device'secured to said yoke means.

12. Apparatus comprising the combination of an ontrack railroad vehicle having rail-engaging wheels, an

under-track device adapted to be moved along between 13. In combination, a section of railroad track, two carts each having rail engaging wheels mounting said carts on said'track section,v an under-track device positioned beneath said track section to elevate a span of track and support the weight thereof, means projecting outwardly of the track beyond the ends of the ties and. coupling said carts to said under-track device with said carts spaced apart longitudinally ofthe track and said wheels of both the carts engaging the elevated span of track, and means on said coupling means including means for adjustabie movement of at least one of said carts in. the transverse direction of the track relative to said undertrack device.

14. In combination, a section of railroad track, three carts each having rail engaging wheels mounting said carts on said track section, an under-track device positioned beneath said track section to elevate a span of track and sun ort the Wei ht thereof, means ro'ectin outwardly of the track beyond the ends vof the ties and coupling said carts to said under-track-device with said carts mutually spaced apart longitudinally of the track and said wheels of all'said carts engaging the elevated span of track, means for adjustably moving the centrally positioned'cart in the transverse direction of the track relative to the under-track device and hence relative to the other interconnecting said vehicle and said under-track device for travel together along the track, said interconnecting the roadbedand the ties while elevating a span of track and supportingthe weight thereof, 1 means rigidly inter connecting said vehicle and said under-track device for travel together along the track with-said wheels of the Y vehicle engaging the elevated span of track, and means for adjusting the position of said vehicle relative to said track.

- under-track device in the transverse direction of the ties of a railroad track while supporting the weight of an elevated span of track, said device including means for interconnecting said device with an on-track railroad vehicle having rail-engaging wheels for travel with said device along the track, said interconnecting means ineluding means mounted on said under-track device for lifting said vehicle from engagement with said trackand for supporting said vehicle in a position withdrawn from said track. h

Reierences Cited in the file ofthispatent UNITED STATES PATENTS 748,503. Holbrook Dec. 29, 1963 1,100,006 Arbenz et al. a June 16, 1914 1,325,356 Dobson Dec. 16, 1919 1,929,617 Walbridge Oct. 10, 1933 2,575,390 McFadden Nov. 20, 1951 2,861,521 Vito et al. Nov. 25, 1958- v FOREIGN PATENTS 748,676 France Apr. 25,1933

311,016 Germany Feb.'21, 1919 323,155 Germany -2- Oct. 23, 1920'. 1571,297 Germany Apr. 7, 1933 576,282 Germany May 12, 1933 622,014 Germany Nov. 18, 1935 162,617 Australia Apr. 28, 1955 1 1,614 .Great Britain Jan. 21, 1914.

Great Britain Nov. 26,

Claims (1)

1. IN THE ART OF PERFORMING A BALLASTING OPERATION ON A SECTION OF RAILROAD TRACK BY MOVING ALONG THE ROADBED AN UNDER-TRACK BALLAST HANDLING DEVICE OF THE TYPE CONSTRUCTED TO PASS BENEATH THE TIES WHILE RESTING ON SAID ROADBED AND TO YIELD A LEVELLED ROADBED EXTENDING BEYOND THE ENDS OF THE TIES, SAID DEVICE ELEVATING A SPAN OF SAID TRACK WITH A FORWARD PORTION OF SAID ELEVATED SPAN IMMEDIATELY IN ADVANCE OF SAID DEVICE SLOPING UPWARDLY THERETO FROM THE UNWORKED ROADBED AND A REARWARD PORTION OF SAID ELEVATED SPAN IMMEDIATELY IN THE REAR OF SAID DEVICE SLOPING DOWNWARDLY AWAY THEREFROM TOWARDS THE LEVELLED ROADBED, THE IMPROVEMENT WHICH COMPRISES THE STEPS OF: (I) POSITIONING TRACK ALIGNMENT APPARATUS ON THE TRACK ABOVE AND REARWARDLY OF SAID UNDER-TRACK DEVICE, SAID APPARATUS COMPRISING A RIGID ELONGATED BOOM, A FRONT CART PIVOTALLY CONNECTED TO SAID BOOM, A REAR CAR PIVOTALLY CONNECTED TO A PART OF SAID BOOM REMOTE FROM SAID FIRST CART, SAID CARTS HAVING RAIL ENGAGING WHEELS FOR SUPPORTING SAID APPARATUS ON THE TRACK RAILS FOR TRAVEL THEREALONG, AND A LINER HEAD ASSEMBLY MOUNTED ON SAID BOOM INTERMEDIATE SAID FRONT AND REAR CARTS FOR MOVEMENT RELATIVE TO SAID BOOM TRANSVERSELY OF THE LONGITUDINAL EXTEND THEREOF, SAID ASSEMBLY INCLUDING RAIL ENGAGING MEANS POSITIONED TO BEAR AGAINST A VERTICAL SURFACE OF EACH RAIL TO EXERT A TRANSVERSE, TRACK ALIGNING FORCE THEREON, (II) SO COUPLING SAID TRACK ALIGNMENT APPARATUS TO SAID UNDER-TRACK DEVICE FOR TRAVEL THEREWITH THAT SAID FRONT CAR IS POSITIONED ON SAID ELEVATED SPAN GENERALLY ABOVE SAID UNDER-TRACK DEVICE, SAID REAR CART IS POSITIONED ON AN UNELEVATED PORTION OF SAID TRACK LYING REARWARDLY OF SAID REARWARD ELEVATED SPAN PORTON, AND SAID LINER HEAD ASSEMBLY IS POSITIONED TO ENGAGE THE RAILS OF SAID TRACK AT APOSITION IN SAID REARWARD ELEVATED SPAN PORTION, AND (III) CONTROLLING THE TRANSVERSE POSITION OF SAID LINER HEAD ASSEMBLY RELATIVE TO SAID BOOM WHEREBY EXERT TRANSVERSE ALIGNING FORCES ON SAID REARWARD ELEVATED SPAN PORTIONS TO ALIGN THE SAME WITH SAID UNELEVATED PORTION OF THE TRACK AS SAID ELEVATED SPAN PORTION IS LOWERED INTO POSITION RESTING ON SAID LEVELLED ROADBED.

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