US436037A - Track-laying apparatus - Google Patents

Description

5 Sheets Sheet 1.

(No Model.)

R. E. HURLEY. TRACK LAYING APPARATUS.

5 Sheets--Sheet 2.

(No Model.)

R. E. HURLBY. TRACK LAYING APPARATUS.

No. 436,037. Patented Sept. 9, 1890.

menons psrsgs'cnl. Fumo-mno., msnm-mou, u. c.

(N-o Model.)

R. E. HURLEY. -TRAGK-LAYING APPARATUS.

Patented Sept. 9., '1890 (No Model.) 5 Sheets- Sheet 4.

R. E. HURLEY.

TRACK LAYING APPARATUS.

5 Sheets-Sheet 5.

(No Model.)

R. E. HURLEY.

TRACK LAYING APPARATUS.

Patented Sept. 9, 1890. l

UNITED STATES ROBERT E. HURLEY, OF CHICAGO, ILLINOIS.

PATENT OFFICE.

TRACK-LAYING APPARATUS.

Y SPECIFICATION' forming part of Letters Patent No. 436,037, dated September 9, 1890.

Application filed April 11,1890. Serial No. 347,522. (No model.)

To all whom it may concern:

Be it known that I, ROBERT E. HURLEY, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Track-Laying Apparatus, of which the following is a specification.

My invention relates to certain improvements in track-laying apparatus of the class wherein the track materialsl (rails and ties) are carried upon flat cars, from which they are taken by transferring apparatus and delivered in position to be laid upon the track in advance of the construction-train.

My present invention has for its object vto provide an improved method of and means for delivering the materials in position upon the road-bed; and this method consists in utilizing the moving rails while they are being transferred from the cars to the forward end of the train as carriers for the ties. I have also improved the mechanical construction of the apparatus.

In carrying out my invention I provide a number of cars, on which the materials are placed, the ties being preferably carried on one or more of the forward cars of the train and the rails on the rear cars, the locomotive being connected, preferably, to the rear end of the train and in operation pushing it along as the track-building progresses. I also employ a derrieklocated, preferably, on the forward cars ofthe train and having provisionsforreceiving the ties at the rear of the structure, carrying them bodily over it in a position at right angles to the road-bed, and for delivering them in advance of the forward car, the front end of said derrick projecting beyond the front end of said car. I also provide upon the several cars of the train anti-friction devices-such as rollersarranged in line on either side of the cars and adapted to receive thereon the rails, which are coupled together and which are forwarded over said anti-friction devices. Friction-rolls are used to seize these rails and forward them along the train, the rolls being driven by suitable gearing and, preferably, from the axle of the cars. On these advancing rails ties are placed and are carried forward by them until the rear end of the derrick structure is reached, whereupon the ties are delivered to cables so placed as to elevate them upon the derrick, transfer them over it, and deliver them at its forward end in position over the road-bed, the rails meanwhile passing along the derrick structure and being lowered to position by suitable appliances.

In the accompanying drawings,Figure laisa side elevation showing two tie-cars and aportion of a rail-car, and showing also the rear of one of the derrick-cars. Fig. 2 is a `plan view of the same. Fig. lb is a side elevation of a part ofl the derrick structure, the same,

together with its accessories, being mounted upon three cars. Fig. 2b is aplan view of the same. Fig. lc `is an elevation of the front end of the derrick and showing the rail-lowering appliances. Fig. 2C is a plan View of the same. Fig. 3 is an end elevation of one of the tie-cars. Fig. 4 is a detail in elevation of parts of a device for adjusting the derrick to variations of curvature in the track. Fig. 5 is a plan view thereof. Fig. 6 is a side elevation of the rail-depositing appliances and showing also the means for carrying the rails from the forward car to the point where they are to be deposited. Fig. 7 is a plan view of the same.

In the drawings, 8 represents tie-cars, and

9 rail-cars. These may be the ordinary flat cars, and will have journaled thereon antifriction rollers l0, which may have their bear` ings in the car-body or in a structure removable therefrom. Upon the tie-cars are placed stringers 11, which may be bolted to the car,

if desired, and other stringers l2, which are v onto the car are placed crosswise on the'` stringers, as clearly shown in Figs. l, 2,

and 3.

The rails are loaded on the cars 9 and may v be bolt-ed together, making a continuous rail extending from the rail-cars to friction devices located at the rear of thederrick-car. This friction device is shown in Figs. 1b and 2b and includes bed-1olls 16, driven by belts IOO 17 from the car-axle. Above these bed-rolls are adjustable friction-rolls 19, which are journaled at the bends of two bell-crank levers 20. One `member of said lever is pivoted to the journals of the rolls 16 and the other member carries a weight. A number of rails having been joined together, as before described, may be moved by hand upon the rollers 10 until the ends of the rail-sec tions are inserted between the rolls 1G and 19, which, being rotated, will draw the rails along. This rail-section will be continuously added to at its rear end and subtracted from at its front end by the removal therefrom of any number of connected rails which can be conveniently handled. Preferably two or three rails are secured permanently together, and then a rail will be only temporarily connected-*as, for example, by a single bolt-so as to adaptit to be readily disconnected after passing the friction-rolls. This device admits of keeping the train constantly in motion, and thus avoiding the great loss of time and waste of power necessarily attendant upon stopping and starting a heavy material train for each rail length.

Referring now to the drawings, Figs. 11 and le, 2l, 22, and 23 represent cars, which are used to support a derrick structure. This structure is in the form of a trussed frame supported upon the standards 24. Said standards carry at their upper ends the cross-timber 24, andthe derrick comprises the horizontal frame-timbers 25, the struts 2G, and the tie- rods 27 and 28, which are all connected to and supported by the cross-timber 25, which is pivoted between its ends, as indicated at 25h, and has the anti-friction bearings 25c resting upon the upper surface of the cross-timber 243. This derrick thus pivotally supported may therefore swing laterally sufiicient to compensate for curvature in the track. The forward end of this structure projects out beyond the front end of the car 23 a sufficient distance over the road-bed to permit the ties to be carried thereon and deposited upon the road-bed, andthe rails to be also carried out and spiked upon the ties as the construction proceeds. The ties and rails are carried forward over the de'rriclecars and to their respective places by means of endless belts or cables, the power to drive which is taken from one of the cars.

Referring to Fig. l", 29 represents a driving-belt which is passed around a sprocketwheel secured on the axle and over a similar sprocket-wheel 30, secured to Va shaft bearing thereon a gear-wheel which meshes with a pinion upon a shaft to which is secured a sheave 31. 32 is an endless cable which is passed over the sheave 3l, and in order toincrease the friction thereon around a similar sheave 33. From this point the cable passes around the sheaves 33, 34, and 35, the sheave 34 being supported by a cord 3G, passed over a sheave 37 and secured with a weight 3S, so aste take up the slack in the cable. From derrick again, and is returned under a sheave 47 and over a guiding-sheave 4S back to the driving-sheave 3l. From the above descrip tion it will be seen that a single cable is made by doubling it, as above described, to serve to support and forward ties laid thereon at right angles. Short cables 49, Figs. 11 and 2b, are carried over sheaves 50, secured on shaft 18, and these cables are so disposed as to receive the ties from the moving rails at a point in the rear of the rail-moving rolls and elevate said ties to the main forwarding-cable The rails after having been pushed forward by the friction-rolls 16 and 19 and the section separated, leaving two or more rails coupled together, are carried forward and deposited by appliances comprising a frame having railrearrying tongs moved out and in by a cable driven in either'direction at will, bringing said cable into frictional engagement with one or the other of the sheaves 42 43, which, being rotated in opposite directions, will move said cable either one way or the other. rails, having been carried out over the points to which they are to be lowered, are engaged by a pair of railtongs Asuspended from a bar or frame, which frame is raised or lowered by means of a cable having a counterbalaueeweight at its end, the excess of power required to move it in either direction being applied by hand or in any other convenient way.

Referring now to the drawings, Figs. 1l', 1c, 2h, 2C, G, and 7 the rail-carrying frame is shown as composed of a bar or rod 53 and depend-` sheaves 62, which are adapted to engage the i cable 57 when the bell-crank levers are rocked on their pivots, and thus cause said cable to impinge on the peripheries of the sheaves 42L or 43, as desired. As seen in Fig. (5, the cable is held in contact with the surface of the sheave 43, and hence the frame, with therailcarrying tongs and railreonnected therewith, has been moved forwardly to bring the rail to the position shown in Fig. (i, where it has been grasped by the rail-lowering tongs 61, suspended from the frame 62,which is adapted The IOO

IIO

to be raised or lowered by means of the cable 63, passed'- under the guide-sheave 64, and thence over the drum 65, its lower end carrying a counterbalance-weight 66.- Now, if the rail-carrying tongs be released and the raillowering tongs be engaged, the frame 62 may be -loweredto deposit the rail-section, as seen in Fig. le, and immediately upon the rail-carrying tongs l release the bell-crank lever 6l will be operated to bring .the cable 57 into contact with the periphery of the sheave 42, which will-move the cable in the opposite direction and return the frame to thestartingpoint ready to receive another rail-section. rIhese rail carrying and lowering devices are provided in duplicate, of course, one on each side ofthe derrick-structure.

In order to compensate for curvature of the track and to maintain the forward end of the derrick over the road-bed, the derrick is pivotally supported and adapted to be turned sufficientlyv to keep its forward end approximately over ythe center of the road-bed.

To facilitate the turning of the derrick, I have provided mechanism shown in Figs. 4 and 5 of thc drawings, wherein 68 represents links whose upper ends are connected to the side timbers of the derrick at its rear end, and whose lower ends are converged and connected to a common anti-friction roller 69. (Shown by the dotted lines in Fig. 5.) Cables and 71 are connected at their inner ends with the lower ends of the links, and the roller thereof has a bearing on the lower side of Aa cross-timber 72. These cables are made fast, respectively, with shafts 7 3 74 on opposite sides from their connections to the end of the'links, and said shafts are rotatably mounted, bearing on their lower ends a ratchet-and-pawl mechanism 75, and termi- -nating at their upper ends in hand-wheels 76.

When either of these shafts is turned, the cable connected thereto will be wound on the shaft, thus drawing the rear end of the derrick toward the shaft which is operated, and the cable paying out from the other shaft, and both shafts being located to secure the derrick in position by the engagement of the pawl with the ratchet. The cables on which the ties are forwarded are so supported on the structure that the rear end of the latter may swing slightly out of line therewith, and the rear end of the derrick need only be swung in ordinary use a very short distance in order to effect the swinging of the front end of the derrick to the extent necessary to maintain it approximately over the road-bed, the derrick being pivotcd a distance from its rear end, say, of one-third or one-quarter of its entire length.

In operation it will be understood that the tieswill be forwarded and deposited on the road-bed in advance of the rail-laying; but the apparatusy is designed to work uninterruptedly while the train is continuously in motion.

I do not intend of course to limit my invention to precise details of construction, nor

to an apparatus wherein all of the various features of my invention are employed, as it is obvious that the structural features may be changed and that some of the combinations of parts may be used in an apparatus where others are dispensed with.

I claim- 1. The improved method of operating tracklaying devices wherein a train of track-material-bearing cars is employed, which consists in connecting the rails together end to end and drawing them forward along the train with the ties superposed thereon, substantially as described.

2. In a track-laying apparatus, th'e combination of carsfor supporting the track materials, said cars having rollers journaled thereon over which the rails are forwarded, and friction-rollers for drawing the rails forward when connected together end to end, the cars being adapted for moving the rails therealong with the ties laid thereon, substantially as described.

8. In a track-laying apparatus, the combination, with cars for supporting the track materials, said cars having journaled on their surfaces two lines of rollers adapted to receive the rails, of supports on the cars bearing beams to sustain the ties above the level of the moving rails, and means for moving the rails with the ties superposed thereon, substantially as described.

4. In a track-laying apparatus, the combination, with cars to carry the ties, provided with rollers thereon to receive and support the rails above the surface of the car-floor, of rail-cars in the rear of said tie-cars, ,and means for drawing the rails with the ties su perposed lthereon along the train, substantially as described.

5. In a track-laying apparatus, the combination, with the track-material cars having ways on which the rails maybe forwarded when coupled together, and means for supporting the ties above the moving rails, of a derrick structure having endless cables, whereon the said ties are received andwhereby they are forwarded over the road-bed in advance of the train, and means for separately forwarding the rails and depositing them in their position upon the ties, substantially as described.

6. The combination, in a track-laying apparatus, of the track -material cars along which the ties and rails are forwarded, the rails coupled together and the ties superposed thereon, substantially as described, a derrick structure having an endless cable to move the ties, an intermediate cable-section to receive the ties from the rails and forward them to the derrick-cable, and friction-rolls for advancing the rails and depositing them in position, substantially as described. Y

7. In a track-laying apparatus, the combition, with cars whereon the track material is Y carried and forwarded, substantially as de- TOO scribed, 0f a wheel-supported derrick structure havin g a single cable driven from the caraxles and carried upon friction-rollers jour- :naled at opposite ends of the derrick, and said cable doubled thereon to provide two forwardly-moving loops to receive and forward the ties, and means for forwarding and depositing the rails, substantially as described.

S. In a track-laying apparatus, the combination, with means for supporting and forwarding the track material to a derrick, of a derrick pivotally mounted on a wheel-supported`fra1ne, whereby said derrick may be swung laterally to compensate curvature of the track, substantially as described.

9. In a track-laying apparatus, the combination, with means for supporting and forwarding the track materials, of a derrickV mounted on a wheel-supported frame having fixed standards and a cross-timber to which the derriek-frame is connected by a kingbolt, and anti-friction rollers between the derrickframeand said stationary frame, sulistantially -as described.

10. In a track-laying apparatus, the combination, with the cars whereon the track materials are forwarded, of a derrick mounted upon'cars in front of the material cars and projecting forwardly over the road-bed, of a frame movable on a way on said dcrrick and having rail-carrying tongs, and a second frame supported by a cable and having tongs to grasp the rail, said frame being adapted to be lowered to deposit the rail, substantially as described.

ll. In a track-laying apparatus, the combination, with vcars for supporting the track material, said cars having anti-friction rolls whereon the rails may be forwarded when connected together end to end, of frictionrolls journaled adjacent to the ways and adapted to rotatably7 engage the rails whereby to move them along the ways, substantially as described.

l2. In a track-laying apparatus, the combination, 'with cars for supporting the track material, said cars having anti-friction rolls whereon the rails may be forwarded when connected together end to end, of frictionrolls journaled adjacent to the ways and driven from the car-axles by suitable gearing and adapted to rotatably engage the rails whereby to forward them along the train, sub stantially as described.

ROBERT E. HURLEY.

\Vitnesses:

C. C. LINTHICUM, FREDERICK C. GOODWIN.

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