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Publication numberUS2926617 A
Publication typeGrant
Publication dateMar 1, 1960
Filing dateMay 31, 1955
Priority dateMay 31, 1955
Publication numberUS 2926617 A, US 2926617A, US-A-2926617, US2926617 A, US2926617A
InventorsRoyce Kershaw
Original AssigneeKershaw Mfg Company Inc
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Ballast tamping apparatus
US 2926617 A
Abstract  available in
Images(5)
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Claims  available in
Description  (OCR text may contain errors)

March 1, 1960 R. KERSHAW BALLAST TAMPING APPARATUS 5 Sheets-Sheet 1 Filed May 31, 1955 INVENTOR. ROYCE KERSHAW BY W ATTORNEYS March 1, 1960 R. KERSHAW 2,926,617

' BALLAST TAMPING APPARATUS 7 Filed May 31,-1955 5 Sheets-Sheet 2 INVENTOR. I2 OYC E KE BSHAW ATTORNEYS Mai'rdfl, 19 60 R. KERSHAW BALLAST TAMPING APPARATUS 5 Sheets-Sheet 3 Filed May 31, 1955 INVENTOR. RoYcE KERSHAW "W t A TTO R N E Y S R. KERSHAW BALLAST TAMPING APPARATUS March 1, 1960 s Sh eets-Sheet 4 Filed May 31, 1955 s w. 3 w 9 O l z m 2 a lr n INVENTOR.

ROYCE KERSHAW ATTORNEYS March 1, 1960 R. KERSHAW 2,926,617

BALLAST TAMPING APPARATUS Filed May 31, 1955 5 Sheets-Shee t 5 \9 INVENTOR.

2,926,617 BALLAST TAMPING APPAiz-ATUS Royce Kershaw, Montgomery, Ala., assignor to Kershaw Maufacturing Company, Inc., a corporation of Alabama Application May 31, 1955', Serial "No. 511,835

2 Claims. 01.104-1-2 Another object of my invention isto provide ballast tampin'g apparatus in which the tamping action applied to the ballast by the tamping members is a combination of percussion and vibratory movements.

A further object of my invention is to provide apparatits of the character designated in which the actuating units for the ballast engaging members are mounted on pantograph frameworks whereby the units move in subs'tantia'lly vertical planes as they are raised and lowered.

A "still further object of my invention is to provide apparatus of thecharacter designated in which the means for lifting the rails is positioned outwardly of the ends of the cross ties.

Briefly, my improved track raising and ballast tamping apparatus comprises a vehicle having wheels adapted to run npon the rails of the track, together with jack mechanisms mounted on the vehicle and engage able with the roadb edffor raising the rails and cross ties attached thereto. Supporting frames are mounted at the sides of the vehicle and are adapted for vertical movement relative to the ,vehicle. Mounted for vertical reciprocating tcs atent movement in the supporting frames are actuating units.

Pivotally connected to each of the supporting frames and operatively connected to the actuating units are ballast engaging members which are so constructed that upon reciprocation of the actuating 'units, the ballast engaging members contact the ballast with a percussive force.

Also, improved means is provided for vibrating the bal-. last engaging members during the tamping operation.

Appara us embodying the features of my invention is shown in the accompanying drawings forming a part of this application, in which:

'Fig. 1 is a side elevational view, showing the rails :and cross ties in raised position and the ballast icnga'ging members in operative position;

Fig. 2 is a plan view, a portion of the jack mechanism being omitted for the sake'of clarity;

Fig. -3 is a front elevational view showing the ballast engaging members in operative position and the jack mechanism in inoperative position;

Fig. 4 is an enlarged detail view, partly broken away and in section, showing the mechanism for actuating the ballast engaging members, together with the means for vibrating the same; I l

I Fig. 5 is a sectional view take'ngener'ally along the line V-V of Fig. 4, the supporting frame "for the actuating unit being omitted, for thesakeo'f clarity; l V

Fig. 6 is a sectional view taken along the line VI-VI of.-Fig. 4;

Fig. 7 is a sectional View taken along the line VII-VII of Fig. 4;

Fig. 8 is an enlarged perspective view, partly broken away and in section, showing a lifting foot for the jack mechanism;

Fig. 9 is an enlarged elevational view showing the eccentric shaft employed to vibrate the ballast engaging members; V

Fig. 10 is an end view of the shaft shown in Fig. 9, taken along the line X-X of Fig. 9; and,

Fig. 11 is a schematic diagram illustrating the hydraulic system employed.

Referring now to the drawings for a better understanding of my invention, I show a vehicle 10 adapted to run upon the rails 11 of a railroad track. The rails 11 are supported in the usual manner by cross ties 12. The vehicle frame comprises side channel members 13-13 and 14-14 connected at the forward end of the vehicle by transverse channels 16 and 17. The rear ends of the channel s 13-13 and 14-14 are connected by transverse channels-18 and 19. As shown in Figs. 1 and 3 the channels 13-13, 14-14, 16-17 and channels 18-19 face each other to 'form box-channels at the sides and ends of the vehicle. Secured to the under surface of the sidechannels 13-13 and 14-14 are suitable bearing blocks 21 for receiving a forward axle 22 and the rear axle 23 upon which are mounted the usual wheels 24 for the vehicle. 7 Mounted at the forward end of the vehicle 10 is an internal combustion engine 26 having a rearwardly extending drive shaft 27 mounted for rotation in suitable bearings 28. Mounted o'n'the drive shaft 27 are sprocket wheels 29 and 31. The sprocket wheel 29 is connected by means of a sprocket chain '32 to a sprocket wheel 33 mounted'on a shaft 34. The shaft 34 drives fluid pressure umps 36 and 37 which are mounted on a horizontal plate 38, as shown in Fig. 2. The sprocket wheel 31 is connected by 'a sprocket chain 39 to a sprocket wheel 41 mounted on 'a shaft 42. The shaft 42 drives fluid pressure pumps '43 and '44 which are mounted on a horizontal plate 46. Suitable openings 47 and 48 are provided in the plates 38 and 46 through which the sprocket chains 32 and 39 pass.

In order to lift the rails 11 and the cross ties secured thereto, provide a lifting mechanism indicated generally at 49 which is positioned forwardly of the rear wheels of the vhicle, as shown in Fig. l. Extending transversely Offthfi side channel's 13-13 and 14-14 are channels 51 and 52. Securedto the sides of the side channels 13 and 14 and projecting outwardly therefrom directly below the channels 51 and 52 are vertical plate members 53 and 54'h' avi'ng-a'ligned vertically disposed slots 56. Passing through the slots 56 and movable vertically thereinfare pins -57 having rail clamping units 58 secured thereto. Connecting the channels 51 and 52 adjacent the centers thereof are plate members 59. Secured to the plates :59 and "extending upwardly therefrom is a vertical post 61. Mounted for sliding movement on the post 61 is a.-sleeve member 62 which is pivotally connected to a movable frame 63 by means of a pin '60. .Secured to the undersurface of the movable frame 63 :and extending downwardly from each side thereof, are transverse plate members :64 and 66. Pivotally connected to the plates 64 :and :66 by means of .pins 67 are the upper .ends of links 68. The lower ends of the links 68 are pivotally connected to the inner .end's'of the rail clamping units 158 by means of pivot pins '69. It will thus :be seen that upon raising the movable frame 63 relative to the vehicle, the clamping units 58 move into engagement with the rails '11. Y

Mounted at -the outer ends .of .the movable frame 63 are vertically disposed, double acting 'fluid pressure cylinders 71 and 72 having downwardly extending piston rods 73 and 74, respectively. Secured to the lower ends of each of the piston rods 73 and 74 is a block member 76 having a rounded lower end 77, as shown in Fig. 8. The block member 76 fits within a rectangular member 78 and is pivotally connected thereto by means of a pivot pin 79. Pivotally connected to the rectangular member 78 at right angles to the pivot pin 79 are upstanding lugs 81 and 82 which are formed integrally with a base member 83. The lugs 81 and 82 are pivotally connected to the rectangular member 78 by means of suitable pins 84. It will thus be seen that a universal joint is provlded between the base member 83 and the lower ends of the piston rods 73 and 74. Fluid under pressure is supplied to an upper end of the cylinders 71 and 72 by means of conduits 86 and 87, respectively. Fluid under pressure is supplied to the lower ends of the cylinders 71 and 72 by means of conduits 88 and 89, respectively.

Extending transversely across the internal combustion engine 26 are I-beams 91 and 92. Secured to opposite ends of the I-beam 91 by means of diagonal plates 93 are transverse I-beams 94 and 96. As shown in Figs. 1 and 3 the upper edge of the I-beams 94 and 96 lie adjacent the lower edges of the I-beam 91. In like manner, secured to opposite ends of the I-beam 92 by means of the diagonal plates 93 are I-beams 97 and 98.

Connecting the outer ends of the I-beams 94 and 97 are spaced plate members 99 and 101. In like manner, connecting the outer ends of the I-beams 96 and 98 are spaced plate members 102 and 103. Extending upwardly between the plate members 99 and 101 and pivotally connected thereto by means of a pivot pin 104 is the upper end of a piston rod 106 of a fluid pressure cylinder 107. Extending upwardly between the plates 102 and 103 and pivotally connected thereto by means of a pivot pin 108 is the upper end of a piston rod 109 of a fluid pressure cylinder 111. Each of the fluid pressure cylinders 107 and 111 are pivotally connected to pantograph frameworks indicated generally at 112 and positioned at opposite sides of the vehicle.

In view of the fact that the pantograph frameworks 112 and the tamping apparatus carried thereby are identical in construction, only a description of one is deemed necessary. The pantograph framework 112 comprises a pair of laterally spaced upper arms 113 and a pair of laterally spaced lower arms 114. The forward ends of the pairs of arms 113 and 114 are pivotally connected by means of pivot pins 116 and 117, respectively, to an upstanding supporting structure indicated generally at 118 mounted at the forward end of the vehicle frame. Suitable diagonal braces 119 connect the upper end of the supporting frame 118 to the I-beams 94 or 96, as the case may be. The fluid pressure cylinders 107 and 111 extend vertically between the arms 113 and are pivotally connected thereto by means of pivot pins 121 which are connected to brackets 122 in turn rigidly secured to the arms 113 by any suitable means, such as by welding.

Pivotally connected to the rear ends of the arms 113 and 114 by means of pivot pins 123 and 124, respectively, is a vertically movable supporting frame 126 for an actuating unit 127. The supporting frame 126 is substantially rectangular, having upper side members 128 and lower side members 129. The forward ends of the upper side member 128 are connected by a transverse member 131 and the rear ends thereof are connected by a transverse member 132. In like manner, the forward ends of the lower side members 129 are connected by a transverse member 133 and the rear ends of the lower side members 129 are connected by a transverse member 134.

Secured to the forward end of the supporting frame 126 are upper and lower brackets 136 and 137, respectively. Connecting the brackets 136 and 137 and secured rigidly thereto are vertical members 138, which 4 are preferably cylindrical, as shown in Fig. 4. Projecting outwardly from the rear end of the supporting frame 126 are upper and lower brackets 139 and 141, respectively. The brackets 139 and 141 are connected by a vertical member 142 which is also preferably cylindrical in shape.

The actuating member 127 is also rectangular in shape and moves vertically within the supporting frame 126. The actuating unit comprises upper and lower side channel members 143 and 144, respectively, connected by a front wall 146, a rear wall 147 and vertical channel members 145 at the corners thereof. Secured to the forward wall 146 by means of bolts 148 is a sleeve member 149 which slidably engages the cylindrical member 138. In like manner, secured to the rear wall 147 by means of bolts 151 is a sleeve member 152 which slidably engages the vertical member 142.

Connecting the central portions of the upper side members 128 of the supporting frame 126 are spaced members 153 and 154. Pivotally connected to the members 153 and 154 by means of a pivot pin 156 is the upper end of a fluid pressure cylinder 157 having a downwardly extending piston rod 158. Extending transversely of the lower side members 144 of the actuating unit 127 are spaced members 159 and 161 to which the lower end of the piston rod 158 is connected by means of a pivot pin 162. Communicating with the upper end of the fluid pressure cylinder 157 is a conduit 163 and communicating with the lower end thereof is a conduit 164. It will thus be seen that by alternately introducing the fluid under pressure through the conduits 163 and 164 that reciprocatory motion is applied to the actuating unit 127.

Connecting the upper and lower side members 143 and 144 adjacent the forward side of the actuating unit 127 are vertical plates 166 and 167 and connecting the side plates 143 and 144 adjacent the rear end of the actuating unit are vertical plates 168 and 169. Mounted for rotation between the vertical plates 166 and 167 is a shaft 171 and mounted for rotation between the vertical plates 168 and 169 is a shaft 172. As shown in Fig. 9. the shafts 171 and 172 are provided with an enlarged eccentric portion 173. Surrounding the enlarged eccentric portions 173 of the shafts 171 and 172 are the upper ends of connecting rods or links 174 and 176, respectively. The lower ends of the connecting rods 174 and 176 are pivotally connected by means of pivot pins 177 and 178 to ballast engaging members or tamping tools 189 and 191, respectively, which are arranged on opposite sides of the crosstie. As shown in Figs. 1 and 4, the tamping tools 189 and 191 are pivotally connected, by means of a pin 192 to a supporting bracket 193 mounted at the lower end of the supporting frame 126. Tamping tools 189 and 191 comprise upper portions extending outwardly from pin 192 in a direction generally parallel to the rails and lower portions extending downwardly from the upper portions and curved inwardly whereby the tools are adapted to tamp ballast beneath a cross tie, as shown in Fig. 1. Mounted on the shafts 171 and 172 are sprocket wheels 194 and 196 respectively, which are connected by a sprocket chain 197. Mounted on the shaft 171 inwardly of the sprocket 194 is a second sprocket 198 which is connected to a drive sprocket 199 by means of a sprocket chain 201. The sprocket 199 is mounted on a drive shaft 202 of a fluid pressure motor 203.

Mounted on the front axle 22 of the vehicle 1s a sprocket wheel 204 which is connected by a sprocket chain 206 to a sprocket wheel 207 of a transmission unit 208. Connected to the transmission unit 208 by a suitable sprocket and chain connection 209 is a fluid pressure motor 211. The fluid pressure motor 211 is preferably of the reversible type whereby the direction of travel of the vehicle along the rails 11 can be changed by merely reversing the direction of flow of the fluid Y through the motor 211: vided with a suitable operating handle210.

Mounted adjacent the rear end of the vehicle 111 is a suppl y tank 212 for supplying "fluid to the 36, 37, '43 'ar'1'd 144. As shown in Fig. 11, fluid tor fthe hydraulic cylinder 71 of the jack chaiiism is j's'uppl'ied by the pump 36 through a central 11311 5213. Fluid 61' the hydi'aulic cylinder '72 bf the jc iriiiebhanisrh is fs pplied bythe pump 37 through a eantfrjet-tgalve 2T4. Fluid for the hydraulic eyrinners 1'07 'ifid 111 of "the antsraph frames is supplied b y the pumps 36 and 37 through control valves 216 and 217, respectively;

U luid for the hydraulic cylinders 157 (if the at'itl'iating units 127 is' su'pplied by the pumps 36 and 37 through control valves 218 and 218a. Fluid for the fluid pressure motors 203 is supplied by the pumps 43 and 44 through control valves 219 and 219a. motor 211 is supplied by the pump 44 through a control valve 220.

From the foregoing description, the operation of my improved apparatus will be readily understood. The vehicle is moved along the rails 11 until the actuating unit 127 is positioned over the cross tie under which ballast is to be tamped. My apparatus is particularly adapted for tamping ballast beneath cross ties' adjacent the joints of the rails and adjacent the mid point of the rail sections, whereby the rails may be leveled by raising either rail the proper distance and then tamping ballast beneath the cross tie adjacent which the actuating unit 127 has been positioned to tamp. The rails are thus maintained in the leveled position until ballast has been tamped beneath the remaining cross ties. With the vehicle thus positioned, fluid is introduced to the upper ends of the hydraulic cylinder 71 and 72 by means of the control valves 213 and 214. The base members 83 of the lifting feet are then moved into contact with the road bed whereupon the movable frame 63 is raised relative to the vehicle. As the movable frame 63 moves upwardly, the links 68 move the clamping units 58 into contact with the rails 11. Continued upward movement of the movable frame 63 lifts the rails together with the cross ties secured thereto.

After the rails have been adjusted to the proper elevation by actuating the hydraulic cylinder 71 and 72 either individually or together, the frame 126 is moved to lowered position, as shown in Fig. 1. Frame 126 is lowered by introducing fluid under pressure at the upper ends of the cylinders 107 and 111 by actuating the control valves 216 and 217, respectively.

With the frame 126 and ballast tamping members 189 and 191 in the position shown in Fig. 1, the control valves 218 and 218a are actuated, individually or together, thereby introducing fluid under pressure alternately through the lines 163 and 164 to the hydraulic cylinder 157, thus reciprocating the piston rod 158 and the actuating frame 127 within the supporting frame 126. As the actuating frame 127 is reciprocated, the connecting rods 174 and 176 cause reciprocatory movement of the ballast tamping members, thereby applying a percussive force to the ballast. Also, as the ballast tamping members are reciprocated, fluid is introduced to the fluid pressure motors 203 individually or together, thus rotating the shafts 171 and 172, whereupon vibratory motion is applied to the ballast tamping members through the connecting rods 174 and 176. With the valve 218 or 218a moved to introduce fluid under pressure to the cylinder 157 and the valve 219 or 219a moved to introduce fluid under pressure to motor 203, both percussive and vibratory forces are applied to the ballast through the ballast tamping members.

After the ballast has been tamped beneath the cross tie, the supporting frame 126 is raised by lifting the pantograph frames 112. The lifting feet of the jack mechanism are then raised by introducing fluid under pressure at the lower ends of the hydraulic cylinders 71 and 72.

The nastiness-ii uiiit is pro Upuh r "sing the p the links '68 mov uownwardi thus disengaging the Fluid for the ing feet, the movable frame 63 and clamping units 58 frh the rails 11. The vehicle is then repelt d along the ac'ks to the next tamping position by moving the control valve 220 to the pro er position,

de ending upon whether it is desired to move forward or i'n reverse. Uptiil actuatien of the control valve 220, the td'r' 211 drives the axle 22 through the transmission "unit 208 and the 's'procke'tconnection thereto.

In view of the foregoing, it will be seen that I have devised an imprdved'apparatus for "raising the rails of a railroad track and their tamping ballast beneath the crass ties at selected positions whereby the rails are maintained in proper position until the ballast has been tamped beneath the remaining cross ties. In actual practice I have found that my improved apparatus is satisfactory in every respect and that the individual rails of the track can be positioned at the correct elevation in a minimum of time and with the expenditure of a minimum of labor.

While I have shown my invention in but one form, it will be obvious to those skilled in the art that it is not so limited but is susceptible of various changes and modifications without departing from the spirit thereof, and I desire, therefore, that only such limitations shall be placed thereupon as are specifically set forth in the appended claims.

What I claim is:

1. In apparatus for tamping ballast under a railroad crosstie, a vehicle embodying a main frame and having wheels adapted to run upon the rails of a track, a vertically movable supporting frame mounted on said main frame, a pair of oppositely directed ballast engaging tamping tools privotally mounted on the lower portion of said supporting frame on a generally horizontal axis extending transversely of the rails, said axis in the working position of the tools being positioned generally over the center of a crosstie whereby the tools engage ballast on opposite sides of the crosstie, each of said tamping tools having an upper portion extending outwardly from the axis in a direction generally parallel to the rails and a lower portion fixed to and extending downwardly from said upper portion adapted to reach under the crosstie for engaging ballast in tamping relation, a pair of links pivotally connected adjacent their lower ends to the upper portions of the tamping tools, one of said links being connected to one tamping tool at a position laterally spaced from said axis and the other link being connected to the other tamping tool at a position laterally spaced from said axis, reciprocable fluid pressure means operatively connected to the adjacent upper ends of the links simultaneously to move the links vertically and simultaneously to pivot the tamping tools about said axis through said links in strokes of substantially equal intensity and magnitude while said axis is held in a vertically fixed position, and vibratory means operatively connected to the tamping tools to impart a vibratory motion to said tamping tools, said tamping tools being simultaneously vibrated and pivoted about their vertically fixed axis upon reciprocation of said fluid pressure means and actuation of said vibratory means.

2. In apparatus for tamping ballast under a railroad crosstie, a vehicle embodying a main frame and having wheels adapted to run upon the rails of a track, a vertically movable supporting frame mounted on said main frame, a pair of oppositely directed ballast engaging tamping tools pivotally mounted on said supporting frame on a common generally horizontal axis extending transversely of the rails, said common axis being positioned generally over the center of a crosstie in working position whereby the tools engage ballast on opposite sides of the crosstie, each of said tamping tools having an upper portion extending outwardly from the common axis in a direction generally parallel to the rails and a lower portion fixed to and extending downwardly from said upper portion to reach under the crosstie for engaging ballast in tamping relation, connecting means on said supporting frame operatively connected to the upper portions of said tamping tools at positions laterally spaced from the common axis, reciprocating fluid pressure means operatively connected to said connecting means simultaneously for pivoting said tarnping tools about the common axis in strokes of substantially equal magnitude while the axis is held in a vertically fixed position, and vibratory means operatively connected to'the tamping tools to impart a vibratory motion to said tamping tools, said tamping tools being simultaneously vibrated and pivoted about their vertically fixed axis upon reciprocation of said fluid pressure means and actuation of said vibratory means.

References Cited in the file of this patent UNITED STATES PATENTS Ilitf July 14, Hart Oct. 5, Iliff Sept. 27, Jackson Sept. 20, Philbrick Jan. 2, Hursh et al. Feb. 26, Beam Feb. 4,

FOREIGN PATENTS France Mar. 11,

Switzerland Sept. 29,

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US893505 *Feb 25, 1908Jul 14, 1908Edward J IliffTie-tamping apparatus.
US935757 *Sep 8, 1908Oct 5, 1909Able F HartTrack-tamping implement.
US971504 *Feb 25, 1910Sep 27, 1910John IliffTie-tamping machine.
US2482111 *Oct 20, 1947Sep 20, 1949Jackson VibratorsTie tamping or ballasting machine
US2536887 *Oct 1, 1945Jan 2, 1951Frank H PhilbrickBallast tamping machine
US2587324 *Oct 8, 1948Feb 26, 1952HurshBallast tamping apparatus
US2821935 *May 3, 1952Feb 4, 1958Bean Theodore SBallast tamper
CH315255A * Title not available
FR1029682A * Title not available
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3111907 *Jan 28, 1960Nov 26, 1963Franz PlasserMobile track leveling mechanism
US3119346 *Jan 11, 1960Jan 28, 1964Jackson VibratorsMachine and apparatus for leveling and tamping railway rails and ties
US3143974 *May 20, 1959Aug 11, 1964Const Mecaniques Sa RenensDevice for lifting railway tracks
US3149578 *Oct 20, 1960Sep 22, 1964Franz PlasserMobile track lifting apparatus
US3230895 *May 20, 1963Jan 25, 1966Kenneth Stewart JohnExternally engaging lifting jack frame
US3299833 *Jan 3, 1966Jan 24, 1967Stewart John KExternally engaging lifting jack frame
US3732827 *Mar 17, 1971May 15, 1973Jackson VibratorsRailroad track working machine
US4218978 *Jan 30, 1978Aug 26, 1980Matisa Materiel Industriel S.A.Apparatus for tamping or packing the bed of railway tracks
US4522127 *Mar 7, 1983Jun 11, 1985Southern Railway CompanyRailway tie plug driving apparatus
US20120056398 *Dec 1, 2009Mar 8, 2012Zhiqiang WuSemi-trailer axle and suspension connecting structure
Classifications
U.S. Classification104/12, 104/7.1
International ClassificationE01B27/17, E01B27/00
Cooperative ClassificationE01B2203/145, E01B2203/10, E01B2203/12, E01B27/17
European ClassificationE01B27/17