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Патент USA US3069697

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Dec. 25, 1962
J. A. FULHAM
3,069,687
APPARATUS FOR REINFORCING cRossTIEs
Filed Aug. 15, 1961
6 Sheets-Sheet 1
/
INVENTOR,
c/o//A/ Ä. FUL HAM
BY
54%», im
Dec. 25, 1962
J. A. FULHAM
3,069,687
APPARATUS FOR REINFORCING CROSSTIES
Filed Aug. l5, 1961
6 Sheets-Sheet 2
Z.
i
/24
INVENTOR.
Jax/N ,4. fum/1M
Dec. 25, 1962
J. A. FULHAM
3,069,687
APPARATUS FOR REINFORCING cRossTIEs
Filed Aug. 15», 1961
6 Sheets-Sheet y3
1NVENTOR.
à
ww.
c/o/M/ f4, fam/4M
BY
' ¿M
wrom/Ens'
Dec. 25, 1962
J. A. FULHAM
3,069,68 7
APPARATUS FOR REINFORCLNG cRoss'?IEs
Filed Aug. 15, 1961
6 Sheets-Sheet 4
INVENTOR.
L/o//fv Á fUL?/AM
54%», «ffm
ÃTTORNEYS
Dec. 25, 1962
J. A. FULHAM
3,069,687
APPARATUS FOR REINFORCING cRossTIEs
Filed Aug. l5, 1961
6 Sheets-Sheet 5
Dec. 25, 1962
J. A. FULHAM
3,059,687
APPARATUS FOR REINFORCING CROSSTIES
Filed Aug. l5, 1961
6 Sheets-Sheet 6
2304
TAN/4
1N VENTOR
~
@um A
Q/o/fw Á . fz/L HAM
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i
Arrow/fas
United States 1arent @hase
3,039,587
Patented Dec. 25, i962
2
tie to reinforce the tie, the pins being embedded offset
amasar
APPARATUS ‘FÜR REINFÜRCING CRÜSSTIES
.lohn A. Fulham, 484 May St., Jacksonville 4, Fla.
Filed Aug. 15, 1963i, Ser. N0. 131,538
9 Claims. (Cl. 1---302)
from one another and in generally inclined directions
in the tie which more or less extend from the opposite
This invention relates to railway crossties, their rein
forcement with dowel pins and apparatus for reinforcing
such crossties without removing the ties from the railway
the usual type employed for dowelling railway ties and
intrack positions.
the appended claims. The invention itself, however, both
upper side edges of the tie toward the lower opposite
side edges of the tie. The dowel pins employed are of
may be slightly longer or larger in diameter when de
sired to take advantage of the greater dimensions en
countered in the transverse diagonal directions of the tie.
road bed.
10
The novel features which are believed to be character
A general object is to provide an apparatus for rein
istic
of this invention are set forth with particularity in
forcing crossties of a railway when the ties are in their
as to its organization and method of operation, together
Crossties become split and cracked in use and require
reinforcing in order to obtain the full useful life from lo with further objects and advantages thereof, may best
be understood by reference to the fol'owing description
the tie. They are usually reinforced by inserting dowel
taken in connection with the accompanying drawings, in
pins in the ties and in most cases this is done at the ends
which:
of the ties because most of the cracks and splits originate
FIGURE l is a top View of the rear portion of a self~
thereat and work inward during subsequent use, thereby
propelled railed vehicle embodying concepts of the in
materially shortening the useful life of the tie.
20 vention and shows a crosstie dowelling apparatus in work
Some railway companies insert the dowel pins in the
ing position at one side of a railway, certain parts being
new ties as .a precautionary preventative maintenance
broken away to facilitate an understanding of other parts
included in the apparatus.
FIGURE 2 is a side view of the crosstie dowelling
extensive damage thereto.
25
apparatus as shown in the working position of FIGURE
In the latter case, it is necessary to remove the ties
1 and includes a transverse elevational sectional view
from the road bed, make the necessary repairs and
through the turntable mechanism thereof generally along
thereafter once again place the ties in the railway road
the lines 2-2 of FIGURE 1.
bed. They are removed from the road bed because it
FIGURE 3 is a sectional view of the dowelling appara~
has been thought necessary to insert the dowel pins
tus generally along the lines 3~3 of FIGURE l with
horizontally through the end portions of the tie, and
certain parts broken away.
equipment has never been known which could carry out
FIGURE 4 is a front view of the dowelling apparatus
the necessary drilling and ramming operations associated
shown in the working position of FIGURE 1 with certain
with dowelling a tie, between the adjacent ties while the
parts broken away and removed to facilitate an under
ties are in their intrack position. This, of course, has
standing of the arrangement of certain parts of the dowel
led to the costly procedure of removing the tie from the
pin ramrning mechanism of the apparatus.
road bed to elfect the repairs.
measure whereas others await the origination of the
cracks and splits and then reinforce the ties prior to
FIGURE 5 is a side elevational View of the front por
tion of the tailed vehicle on a diminished scale.
FIGURE 6 is a perspective fragmentary view of a
and the ties effectively repaired with dowel pins without 40
portion of a tie clamping device of the apparatus show
the need for inserting the dowel pins horizontally through
ing a ballast scooping attachment therefor.
I have found that the cracks and splits can be eifec
tively closed while the ties are in their intrack position
the ties. I accomplish this by inserting the dowel pins
diagonally through the tie while the tie is being clamped
to close the wood separations.
FIGURE 7 is a sectional view along the lines 7~7
of FIGURE 3 illustrating a portion of the means provided
The ties reinforced by
for mounting the drills of the dowelling apparatus.
FIGURE 8 is a schematic drawing illustrating the
control mechanism for operating the various hydraulically
operated components of the dowelling apparatus.
the diagonally extending pins are stronger than those
previously reinforced because of the ability to use dowel
pins of greater length and diameter when desired and
because they have a greater resistance to the formation
of vertical cracks which develop from the wedging action
of the rail splits.
50
One object of the invention is to provide a new method
of reinforcing railway crossties.
Another object is to provide reinforced crossties which
utilize dowel pins for their reinforcement.
Another object is to provide an apparatus which is
capable of operation on a crosstie in its intrack position
to close wood separations in the end portions of the ties,
FIGURE 9 is a fragmentary view of certain com-`
ponents used for aligning the rams.
i
FIGURE 10 is a fragmentary top View of the ram
heads in working position.
FIGURE 11 is a fragmentary view of a dowel pin
commonly employed for dowelling the ties and which
is useful in reinforcing the ties in accord with the
invention.
GENERAL
drill the dowel pin holes in the end portion of the tie
With reference to the drawings, the self-propelled
and press the dowel pins into the holes all in the limited
railed vehicle is generally illustrated in the drawings as 1
area available in the railway between the rail and the 60 and carries a crosstie dowelling apparatus designated
ends of the ties.
generally at 2. The dowelling apparatus is mounted on
Another object is to provide an apparatus which is
the vehicle by means of a turntable mechanism 3 and
capable of fulfilling the last mentioned object without
includes a horizontally and vertically moveable carriage
regard for the size of the tie and the usual changes in
assembly 4 which is mounted at its rear end on and rotat
tie spacing in different railways.
Another object is to provide a self-propelled tie dowel»
65 able with the frame 4t) of the turntable mechanism 3.
The carriage assembly 4 has a plate frame 6 between the
plates 7 and 8 of whi‘h is mounted a ballast scooping
and tie clamping mechanism 9 and on the forward face
of which is mounted components of a drilling mechanism
the latter are in their intrack position.
70 itl. The plate frame 6 in turn supports an auxiliary or
In accord with certain aspects of the invention, a pair
secondary carriage 75 at the front end of the assembly 4
of dowel pins is embedded in each of the ends of the
that includes another plate frame 11 and on which a
ling apparatus carriage which eliminates the need forl
separately mounted dowelling apparatus to accomplish
the dowelling operation at both ends of the ties While
aoeaesv
È,
.
by a nut 49 which threadedly engages the stern 47 and
dowel ramming mechanism 1.7. is mounted. The auxiliary
frame 11 is moveable toward and away from the plate
bears upwardly against another plate 50 through which
the stem passes. Plate 50 extends transversely across the
space 51 and between beams 35 and 36 and is welded
to the bottom lianges of the beams.
frame 6 and carries the control valves 13 for the oper
ation of the various hydraulically operated components of
the dowelling apparatus 2.
The rigid turntable frame 4t) is provided with a center
ing sleeve 52 which is rotatable with the frame 4t) and
which snugly surrounds the fixed sleeve 43 of the retain
ing assembly above flange 44. The top of frame sleeve
lar rigid frame 18 which is horizontally disposed above
the rails of the railway and supported on flanged driven 10 52 is disposed spacedly below the head 53 of center pin
47 so as to permit a small cylindrical thrust bearing 54
wheels 1.4 at the front end 15 and on'flanged rail follow
to be interpositioned between the center pin head y53 and
ing wheels 16 at the rear'end 17 of the vehicle. The
the upper end of the sleeve 52. Bearing 54 absorbs any
frame 13 includes side forming beam members 19 and
upward thrust from the frame 40 caused during the
20 which are rigidly interconnected and maintained in
parallel by transversely extending cross end members 21 15 working of the mechanisms of the dowelling apparatus.
The load bearing components of the ñat horizontally
and 22.
disposed turntable frame 40 include a rigid square inner
As seen in FIGURE 5, the front portion 23 of the
frame portion 55 and a rigid square outer frame p0r
frame 18 is elevated above the rear portion Z4 and has
THE VEHICLE
The vehicle 1 has an elongated generallyj'ñat rectangu
a diesel motor 25 suitably mounted thereon.
tion 56 which are aligned symmetrically one within the
Motor 2.5
other and in symmetrically axial alignment with and
radially outwardly of sleeve element 52. The opposite
is drivingly coupled to a fluid pump 26 that is mounted
on a rigid transversely situated plate 27 which is welded
to the top lflanges of the side forming members 19 and
2l).
and parallel end forming members 57 and 58 of the inner
frame portion 55 have integral extensions 59 at their
opposite ends which are rigidly secured to the opposite
Plate 7 serves as a platform from which the motor
25 and other components of the vehicle drive assembly 2S
25
are controlled.
'The front portion 23 of the frame 18 also carries a
hydraulic motor 29 between the side members 19 and
20. Motor 29 is driven by pressurized ñuid supplied by
and parallel side forming members 6d and 61 of the
outer frame portion 56 thereby rigidly connecting the
respective portions with the adjacent side and end mem
bers of the frame portions in parallel, as illustrated by
end member 57 of the inner frame portion 55 and
The 30 parallel end member 62 of the outer frame portion 56.
pump 26 and is drivingly connected to driven wheels 14
through a clutch and transmission mechanism 30.
motor 29 is supported between the members 19 and 2t)
on an underslung frame 31 which is suspended from
the undersides of side members 19 and 2t». Frame 31
includes a transversely extending plate 32 which is welded
to longitudinally extending channel members that are
secured to the undersides of the side members 19 and
20 between the rear portion Z4 of the frame 1S and the
axel housing 34 for the drive Wheels 14, only one of the
members, namely member 33, being shown in FIGURE 5.
As best illustrated in FIGURES l and 2, sleeve 52
is joined to the framing members of the inner frame 55
by means of radially extending bars 63 which link and
are ñxed to the sleeve 52. and to the insides of the
corners 64' of the square inner frame portion 55 as by
welding.
v_
l
_
Each of the side and end ‘forming members of the outer
frrme porîion 56 are disposed above andI offset outwardly
of the track 38 as shown by end member 62 in FIG
As best shown in FIGURE l, the rear portion 24 of in URE 2. The middle portions of the adjacent parallel
side or end forming members of the inner frame portion
55 are otiset inwardly of the track as illustrated by end
member 57. This enables the mounting of four rollers
39 between the inner and outer frame portions. Thus,
rol‘er 65’ is mounted midway between the ends of the
adjacent parallel members 57 and 62 of the inner and
outer portions of the frame and the other three frame
supportfng rollers are similarly mounted.
Outwardly of and in axial alignment with the ñat'cir
and 2 and includes a solid tlat annular track plate mem
ber 37. Member 37 is symmetrically positioned on top 50 cular track plate 37 is an annular turntable track gear
66 which is carried by the turntable frame 40. The gear
of transversely extending beams 35 and 36 between the
is slung beneath the outer frame portion of the turn
side forming members 19 and 20 of the vehicle and is
table frame and is secured to cach of the side and end
welded to the cross beams 35 and 36. Annular member
members of the outer frame, as illustrated by reference
37 is provided with a downwardly and outwardly beveled
to end member 62. As shown, spacer blocks, such as
peripheral upper face portion 38 which functions as track
block 67, are welded on the bottrm ñanges such as flange
for the rollers 39 on which the frame 4t) of the turntable
68 of end member 62 and the gear is welded to the bot
mechanism is mounted and rotatable.
tom of the blocks.
The rollers 39 are tapered to 'conform to the contour
As shown in FIGURE l, a ñuid motor 69 is mounted
of the track 33 and rest on the beveled portion 38 of
the track plate 37. The frame 46 is rotatable about an 60 on the rear face of a cross beam 76 of the vehicle frame.
the vehicle frame 18 is provided with a pair of trans
versely extending l beams 35 and 36 which are suitably
spaced longitudinally of the vehicle frame 18 for sup
porting the turntable mechanism 3. Beams 35 and 36 are
rigidly connected to the side beams 19 and 2t?.
THE TURNTABLE MECHANISM
The turntable mechanism is best shown in FIGURES l
upright frame retaining assembly 41 which is disposed
Beam 70 extends between and- is connected to side mem'
axially within the annular portion 42 of the plate mem
ber 37. The retaining assembly 41 prevents horizontal
radial movement of the frame 46 relative to the track
wardly of the turntable ge^r. The motor 70 has an at
tached gear mechanism 71 that includes a pinion 72
plate 37 and includes a hollow sleeve 43 which is pro
vided with a radially extending lower flange portion 44
and a center pin element 45. The ílange portion 44
of sleeve 43 is rigidly mounted on a rest plate 46 that
is securely ñxed on top of and extends between cross
bers 19 and 26 of the vehicle and is suitably disposed for
65 whiïh is driven by the motor.
Pinion 72 is horizontally
aligned w'th and drivingly engages the gear 66 to lrotate
the turntable frame 4@ on the track plate 3'7.
THE CARRIAGE ASSEMBLY
The carriage assembly 4 includes a horizontally move
beams 35 and 36 within the annular portion 42 of the 79
able carriage frame 73 at the rear of the assembly 4 which
track plate 37 with the sleeve portion upright. Pin 45
is mounted on the turntable frame 4t) and a vertically
snugly lits within the ñxed sleeve 43 and the stem 47
moveable carriage 'i4 which is suspended from the front
of the pin 45 passes through a suitable opening 48 in
end of frame 73. Carriage 74 has a narrow upright plate
the rest plate 46, thence downwardly between the cross
beams 35 and 36, and is secured beneath the cross beams 75 frame 6 which is adapted for transverse placement` on
spencer
5
a crossîie and on which is mounted an auxiliary carriage
75' that is designed for movement of the ramming mecha
nism 12 into operative position for pressing the dowel
pins into the ties.
The horizontal carriage frame 73 is a generally elon
ga‘ed dat horizontally disposed structure that carries the
rail guides 64 and 65 for the vertical carriage 74 and
Each of the rails 90 and 91 is disposed in parallel juxta
position to the ñanges 79 of one of the rail guides 85 and
86 and is provided with a pair of rollers 76 which are car
ried on the outside of the rail between the llanges of the
adjacent rail guide. The rollers are suitably spaced lon
gitudinally of the rail to support the frame between the
guides as the carriage frame is moved back and forth
is suspended on rollersl 76 between a pair of horizontal
by cylinder 84. The rollers 76 bearingly cooperate with
rail guides 85 and 86 that are rigidly mounted on the
the flanges 79 in supporting the load of the carriage and
upper face 7S of the turntable frame 4b.
10 its associated apparatus, and the upper flanges of the
As seen in FIGURES 1 and 4 the rail guides S5 and
guides prevent the carriage frame 73 from tilting under
86 are elongaied U-shaped channel members which are
the load supported thereon.
arranged atop the turntable f ame 49 in horizontal paral
The rails of the carriage are of suñicient length to facili
lel spaced relationship with their flanges 79 extending in
wardly of the side members 6l) and 6l of the turntable 15 tate the proper placement and working of the various com
ponents of dowelling apparatus 2 hereinafter described.
frame 40. Each of the rail guides 85 and 86 is disposed
The vertically moveable carriage component 74 of the
above and offset inwardly of a respective side member of
carriage assembly 4 is pivotally mounted at the front end
the cuter frame portion 56 of the turntable frame 4t?
of the horizontal carriage frame 73 and is retained in an
and spans the top of the frame transversely of the lateral
upright
position by a pair of adjustable turnbuckle mech
extenslons 59 of end members 57 and
of the inner 20
anisms 115 and 116 which are mounted in the horizontal
frame portion 55 thzrcof. The rail guides 85 and S6
carriage frame and connect with the vertical carriage
extend outwardly of and above the respective end mem
guide components 64 and 65.
bers 62 and Sil of the turntable frame and terminate in
.The carriage guide components 64 and 65 of the as
wardly of the side extremities of the vehicle when the
sembly 4 are U-shaped channels, which are pivotally
turntable is in the position shown in FIGURE l.
25 connected to the front ends of the horizontal rails 91)
The rail guides 85 and S6 are joined and braced at the
and 91 with the lianges 105 of the channels extending in
rear ends of the guide components by an interconnecting
wardly of the rails in a manner similar to the rail guides
rig'd end plate S2. which joins the guides and is welded'
85 and 86 of the horizontal carriage frame 73. As shown
to the respacíive components 85 and 86. Plate 82 is
in
FIGURES 1 and 2, vertical rail guide 64 is connected
provided with a pair of inwardly extending ears 83, in
to rail 90 of the horizontal carriage frame 73 by means
termediate its ends for mounting the horizontal carriage
of a pivot pin 106 which passes through the end 94 of
cylinder 84 of the carriage assembly. The cylinder 84
is positimed between the respective rail guides S5 and '
S6 with the piston arm end extending7 inwardly of end
plate 82 and has an eye component 103 at one end which
is inte‘ posed between the ears 83 and connected thereto
by -pivot pin 1114.
Slung beneath the overhanging rear end portion 87 of
the rail guides 85 and 86 is a counter weight 3S which
is des'gned to balance the weight of the apparatus carried
at the front end of the carriage frame 73. Counter
weight S3 is affixed to the rail guides 85 and 86 and is
disposed outwardly of end member 31B of the turntable
frame 413 and above the ring gear 66 so as not to inter
fere with the movement of the turntable mechanism.
The guides have a front portion which extends for
wardly of the turntable frame 49. However, the front
ends of the rail guides are open so as to accommodate the
rail 9€? and through the ñange interconnecting web of the
guide 64. Guide rail forming channel 65 is similarly
connected by means of pivot pin 1118, and the respective
channels are maintained in parallel by means of trans
versely extending top and bottom cross braces 109 (FIG
URES 2 and 3 )and 110 (FIGURE l) which are affixed
to the guides.
.
Brace 109 is a ñat plate which extends transversely of
and between the guide rails 64 and 65 and is secured at
the top of the rails as by welding, to the front ñanges 111
of the respective guides 64 and 65. Brace 109 is provided
with a pair of horizontally spaced and forwardly extend
ing ears 112 for purposes of mounting the vertical cylin
der 113.
The lower portions of the guides 64 and 65 extendV
downwardly from their pivotally connections with the
horizontal carriage and are interconnected by a trans
movement of the horizontal carriage frame 73.
extending brace 110 which is arranged between
The carriage frame 73 includes a pair of solid side 50 versely
the rear ñanges of the guides and secured to the ñanges:
forming bar members 90 and 91 which are maintained
by welding.
in parallel at their front ends by a suitable interconnect
The guides 64 and 65 are maintained in the vertical
ing brace 92 that extends transversely between and is
position shown in FIGURE 2 when the dowelling appara
suitab‘y welded to the inside fa”es of the rails 99 and 91.
tus is being employed by means of the turnbuckle mech
Brace 92 is offset rearwardly of the vertical rail guides
anisms 115 and 116 previously referred to.
6d and 65 which are carried at the front of the horizontal
To facilitate the mounting of the turnbuckle mecha
carriage frame so as to accommodate the connection of
nisms on the horizontal carriage frame, and to further.
the vertical guides 641 and 65 to the front ends 94 and
brace the rails in spaced relationship, the frame 73 is pro
95 of horizontal rails 96 and 91, and to enable the guides
to be tilted toward the horizontal carriage when desired. 60 vided with a transversely extending ñat cross brace 117
that is disposed on top of the rails 90 and 91 spacedly
In addition to brace 92, the rails 90 and 91 of the
rearwardly of the vertical rail guides 64 and 65. A pair
carriage frame 73 are also braced by another intercon
of upstanding ears 118 is provided at each end of the
necting carriage frame member 96. Brace 96 intercon
cross brace 117 and is welded to the brace for attaching
nects and is welded to the rails 91) and 91 forwardly of
the turnbuckle mechanisms 115 and 116 to the horizontal
their rear ends, 97 and 98, and is positioned sutïiciently 65 carriage
frame 73.
forward‘y of the rail ends. to accommodate the disposi
The
elongate
turnbuckle mechanisms 115 and 116 as
tion of the carriage cylinder 84 between the brace mem
illustrated in FIGURE 2 by reference to mechanism 115,
ber 96 and the guide connecting end plate 32 when the
are pivotally connected at their lower ends by means of
carriage frame 73 is fully drawn into the rail guides.
a pivot pin 119 which passes through the lower end of the
Member 96 is p“ovided with a pair of ears 99 on its
70 mechanism and through the ears 118 that are mounted on
rear face, as sho-wn in FIGURE 1, for connecting the
the brace 117. The mechanisms 115 and 116 extend for
end eye component of the piston arm 113@ of the cylinder
wardly of their carriage connections inclined upwardly
84 to the carriage frame 73. This is accomplished by
and at the upper ends are connected to the vertical rail
means of a pivot pin 101 which passes through the ears
guides, such as guide 64 by means of another pin 120
99 and through the intervening eye component 1112.
75 which passes through the end of the mechanism and a
sheaves?
7
spaced rollers 151 which are rotatably mounted on the
rearwardly extending lug 121 that is welded to the rear
ñange of the rail at a point roughly intermediate to the
upper endv of the rail and its pivotal connectionv with the
horizontal carriage rail.>
guide side of the rail flange `between the ñanges 1115 of
the guide rail, whereby the carriage is restrained in its
horizontal movement relative to the rail guides.
The plate frame 6 is suspended from the upper cross
brace 1119 for the rail guides 64 and 65 by means of de
'
The drilling and tie clamping mechanisms 9 and 10 are.
mounted on a rigid narrow upright frame portion 6 of the
vertical carriage 74 as is the auxiliary carriage assembly
75 on which the rarnming mechanism 12 is mounted.
Therfrarne 6 is adapted to be arranged transversely of the
tie’122 to be dowelled and to rest upon the upper face of
the tie between> the tie end 124. and the rail plate 125 as
shown in FIGURE 2.
pending vertical carriage cylinder 113 which is connected
to the brace 1119 by means of a pivot pin 152 which ex~
tends through ears 112 and the eye component 153 that
is secured to the upper end of the cylinder. Cyiinder
113 is disposed intermediate the sides 136 and 137 of
the frame 6 and generally above the frame. rEhe piston
arm 154 is pivotally connected to the frame 6 through a
It is suñîciently narrow to accom»
modate the working of the drilling and ramming mecha
nisms outwardly of the front plate 7 of the frame 6 when
thus arranged.
’
small elongated horizontally disposed plate 155 which is
15 welded to the front and rear plates 7 and il of the
frame 6 beneath the open top portion 133 of the frame,
about .midway between the top and the bottom of the
frame. Plate 155 is provided with a pair of affixed up
The frame 6 includes, in addition to the front upright
plate member 7, a correspondingly similar upright rear
plate 8 which is spaced rearwardly of and disposed in
parallel to the front plate 7. The frame is provided with
a small rest plate 126 at the bottom which. extends be
tween the plates of the frame and is affixed to the bottom
edges of the respective plates 7 and 8 intermediate the
standing spa-ced ears 156 and the connection is made
20 with the piston arm 154 by means of a pivot pin 15S
lower side edge portions 127 and 12S of the frame. Plate
126 is adapted to rest on the upper face of the tie 122 when`
the drilling. and Vramming mechanisms are being operated
and isfof sufficient size as. to not interfere with the op
eration of the depending arms of the clamping mechanism
that are disposed outwardly thereof and adapted to en
gage. the opposite sides of the plate 126.
` The upright frame 6 is disposed generally oifset for
wardly of and in parallel with the general plane of the
rail guides 64 and 65 for thecarriage 74 and the lower
portion 129 of the frame extends laterally of the rail
guides toward the sides of the carriage assembly 4. Each
of the opposite lower lateral extensions 130 and 131 of
the frame 6 are provided with a transversely extending
open ended sleeve as illustrated by sleeves 132 and 133,
which is alîixed to and passes through the front and back
plates 7 and 8 of the frame 6'. In each of thel sleeves 132
and 133 is rigidly mounted a forwardly extending solid
shaft componentof the auxiliary carriage 75, as illustrated»
by parallel horizontal shafts 134 and 135.
which passes through the ears 156 and through the ir1«
tervening eye component 157 of the piston ‘arm as shown
in FIGURE 2. The gusset plates 139 and 140 are suit
ably spaced laterally of the cylinder to enable passage of
the piston arm 154 of the cylinder through the opening
-between the plates 7 and 8 to permit also the passage of
the lower end of the cylinder between the plates when
thercarriage is fully drawn up in rail guides.
The auxiliary frame 11 is slidably mounted on the
parallel shafts 134 and 135.
The shafts are of suñlcient
length to enable the movement of the frame 11 toward
and away from frame 6, to accommodate the working
of the drilling mechanisms between the respective frames.
The shafts are joined at their outer ends by a transversely
extending cross plate 159 which is welded to the ends and
on which is mounted a bracket 1611 to which the oper
ator’s seat 161 is pivotally connected.
The auxiliary frame 11 of the auxiliary carriage as
sembly 75 includes a pair of elongated transversely ex*
tending upright plate members 1692 and 163 which are
spaced at the bottom of the frame 11 by a pair of fixed
sleeves 164 and 165 which are welded to the plates 162
4and 163 in axial alignment with the respective frame
:supporting shafts 134 and 135. The sleeves 164 and
and 138 of the frame 6 taper upwardly and inwardly to
165 of the frame 11 are slidable on the respective shafts
the open top portion 138 of the frame 6. Portion 138 is 45 134 and 135 to enable the frame to be moved back and
Above the lateral extensions 130 and 131 the sides 137
generally disposed forwardly of and between rail guides
forth on the shafts.
64 and 65 as shown in FIGURE 4. The tapered side por
The bottom of the frame 11 is open and the lower
tions 143 and 144 are open between the plates 7 and 8
edges of the plates 162 and 163 are in the same horizon
to accommodate the mounting and working of certain
tal plane as the bottom edges of the plate members '7
components of the drilling mechanism 10 as described 50 and 8 of head frame 6. The plates 162 and 163 are spacedV
at the top by a transversely extending control deck 166
The upper portion 145 of the frame 6 is provided with
which is íixed to the parallel plates 162 and 163 at the
a_ pair of plate spacing upright and parallel frame and rail
top of the frame, as shown in FIGURE 2. The deck pro
reinforcing gusset plates 139 and 14€) which `connect and
hereinafter.
"
"
'
extend downwardly between the back and front plates “7
ands, of the frame 6. The gusset plates are arranged at
opposite sides of the open top portion 135 of the frame
6,_ andy terminate spacedly below the top edges of the
plates 7 and 8 a suitable distance .
Each of the gusset
]lelcts slightly outwardly of the front face 167 of the frame
The auxiliary frame 11 and plate frame 6 are intercon
nected by a hydraulic cylinder 16d which is adapted
to move the frame 11 back and forth on shafts 134 and
to move the ramming mechanism out of and into
plates is rigidly connected to the front and back plates 60 135
working position. The cylinder 168 is pivotally con
7 and 8 of the frame 6 andV is provided with an upper
nected at one end as at 169 (FIGURE 3) to the inside
extension, such as extensions 141 and 142, which pro#
face of pla-te 8 immediately above rest plate 126'. It
jects above the plates 7 and S. These extensions 141
extends forwardly of the pivotal connection 169 through
and 142 are respectively aligned with the adjacent front
a suitable opening 1 2 in plate 7 and the piston arm 171
flanges 146 of the upright and parallel vertical rails 147
of the cylinder is pivotally connected to the inside face
and 148 and are welded thereto.
The rails 147 and 148 are L-shaped channel members
of plate 162 of the auxiliary frame 11, as at 170. An~
other suitable opening 174 is provided in the rear plate
163 of the auxiliary frame 11 to accommodate the arm
as well as the portion of the cylinder which extends
forwardly of plate 7 when the arm 171 is retracted and
1750 extending rearwardly of the back plate between the
plate 163 is drawn into close proximity with plate 7.
rail guides 64 and 65. As shown in FIGURE l, the re
The auxiliary frame 11 is also provided with a hori
spective rearwardly extending flanges 15G of the rails 147
zontally disposed foot rest 175 which is mounted on the
and 148 are disposed adjacent to a respective rail guide
64 and 65 and carries a pair (FIGURE 2) of suitably 75 outer face 167 of plate 162 beneath the shafts 134 and
which are mounted upright and in parallel against the
back of plate 8 with one of their flanges 146 extending
inwardly toward the other rail and with the other flange
9
135.
6,665,681
1t)
The shafts extend over the foot rest 175 when
.
jaw plate 204 by screws 207. The attachment has a tie
the auxiliary frame 11 is drawn rearwardly toward plate
engaging flange 208 through which clamping pressure
is applied forwardly of the jaw plate. 'll`he attachment
frame 6.
As shown in FIGURE 2, the seat 16'1 is mounted for
wardly of frame 11 on a pair of elongated equal length
also has a flange portion 209 which extends rearwardly
of the jaw plate 204 and which functions as a b-allast
parallelly outwardly and upwardly inclined seat support
ing members 176 and 177. These members are pivotally
scoop.
For example, when the jaws are positioned to
straddle a tie and the vertical carriage cylinder is ex
tended, the jaws are forced into the road bed ballast.
Thereafter by extending the arm of the horizontal car
connected, as at 179 and 180, at their lower ends to the
bracket 160 that is mounted on member 159 intermedi
ate shafts 134 and 135. The upper ends of the mem
riage cylinder, the carriage assembly and the jaws are
bers 176 and 177 are pivotally connected to the seat as
moved
toward the end of the tie. During this movement,
at 181 and 182. One end of a frame linking arm 178 is
ilange 209 of `attachment 205 shoves the ballast outwardly
pivotally joined as at 181, to member 176 intermediate
of the end of the tie to clear the tie for clamping engage
its ends. The other end of the link 178 is pivotally con
ment
by the jaw. Flange 208 also serves to scoop bal
nected, as at 182, to the face of the plate. Member 177 15
last away from the sides of the tie when the jaws have
is spaced outwardly of member 176 and it is deemed
been driven downwardly into the ballast and the piston
apparent that the seat 161 pivots upwardly and rear
arm 202 is retracted, thus forcing the jaws laterally of
wardly as shown by dotted lines 183 as the frame 11 is
the sides of the tie. It should also be noted that the at
drawn toward frame 6 by cylinder 168. As such when
the auxiliary frame 11 moves rearward on shafts 134 and 20 tachment 205 projects below the bottom edge of the jaw
plate 204 to facilitate the scooping action of the respective
135, the seat 161 is caused to pivot on its mounting and
flanges of the attachment.
move rearwardly and upwardly, being maintained, how
The floating cylinder arrangement enables the arms to .
ever, in parallel by reason of the two arm connections
adjust themselves to the tie when the frame 6 is placed
employed. VThis enables the operator to more closely
observe the ramming action of the ramming mechanism 25 on the tie in slight misalignment therewith.
through the observation holes 184 provided in the front
THE DRILLING MECHANISM
plate member 162 of frame 11, the holes 184 being best
The
drilling
mechanism 10 is composed of a pair of
shown in FIGURE 4.
drill assemblies which may be simultaneously or selec
THE CLAMPING MECHANISM
tively operated to drill diagonally extending holes adja
The clamping mechanism includes a pair of elongated 30 cent the end of the crosstie and which are designated as
210 and 211 in the drawings. The drills 212 and 255
jaw carrying arms 185 `and 186 which are pivotally
of the respective assemblies incline downwardly and in
mounted between the plates 7 and 8 of frame 6 by trans
wardly toward the respective adjacent top side edges 217
versely extending pivot pins 191 and 192. Pins 191 and
and 256 of the tie from the opposite sides of the carriage
192 are mounted at their opposite ends in plates 7 and 8.
The larms 185 and 186 are pivoted generally inter
35 assembly 4 and have axes which are generally perpendicu
mediate their opposite ends and have lower jaw carrying
portions 187 and 188 which depend beneath the frame
6 adjacent to the opposite sides of the rest plate 126 and
lar to the tie and offset longitudinally thereof so as to en
able the drilling of inclined, and preferably substantially
diagonally extending, offset holes 215 and 257 in the
tie as illustrated in FIGURE 3. The drilling components
which are adapted and arranged to straddle the tie 122 to 40
of the respective assemblies are mounted on the front
be dowelled on opposite sides 189 and 190 thereof.
plate 7 of the head frame 6 and are swingably mounted
'Ihe upper portions` 19.3 and 194 of the arms are
in parallel with the plate 6 into and out of their respec
joined through a ñoating horizontally disposed hydraulic
tive Working positions, depicted in FIGURE 3, by means
cylinder 197 and are pivotally connected to the opposite
of hydraulic cylinders 240 and 241. These cylinders are
mounted between the plates 7 and 8 of the head frame
6. But for minor differences mainly pertaining to the
olfset nature of the drills, the assemblies 210 and 211
of the mechanism is such that when the piston arm 202
are substantially identical and symmetrically mounted to
is extended, the upper portions of the arms are caused t0
work at opposite sides of the tie and accordingly will be
move toward the sides of the frame and the lower jaw
carrying portions 187 and 188 of the respective arms 185 50 described most particularly with respect to assembly 211.
The assembly 211 includes a drill 212 composed of a
and 186 swing inwardly on their pivotal connections and
fluid motor 213 and a twist drill 214. The drill is swing
engage the opposite sides of the tie with a vise-like grip
ably mounted on the front plate 7 and is adjustably ar
as shown in FIGURE 3.
ranged and adapted to assume a working position, as
As seen in FIGURE 6, with reference to arm 186, the
lower portion 188 of the arm is offset forwardly of the 55 shown in FIGURE 3, such that its axis extends in a direc
tion which is inclined downwardly and inwardly toward
upper portion 194 to enable the jaw to be disposed closer
the tie to thereby enable the drilling of a hole 215 in the
to the portion of the tie to be dowelled so as to insure the
end portion 216 of the tie 122 that extends perferably in
closure of the cracks and splits in the tie portion 122.
a direction which is generally diagonally from the top
Both jaw carrying arms are similar in this respect.
The jaws 200 and 201 are pivotally mounted at the 60 side edge 217 of the tie 122, adjacent to the assembly
211, to the opposite bottom side edge 218 of the tie. The
respective lower ends of the arms 185 and 186 by pivot
ends of the cylinder 197, as by pivot pins 195 and 192,
the cylinder 197 being disposed in the frame between
auxiliary carriage cylinder 168 and plate 155. The action
pins 198 and 199 so as to be self-aligning with the con
tour of the tie sides and are maintained in general verti
motor 213 is mounted on the back side of a bracket 219
which is slidably mounted on an elongated inwardly and
downwardly inclined straight bar 220 which is square in
cal alignment with the sides 189 and 190 of the tie 122
by means of tension springs such as spring 203. As seen 65 cross section as shown in FIGURE 7. The bar is carried
on the frame 6 outwardly of and in front of the face 167
in FIGURE 6, the spring 203 is connected adjacent the
of the frame plate 7 by means of a swinging arm 233
upper side of the jaw plate in the position shown and
and swinging yoke type member 239. The drill is dis
posed rearwardly of the bar 220, between the bar and
jaw plate generally in vertical alignment with the side 70 the plate 7 and is olfset forwardly of the latter. Its axis
extends outwardly and upwardly thereof to its connec
tion with the arm portion 188 and thus, maintains the
of the tie.
A scooping attachment 205 is provided on each jaw,
which as illustrated with reference to the jaw 200 in
FIGURE 6, is mounted on the forward edge 206 of the 75
is parallel to the bar 220. The movement of the drill
212 on the bar 220 is controlled through actuation of a
hydraulic drill feed cylinder 221 which is slung beneath
the upper end of the bar with its working axis also in
parallel with the bar. A similar drill feed cylinder 221’
‘3,069,687
11
12
is provided for `drill V255 of assembly 210. The outer
end 222 of the bar 220 is provided with a pair of depend
by means of a pivot pin 253 which extends between the
plates and passes through an eye element at the lower
ing ears 223 by means of which the outer end of lthe
cylinder is attached by a pivot pin 224 to the b-ar 220.
The piston arm 225 of the cylinder 221 is pivotally se
cured to the bracket 219 by means of a pivot pin 226
which passes through the end of the piston arm 225 and
through a pair of depending ears 227 that are affixed to
the bottom of the slidable bracket 219. When the piston
inwardly from the vertical as shown in FIGURE 3 and
the piston arm end of the cylinder 241 is connected to
the rear end of link extension 251 by means of pivot pin
252 which connects the end of the p-iston arm with a pair
of depending ears 254 that are formed integral with the
extension 251.
end of the cylinder 241. Cylinder 241 inclines slightly
arm `225 is extended, the drill 212 is forced downwardly 10
on the bar 220 and the tool end 214 of the drill is forced
into the tie 122 and conversely, when the arm 225 is re
tracted the drill is drawn upwardly on the bar to the posi
tion shown in FIGURE 3 with the drill out of tie en
gagement.
Cylinders 236 and 241 provide an adjustable means
for positioning the shoe 228 at the side edge of the tie
and accordingly for positioning the drill in a working
position with its axis inclined downwardly and inwardly
toward the adjacent top side edge of the tie. This ar
15 rangement permits the drilling mechanism to be ern
The bar 220 is connected to arm 233 through an
L-shaped elongated shoe 228 which opens downwardly
ployed `for drilling ties which vary in sizes from one
railway to another.
As lshown in FIGURES l and 3, the drills 255, and 212
inwardly kand is arranged as shown in FIGURES 2
of the assemblies 210 and 211 are offset from one an~
3 to `lit over the adjacent side edge 217 of the tie.
lower end 229 of the bar 220 is welded to the front 20 other and have working positions on opposite sides of the
tie. Drill 255 is offset forwardly of the drill 212, so
23€) of the shoe 228 and the rear end 231 of the
as to enable the drilling of dowel pin holes 215 and 257
shoe 228 is disposed spacedly rearwardly thereof and
which are adjacent and offset from one another and
adjacent `to the front plate 7 of the yframe 6. This end
which incline downwardly from the opposite upper side
231 of the shoe 228 is .pivotally connected as at 232 to
the depending swingable arm 233 of the assembly. rThe 25 edges of the tie 122. Drill 212 is disposed slightly closer
to the face 167 of frame plate 7 than drill 255. This oth
arm 233 extends -upwardly from its pivotal connection
set arrangement is accomplished in the embodiment by
232 with shoe 228, is -oífset from the face 167 of plate
interposing a small blo-ck 258 between the bracket 219
7 and is pivotally connected as at 234 tothe depending
and the mounting plate for motor 213 of drill 212 as
piston arm -23'5 of a shoe adjusting hydraulic cylinder
236. Cylinder 236 is mounted adjacent to the >top of 30 shown in FIGURE 7, whereas a block is not used in
mounting drill 255. rI`he hole 259 in shoe 260 of assem
the frame and on the face 167 of the plate 7 as shown
bly 210 is, of course, similarly offset forwardly to en~
in FIGURE 2. Arm 233 is adapted to swing from the
able the twist drill of drill 255 to register therewith.
piston arm 235 in parallel with the front face 167 of
Shoe adjusting cylinder 236 is common to both assem
the plate 7. The cylinder 236 is pivotally connected at
the top of the plate 7 to a pair of forwardly extending 35 blies 210 and 211 and the arm v261 of assembly 210 is
pivotally connected to 'the piston arm 235 of the cylinder
ears 237 which are welded on the face 167 of the plate
by the same pin 234 used for connecting arm 233 thereto.
intermediate the sides of the frame and adjacent to the
The arm 261, however, is d-isposed on the opposite side
Itop of the frame 6 as shown inFIGURE 3.
of the eye component of the piston arm -235 as shown in
The shoe 223 is provided with an opening 238 between
its opposite ends 230 and 231 and the opening is aligned 40 FIGURE 2. Arm 261, as such, is disposed closer to
plate 7 than arm 233 and, of course, the lower end pivotal
with the axis of the drill 212. The shoe opening 238
connection 262 between the arm 261 and shoe 260 is
serves as a guide for the tw-ist drill 214 when the latter
similarly offset.
is forced in-to the tie to drill the dowel hole 215.
The drills 255 and 212, as Ashown in FIGURE 3, lare
The upper end 222 of the bar 220 is mounted on the
positioned in their respective working positions on oppo
frame 6 by a yoke typeswingably mounted member 239
site ‘sides of the tie. By causing the piston arms of cylin
that is pivotally connected to the hydraulic cylinder 241
ders 24€) and 241 to become extended the drills 255 and
which is mounted between the plates 7 and 8. The
212 of the assemblies can be swung outwardly from their
plates 7 and'S are provided with opposite tapered upper
working position to remote positions generally above
side edge portions 143 and 144 to accommodate the con
nections with the respective cylinders 240 and 241 of the 50 and in front of 'the tapered s-ide portions of the frame 6,
as exempliiied with respect to assembly 210 by the dotted
assemblies 216 and 211 as shown in FIGURE 3. Mem
line position 263. Thus, although the drills 255 and 212
ber 239 is provided with a `pair of elongated downwardly
are mounted on the front plate 7 and perform their func
and outwardly inclined arm elements 242 and 243 which
and
and
The
end
are offset from each other as shown in FIGURE il and
tion adjacent thereto, they are capable of being swung
out of their working positions to remote positions to
are connected by an integrally formed link’244. From
enable the ramming mechanism carrying auxiliary plate
the ends 245 and 246 of the link, elements 242 and 243
frame 11 to be drawn into a >position generally Vbeneath
extend in parallel opposite directions. Element 242 ex
the drills so that the rams can be disposed in working
tends upwardly and inwardly of end 246 of the link 244
positions to press the dowel pins in the drilled holes.
and is disposed adjacent to the front plate 7 of the frame.
It is deemed evident that the degree of inclination of
The upper end of element 242 is pivotally connected on 60
the dowel pin holes drilled by the drills 255 and 212 is
the front face of the plate adjacent the top corner 247
determined by the positions which the drills assume with
of the frame by a pivot pin 248. Element 243 inclines
respect to Ithe tie when the guide shoes are placed on
downwardly ‘and outwardly of the forward end 245 of
the opposite side edges thereof. As such, whether the
link 244 above the bar 220 and is pivotally connected to
the bar. This connection is made by a pivot pin 249 65 holes are truly diagonal or not, in the sense that they
respectively extend from the opposite upper side edges
which passes through the outer end of the element 243
of the tie to the opposite lower side edges, is a matter
and a pair of upstanding ears 25€) that are welded to the
determined primarily by the rectangilar cross sectional
top side of the bar 221i between the end of the bar and
dimensions of the particular tie being dowelled and the
the innermost position of the bracket when the piston
70 working positions assumed by the drills. However, it is
arm of cylinder 221 is fully retracted.
evident that the holes extend in directions which are
The link 244 is provided with an integrally formed
rearward extension 251 which passes over the tapering
upper side edge of the plate 7 and which is pivotally con
nected to cylinder 241 by pivot pin 252. Cylinder 241
is mounted between the plates 7 and 8 of the head frame 75
opposi‘tely inclined and substantially diagonal.
THE RAMM'ING MECHANISM
The rammingtmechanism 12 is best illustrated in FIG
13
3,069,687
URES 4, 9, and 10 and is composed'of a pair of ram
assemblies 264 and 265 and includes oppositely mounted
rams 266 and 267 and ram alignment devices 268 and
269.
The rams are pivotally mounted between the plates
162 and 163 of the auxiliary frame 11 toward the op
posite sides of the frame and are each arranged to press a
dowel pin in one of the diagonal holes 215 and 257 drilled
by the drills 212 and 255 of the drilling mechanism. As
such, the axes of the rams 266 and 267 are maintained by
the alignment devices to converge downwardly and in
wardly of the opposite sides 270 and 271 of the frame and
generally in parallel with the respective axes of the corre
sponding drills 255 and 212 when the latter are in their
working positions as shown in FIGURE 3. The outer ends
272 and 273 of the rams 266 and 267 project outwardly
through the open sides 270 and 271 of the frame 11.
The rams 266 and 267 are so arranged in the frame 11
that when their piston arms 274 and 275 are fully re
tracted and the ram mechanism is in working position
that the heads 276 and 277 of the rams are suñîciently
spaced from the adjacent side edges ‘256 and 217 of the
tie 122 to enable the operator to position dowel pins
between the ram heads and the holes 215 and 257 in
which the pins are to be pressed. The pins are inter
posed between the ram heads and the ties manually
through the openings 184 provided in front plate 162
(FIGURE 4).
_
The assemblies 264 and 265 are substantially identical
slightly rearwardly of the axis of piston arm 275, and
pin 278 is engaged by head 276 of ram 266 slightly for
wardly of the axis of piston arm 274.
`The axis of ram 267 is maintained in its generally
downwardly and inwardly inclined position by alignment
device 269. The device includes a pair of inclined flat
plate members 283 and 284 which extend between and
are welded to the inside faces of frame plates 162 and
163 and which are offset from and located above the
ram cylinder '267. The members are arranged in spaced
parallel relationship to each other and are mounted with
their planes inclining downwardly and inwardly in paral
lel directions with the general axis of the ram 267 as
shown in FIGURE 4. The plates 283 and 284 are inter
connected by a pin 286 which is affixed to the plates 283
and 284 and positioned intermediate of and parallel to
the side plates 162 and 163 of the frame 11. The axis
of pin 286 is disposed generally normal to the axis of
the ram 267 and to the planes of the plates 283 and 284
of the device. An elongated rod element 285 is slidably
connected to and extends generally downwardly and in
wardly from the pin 286 above the cylinder. The rod
287 is slidably mounted on the pin 2876 at its upper end
by means of a snugly fitting integrally formed slidable
eye component 287 of the rod which because of the snug
ñt maintains the rod perpendicular to the pin at all times
even though it is slidable thereon. The eye component
287 is maintained generally intermediate the plates 283
and 284 by means of a pair of pin surrounding com
except that one operates on one side of the tie whereas 30
pression springs 288 and 289 which bear outwardly
the other operates on the other side of the tie, and ac
cordingly, the respective assembly will be described most
particularly with reference to assembly 265, it being
against the adjacent plates 283 and 284 of the device 269
and inwardly against the opposite sides of the rod eye
element 287, as shown in FIGURE 9. As such, the
deemed apparent that assembly 264 is different only to
springs 288 and 289 constantly urge the eye element 287
the extent that it is symmetrically mounted to work from 35
of
the rod into a position such that the rod 285 axis
the opposite side of the tie from assembly 265.
falls more or less midway between the plates 283 and
Ram assembly 265 includes hydraulic ram cylinder
284. The lower end of the rod 285 ñoats between the
267 and an alignment device 269. The cylinder is piv
plates 162 and 163 of the frame 11 and terminates a
otally connected to the frame 11 _adjacent to the piston
suitable distance above the bottom of the frame.
arm end of the cylinder and is carried between plates 40
The ram head 277 is attached to the device 269 by a
163 and 162 of frame 11 on axially aligned and oppo
suitable arm 281 which, at its upper end, is pivotally
sitely extending pivot pins 279 and 280 (FIGURE 2).
mounted, as at 290, to a sleeve 291 which is carried on
Pins 279 and 280 are mounted on opposite sides of the
rod 285. The sleeve is slidably mounted on the rod
cylinder 267 and extend laterally thereof to their ends
285 and adapted to slide back and forth thereon in accord
which are pivotally mounted in the adjacent plates of 45 with
the movement of piston arm 274. The arm 281
the frame 11. The ram 267 accordingly, is adapted to
is rigidly welded to the collar 282 of the ram head and
pivot about the common axis of the pins and in the gen
is adapted to support the ram 267 through its connection
eral plane of the upright frame 6.
with rod 285 in the inclined general working position
The plates 162 and 163 of the frame 11 are so arranged
shown.
in parallel spaced relationship as to be offset outwardly 50
By virtue of the alignment device, the ram head 277
of and above the drilled holes 215 and 257 in the tie
is Igenerally maintained in a pin engaging position and is
when the frame 11 is drawn into pin pressing working
able to move more or less up and down on its pivotal
position above the end position of the tie to be dowelled.
connection to the frame and thereby adjust itself to the
It may be stated at this point that the holes are drilled
in the end portion of the tic and the pins are pressed 55 angle with the horizontal which the pin assumes in being
pressed into the dowel pin hole in the tie.
into the holes without changing the resting position of
The alignment device maintains the head of the ram
frame 6 on the top of the tie and that when the auxiliary
267 in a general working position with its axis extending
frame is fully drawn rearwardly on the shaft 134 and
generally in the direction of the drilled hole 215 so
135, it arrives at the ram working position with the re
that the ram can exert forces on the pin which are sub
spective frames abutting one another.
60 stantially in the direction of the hole as the pin is being
The piston arm end of the ram 267 is provided with
pressed into the hole. However, when the hole drilled
a collared L-shaped ram head 277 which opens down
is somewhat olf parallel with the general working axis of
wardly and inwardly toward the tie for engaging the
the ram, as maintained by the alignment device, the
upper end of the dowel pin.
The rams 266 and 267 are mounted with their axes
device enables the ram to pivot to enable the head to fol
parallel to and intermediate the plates 162 and 163 of 65. low the end of the pin as it presses the pin in the hole.
Thus, if the pin assumes a position in the hole 215 as
they are not offset to accom
it is being pressed into the hole such that the ram head
the axes of the drilled holes
the rams are nevertheless of
moves in the direction of arrow 301, bar 285 is shoved
ends of the dowel pins when
70 in the same general direction by arm 281. This causes
the auxiliary frame is in a working position for the rams.
the bar to slide on pin 286 against the urgings of spring
As seen in FIGURE l0, the heads 276 and 277 of the
288. After the pin is pressed fully into the hole and
rams 266 and 267 extend laterally of their piston arms
as the ram arm 275 is being retracted, spring 288 urges
274 and 275 toward the plates 162 and 163. As such,
the rod toward its central position between plates 283
the pin 278’ is engaged by the head 277 of ram 276 75 and 284 and this causes the ram head, through the raml
the frame 11, and although
modate the offset nature of
215 and 257, the heads of
suñ‘icient size to engage the
3,069,622?
15
connection with the rod, to be urged back into its general
working position again.
It may be stated at this point that the rarn is pivotally
connected to the plates of frame 11 so that its weight
is well balanced on either side of the pivot axis. As
by the pressurized fluid.
To withdraw the arm. 154, the
control valve is disposed in the second position, and the
pump dischange line 303 is thereby connected to the re
turn line 310 and the feed line 309 is thereby connected
to the reservoir return line 304. As such, the piston is
forced upwardly and the arm is retracted. The neutral
position for control valve 311 disconnects the feed and
return lines 309 and 310 from the pump discharge line
303 and line 304 and seals the liquid on the opposite
THE HYDRAULIC SYSTEM
sides of the piston, thus rendering arm 154 stationary.
10
The hydraulic system for actuating the various hydrau
To shift the carriage assembly from one side of the
lically operated units of the dowelling apparatus is sche
railway 93 to the other, the vertical carriage 74 is ele
matically illustrated in FIGURE 8.
vated from the position shown in FIGURE 2 by causing
Briefly, each hydraulic unit is provided with a feed
the piston arm 154 of hydraulic cylinder 113 to be
line and a return line which are controlled in their con
come retracted. This raises the vertical carriage and
nections with the pump 26 and the fluid reservoir 300 15 enables the carriage to be swung over the end portion
through a control valve. The feed lines are collectively
of the vehicle 1 by properly controlling the actuation of
such, the weight carried by rod element 285 is small
when the ram is held in working position thereby.
designated at 301 whereas the lreturn lines are collective
turntable motor 69.
ly designated at 302.
When the frame of the carriage assembly is disposed
Pressurized fluid is supplied by the pump 26 to each of
above the end position of the tie between the adjacent rail
20
the control valves collectively designated at 13 through
and the end of the tie, cylinder 197 of the clamping
a pump discharge line 303 and each control valve directs
the return ñuid from its hydraulically operated unit to
the reservoir return line 304 when the unit is hydraulically
actuated. Return line 304 discharges the fluid in a tank
300 on thek vehicle. The pump draws the ñuid to be
pressurized from the reservoir 300 through line 305.
ì The control valves 13 are of a well-known 3-position
mechanism 9 is controlled to cause the depending jaw
arms to assume a position such that upon lowering the
head frame 6 the jaws will straddle the tie to be dowelled
and will be forced into the ballast of the road bed on
opposite sides of the tie. Thereafter the vertical carriage
cylinder 84 is suitably actuated to force the carriage as
sembly horizontally forward to scoop out the ballast on
the opposite sides of the tie «to be dowelled, This process
pump 26 in line 303 is directed into the feed line 301 30 is repeated until the sides of the tie are cleared of ballast
type.
In one position’the pressurized fluid from the
to the hydraulically actuated unit, and simultaneously
the connection between the return line 302 for the unit
and the reservoir return line 304 is completed. In the
and the jaws can be effectively caused to clamp the tie
without interferenec from the ballast of the road bed.
During the process of clearing the ballast from the sides
second position the pressurized fluid from the pump dis
of the tie, cylinder 197 can be actuated to open the jaws
charge line 303 is directed in the return line 302 for 35 by retracting the arm 202 of cylinder 197. This shoves
the hydraulically actuated unit, and simultaneously the
ballast away from the sides of the tie, and is repeated
feed line 301 for the unit is connected to the reservoir
as Anecessary to clear the sides of the tie alone or together
return line 304. As such, the return and `feed lines „for
with >forward horizontal movement of the frame `6.
the units alternate in their Yfunctions as >fluid Vfeed and
During these operations the flanges 200 and 209 function
return lines in accord with the positions of their asso 40 as ballast scoops.
ciate control valves. The third position is a neutral
position wherein the feed and return lines are discon
Once the ballast is removed from adjacent the sides
of the tie portion to be dowelled, the head frame 6 is
nected from the pump discharge and reservoir lines 303
and 304 and sealed off from each other, whereby the
components of the units are rendered stationary.
The turntable motor 69 is controlled by valve 306.
Pinion 72 is caused to rotate in one direction by manually
manipulating the lever of valve 306 to the ñrst valve
position. This connects the pump discharge line 303
caused by suitable control of hydraulic cylinders S4 and
illustrated by reference to the system for the vertical car
most position shown in FIGURE 2, »the drill assemblies
riage cylinder 113.
210 and 211 are brought into a general working positron
113 to assume ,a position transversely of the tie with the
rest plate 126 positioned inwardly of the end 124 of the
tie122 so as to permit the effective operation of the drilling
and ramming mechanisms on the end portion of the tie.
The rest plate 126 of the frame is disposed on the crosstie
adjacent ,to the rail plate 94 for supporting rail 95 as
with motor feed line 307 and connects motor return line 50 shown in FIGURE 2 and positioned rearwardly of the
308 with reservoir line 304. By manipulating the lever to
end ofthe tie.
'
the second position for the valve 306, the pinion 72
Thereafter the piston arrn_202 of the hydraulic cylinder
rotates in the opposite direction. This position connects
197 of the clamping mechanism is extended to force the
jaws 200 and 201 `into Va vise-like crack and split closing
the motor feed line 307 with reservoir return line 304,
and connects motor return line 308 with pump discharge 55 clamping grip on the opposite sides of the tie and the
grip is maintained throughout the drilling and pin pressing
line 303. In the third position the feed line 307 and
discharge line 308 are disconnected from the reservoir
process. This not only closes _most of the cracks and splits
at the end portion of the tie, but also fixes the frame on
line 304 and pump discharge line 303 and the ñuid is
the tie so that the heads of the rams will thereafter effec
sealed in lines 307 and 308 thereby rendering pinion 72
stationary. Drill motors 213 and 213’ are similarly 60 tively >register with the drilled holes without unnecessary
manipulation of auxiliary carriage.
controlled.
Thereafter, with the auxiliary carriage 75 in its fore
Control of the hydraulic cylinders of the system is
Cylinder 113 has a feed line 309
and a discharge line 310 which are connected to vertical 65 by controlling hydraulic cylinders 240 and 241 to retract
carriage control valve 311 on opposite sides of the cyl
inder piston. By manipulating the lever of the con
trol valve 311 to the ñrst position, pressurized Huid is
directed Ainto feed line 309 and the piston arm 154 of
the hydraulic cylinder 113 is caused to become extended. 70
As the arm 154 becomes extended, the fluid on the arm
their piston arms. The shoes 223 and 260 of the assem
blies are there positioned on the opposite upper side edges
of the tie, as shown in FIGURE 3, by suitably controlling
cylinders 240 and 241 and shoe adjusting cylinder 236.
When the shoes 2,28 and 260 are properly adjusted and
in position, the valves for the drill motors 213 Land 213’
side of the piston is returned through line 310 and is
are controlled to cause the motors to operate and the
directed through the control valve 311 into reservoir re
turn line 304. So long as the ñrst position is maintained,
hydraulic drill feed cylinders 221 and 221' are controlled
to extend their piston arms 225 and 225' thereby forcing
the arrn 1'54 is constantly'being urged out of the cylinder
ih@ twist drills `through their respective openings in the
17
3,069,687
18
drill guide shoes and into the tie. Once the generally
means suspended beneath said frame for closing wood
separations in said end portion, drill means swingably con
diagonal and longitudinally yoffset holes have been drilled,
the drill feed cylinders 221 and 221’ are controlled to
retract their piston arms and to thereby withdraw the
tool ends of the drills from the tie.
nected to the frame and swingable to a working position in
front of said frame from another position remote there
from for drilling a substantially diagonally inclined and
Following the operation of the drills, the hydraulic
out of position so that »the auxiliary frame 11 can be
transversely extending hole in the end portion of said tie,
and dowel pin pressing means for pressing a dowel pin into
said hole, said pressing means being supported by said
frame forwardly of said drill working position and being
and 135 of the auxiliary carriage 75 and into a position
moveable toward the front of said frame into a working
position to press a dowel pin into said hole and further
moveable away from the front of said frame to a posi
cylinders 240 and 241 are controlled to extend their
piston arms and thereby swing »the drills upwardly and
drawn into place.
Frame 11 is then brought rearwardly on the shafts 134
generally beneath the drills 212 and 255 by withdrawing
tion remote from its working position to thereby enable
the piston arm 17-1 of hydraulic carriage cylinder 168.
said drill means to assume its working position between
Thereafter, the operator of the apparatus manually 15 said frame and said pressing means.
inserts dowel pins between the ram heads 276 and 277
and the respective holes and controls the cylinders 266
and 267 to press the dowel pins into the holes.
Following retraction of the piston arm 274 and 275
5. An apparatus for reinforcing a railway crosstie with
out removing the tie from the road bed comprising a ve
hicle for travel on the railway having a turntable mounted
thereon, a vertically and horizontally moveable carriage
of the rams 266 and 267, the pressure on the jaws 200 20 including a narrow upright rigid frame positionable trans
and 201 is reduced by causing piston arm 202 of floating
versely of and on the upper face of the crosstie selectively
cylinder 197 to be retracted, and the vertical carriage
74 is elevated by control of cylinder 113. The process
is then repeated on the opposite side of the tie by swing
ing 'the apparatus to the other side of the vehicle on 25
the turntable.
The dowel pins employed are preferably, as shown in
adjacent to the respective opposite sides of said vehicle
with a portion of the tie in front of the frame, a pair of
jaw carrying arms suspended dependingly from said frame
and arranged to straddle the tie with the jaws adjacent
the opposite sides of the tie, means connected to said
arms for forcing said jaws into clamping engagement with
the sides of said tie, a pair of drills suspended from the
FIGURE ll, of the threaded type commonly employed
for dowelling crossties. Such pins have a low pitch screw
thread, and thread themselves into the holes as they are
Ábeing forced thereinto without the application of any
rotary forces to the pins as they are being forced into
the tie.
From the foregoing it can be seen that the apparatus
is provided with a means for clamping the tie to close
wood separations in the form of cracks and splits at the
end portion of the tie to be dowelled, a means for drilling
inclined transversely directed holes in the tie, as well as
means for pressing the dowel pins into the drilled holes.
While only cer-tain preferred embodiments of this in
vention have been shown and described by way of illus
tration, many modifications will occur to those skilled
in the art and it is, therefore, desired that it be understood
that it is intended in the appended claims to cover all
such modifications as fall Within the true spirit and scope
of this invention.
ends into the tie when the drills are in their respective
working positions, an auxiliary frame supported on and
moveable toward and away from the front of said rigid
frame, means for moving said auxiliary frame toward and
45 away from said rigid frame, a pair of dowel pin rams
mounted on said auxiliary frame with their axes converg
What is claimed as new and what it is desired to secure
ing downwardly and inwardly thereof for pressing dowel
30
frame and swingably disposed in front thereof, said drills
being swingable from opposite remote positions adjacent
the respective opposite sides of said frame to working
positions in which the axes of the drills converge down
wardly and inwardly toward the respective opposite upper
side edges of said tie, means for swingably connecting said
35 drills to said frame including guide means for guiding the
tool ends of the respective drills into the respective side
edges of the tie and means for adjusting said guide means
on said tie and for swinging said drills to and from their
respective working and remote positions, .means carried
40
by said swingably connecting means for forcing the drill
by Letters Patent of the United States is:
pins into the respective holes bored by said drills, said
1. An apparatus for reinforcing a railway crosstie with
taxes being substantially parallel to the axes of the drills
out removing the tie from the road bed of the railway com 50 when the latter are in their working positions.
prising a Ivehicle, drill means for drilling a hole in the
6. In an apparatus for reinforcing a railway crosstie
crosstie between one of its ends tand the adjacent rail
without removing the tie from the road bed the combina
mounted on said tie, and pressing means for pressing a
tion of a drill, means for positioning said drill in a working
dowel pin into the hole, said drilling means and pressing
position with its axis transversely of and extending sub
means being carried by said vehicle.
55 stantially diagonally through the tie, means to force the
2. An apparatus in accord with claim l further com
prising means for clamping the crosstie between said one
end and the 'adjacent rail to close wood separations in
said tie.
3. An apparatus for reinforcing a railway crosstie with co
out removing the tie from the road bed, comprising a
frame, tie clamping means suspended from said frame for
closing wood separations between one end of the tie and
the adjacent rail of the railway, a drill connected to said
frame and operable to drill a substantially transversely 6:La
tool end of said drill into said tie along said axis, a ram
pivotally mounted in a plane gener-ally in parallel with said
axis, and an alignment device connected to said ram
for maintaining the axis of the ram generally in parallel
with the axis of said drill when in said working position.’
7. In an apparatus for reinforcing a railway crosstie
without removing the tie from the road bed, the combina
tion of a drill means for selectively positioning said drill
at opposite sides of a railway, means for positioning said
drill with its axis transverse to and extending substantially
and diagonally inclined hole in said tie, between said end
diagonally through a crosstie mounted on said selectively
and the adjacent rail, and means for pressing ía dowel
positioning means, means carried by said last mentioned
pin into said hole in said tie, said pressing means being
means for inserting and withdrawing the tool end of said
. carried by said frame.
drill in said tie to obtain a hole therein, and means carried
4. An apparatus for reinforcing a railway crosstie with 70 by said selectively positioning means for pressing a dowel
out removing the tie from the road bed comprising a
pin in said hole.
narrow upright frame adapted to be positioned transverse
8. In an apparatus for reinforcing a railway crosstie
ly of and -on the upper face of the tie between one of the
without removing the tie from the road bed the combina
ends of the tie and the rail adjacent thereto with an end
tion of a drill, a guide for the tool end of said drill, means
portion of the tie in front of the frame, tie clamping 75 connected
to the guide for positioning the guide on the
3,069,687
19
tie, and means connected to the drill and to said position
ing means for forcing the tool end of the drill along an
axis which extends transversely to and substantially diag
onally through the tie.
9. In an apparatus for reinforcing a railway crosstie Ur
without removing the tie from the road bed, the combination of a rigid frame, an auxiliary frame mounted on and
moveable toward and away from the rigid frame, a drill
suspended from the rigid frame for drilling a hole in a
crosstie at a working position disposed between Said 10
frames, means for moving said drill from between said
2Q'
frames to a position remote thereto, dowel pin pressing
means mounted on the auxiliary frame for pressing a
dowel pin in the hole, and means for moving said frames
toward and away from each other.
References Cited in the file of this patent
UNITED STATES PATENTS
2,014,892
2,722,248
Graham ______________ __ Sept. 17, 1935
De Anguera __________ _.. Nov. 1, 1955
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