U.S. patent application number 16/598740 was filed with the patent office on 2020-08-27 for multi-function railway maintenance system.
The applicant listed for this patent is NORDCO INC.. Invention is credited to Bruce Michael BOCZKIEWICZ, Allan IRION, Kyle Matthew NEUBAUER, Justin Jerome PIPOL, Nichalos Lee SCHULTZ, William D. STRAUB.
Application Number | 20200270819 16/598740 |
Document ID | / |
Family ID | 1000004839318 |
Filed Date | 2020-08-27 |
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United States Patent
Application |
20200270819 |
Kind Code |
A1 |
IRION; Allan ; et
al. |
August 27, 2020 |
MULTI-FUNCTION RAILWAY MAINTENANCE SYSTEM
Abstract
A multi-function rail maintenance system is provided for
performing a sequence of rail maintenance operations on a targeted
portion of a railroad track, including at least two function
specific modules, each module being movable along the track and
having a designated number of function-specific workheads; each
module including a coupling assembly for connecting the modules
together and for maintaining a specific separation distance; at
least one operator cab on at least one module; and a control system
on at least one module associated with the at least one operator
cab, and connected to each module for controlling and coordinating
operation of the workheads, and for maintaining the specific
separation distance.
Inventors: |
IRION; Allan; (Milwaukee,
WI) ; STRAUB; William D.; (Elm Grove, WI) ;
BOCZKIEWICZ; Bruce Michael; (Milwaukee, WI) ; PIPOL;
Justin Jerome; (Hartland, WI) ; NEUBAUER; Kyle
Matthew; (Greenfield, WI) ; SCHULTZ; Nichalos
Lee; (Lindenhurst, IL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
NORDCO INC. |
Oak Creek |
WI |
US |
|
|
Family ID: |
1000004839318 |
Appl. No.: |
16/598740 |
Filed: |
October 10, 2019 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
62744049 |
Oct 10, 2018 |
|
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61K 9/08 20130101; E01B
29/32 20130101; E01B 29/02 20130101; E01B 29/09 20130101 |
International
Class: |
E01B 29/32 20060101
E01B029/32; E01B 29/02 20060101 E01B029/02; E01B 29/09 20060101
E01B029/09 |
Claims
1. A multi-function rail maintenance system for performing a
sequence of rail maintenance operations on a targeted portion of a
railroad track, comprising: at least two function specific modules,
each module being movable along the track and having a designated
number of function-specific workheads; each module including a
coupling assembly for connecting the modules together and for
maintaining a specific separation distance; at least one operator
cab on at least one said module; and a control system on at least
one said module associated with said at least one operator cab, and
connected to each said module for controlling and coordinating
operation of said workheads, and for maintaining said specific
separation distance.
2. The system of claim 1, further including three modules, a first,
puller car, a second or exchanger car and a third, spiker car so
that said system is configured for performing all maintenance
operation related to the removal and replacement of a rail tie.
3. The system of claim 1, wherein said function-specific workheads
include workheads configured for spike pulling, anchor spreading,
rail plate separation from the tie and retaining, rail tie
extraction and replacement, plate setting, spike driving and anchor
squeezing.
4. The system of claim 1, wherein one said module is a puller car
configured for pulling spikes and spreading anchors.
5. The system of claim 4, wherein said puller car includes a spike
and/or anchor retriever using a magnet for collecting withdrawn
spikes and anchors and storing them in an on-car collection
bin.
6. The system of claim 4, wherein said puller car is provided with
a ballast broom, a spike puller, a spike broom, an anchor spreader
and a discarded material reclaimer/retriever.
7. The system of claim 1, where in one said module is an exchange
car configured for gripping the tie plate and holding it against
the rail, lifting the rail and tie plate, extracting the existing
tie, replacing a new tie and positioning the plate beneath the rail
before the rail is lowered into position.
8. The system of claim 7, wherein said exchange car includes a tie
exchanger mechanism, a supply of new ties and a tie handler
crane.
9. The system of claim 8, wherein said control system is configured
for operationally coordinating said tie exchanger mechanism and
said tie handler crane.
10. The system of claim 1, wherein one said module is a spiker car
configured for spike driving and anchor squeezing.
11. The system of claim 10, wherein said spiker car is configured
for ballast tamping.
12. The system of claim 1, wherein said spiker car is provided with
a tamper apparatus, a spiker apparatus, a rail tie nipper, a gauger
and an anchor squeezer.
13. The system of claim 1, wherein each said module includes a main
frame and at least one independently movable workhead frames being
movable between a retracted or travel position, and a lowered or
working position in operational relation to the track.
14. The system of claim 1, wherein each said module is at least one
of self-propelled or towable by another drive source.
15. The system of claim 1 wherein said control system is
constructed and arranged so that said modules are flexibly movable
relative to each other in a working condition, and are fixed
relative to each other in a travel condition.
16. The system of claim 1, wherein said control system is
configured for tracking the status of a targeted tie, including
recording location, maintenance steps performed, and any steps
still outstanding, and displaying said tracked status for view by
an operator.
17. The system of claim 1, wherein said control system is
constructed and arranged for measuring the distance between the
modules, and from said system to the next tie requiring a
maintenance operation to be performed by the system overall, as
well as by the particular modules, and once the operator initiates
movement of said system, said control system automatically stops at
the next optimal location.
18. A rail maintenance module, comprising: a main frame; a ballast
broom connected to said frame; a spike puller connected to said
frame; a spike broom connected to said frame; an anchor spreader
connected to said frame; a discarded material retriever connected
to said frame; and at least one of said ballast broom, said spike
puller, said spike broom, said anchor spreader, and said discarded
material retriever being movable relative to said frame between a
retracted, travel position, and a lowered operational position
located closer to a track upon which maintenance is performed.
19. A rail maintenance module, comprising: a main frame, connected
to the main frame are; a tamper apparatus; a spiker apparatus; a
rail tie nipper; a gauger; an anchor squeezer; and at least one of
said tamper apparatus, said spiker apparatus, said rail tie nipper,
said gauger and said anchor squeezer being movable relative to said
frame between a retracted, travel position, and a lowered
operational position located closer to a track upon which
maintenance is performed.
Description
RELATED APPLICATION
[0001] This application is a Non-Provisional of, and claims 35 USC
119 priority from, U.S. Provisional Application Ser. No.
62/744,049, filed Oct. 10, 2018, the contents of which are
incorporated by reference.
BACKGROUND
[0002] The present invention relates generally to railway
maintenance equipment, and more specifically to improved railway
maintenance equipment in which the maintenance tasks are more
effectively coordinated.
[0003] In conventional railway maintenance operations, groups or
so-called "gangs" of maintenance equipment are compiled for
performing a designated sequence of rail maintenance operations.
These operations include spike pulling, anchor spreading, rail
lifting, tie plate removal, tie extraction, tie insertion, tie
plate insertion, rail lowering, spike driving, anchor squeezing,
ballast regulating, and/or track leveling. Typically, such tasks
are each performed by designated, task-specific, self-propelled
railway maintenance machines, each having at least one operator on
board for performing the designated maintenance operation, as well
as controlling the movement of the machine along the track, and in
coordination with other machines in the gang. The machines are
positioned along the track in the order of the needed performance
of the designated maintenance task.
[0004] A drawback of the conventional practice described above is
that each of the many machines in the gang needs to be maintained,
and as such a designated inventory of parts should be on hand for
each, task-specific machine. Further, each conventional machine in
the gang has a designated operator, trained for performing a very
repetitive task, which often becomes monotonous for the
operator.
[0005] Another design factor of railway maintenance machinery is
that railroads are focused on reducing the number of maintenance
personnel, as well as on reducing the number of machine parts being
retained in inventory in the event of machine breakdowns. As is
well known in the art, the breakdown of one machine in the gang
often brings a halt to the entire railway maintenance
operation.
[0006] Thus, there is a need for an improved railway maintenance
system that addresses the above-listed drawbacks of conventional
railway maintenance machinery.
SUMMARY
[0007] The present multi-function rail maintenance system is
designed to consolidate rail maintenance functions, so that a
single or fewer number of operator-controlled machines do the
maintenance work that is now performed by multiple, independent,
task-oriented maintenance machines. Thus, a feature of the present
machine or system is a reduction in labor due to fewer individual
machines. Also, operators can perform multiple functions, which is
not available using conventional, single-task maintenance
vehicles.
[0008] In a preferred embodiment, the present system is constructed
and arranged so that rail tie replacement is performed by a
connected series of working modules or function cars, each module
being configured for performing at least one rail maintenance
operation, such as but not restricted to spike pulling, anchor
spreading, rail plate separation from the tie and retaining, rail
tie extraction and replacement, plate setting, spike driving,
anchor squeezing and ballast tamping. Function-oriented workheads
are supplied to each module for providing enhanced efficiency of
the system compared to the traditional use of function-specific
independent railway maintenance vehicles or machines. Using the
present system, tie replacement is performed on a more continuous
and efficient manner than is available using the conventional
railway maintenance equipment.
[0009] In an embodiment, the present system is provided using three
modules, a first or puller car is configured for pulling spikes and
spreading anchors. The number of modules is contemplated as varying
to suit the application. An optional feature of this car is a spike
and/or anchor retriever using a magnet for collecting withdrawn
spikes and anchors and storing them in an on-car collection bin.
Suitable conveyors are also included for moving the collected
materials from the track to the bin. In a preferred embodiment, the
puller car is provided with a ballast broom, a spike puller, a
spike broom, an anchor spreader and a discarded material
reclaimer/retriever.
[0010] A second or exchange car is configured for lifting the rail,
gripping or grasping the tie plate and holding it against the rail,
extracting the existing tie, replacing a new tie and positioning
the tie plate beneath the rail before the rail is lowered into
position. This second car features a tie exchanger mechanism, a
supply of new ties and a tie handler crane, both of which are
operationally coordinated.
[0011] A third or spiker car is configured for spike driving,
anchor squeezing and optionally, ballast tamping. In a preferred
embodiment, the spiker car is equipped with a tamper apparatus, a
spiker apparatus, a rail tie nipper, a gauger and an anchor
squeezer.
[0012] Each module or car preferably includes a main frame and
independently movable workhead frames, so that, depending on the
function needed at a particular time, workheads are movable from a
retracted, travel or storage position, to an operational position
located closer to the track.
[0013] Each module or car is contemplated as being self-propelled
or alternately, towable by another module or by a locomotive or
other drive source. In the latter example, the modules are towable
in the manner of conventional rail cars. When multiple modules are
connected, they are operated by a single operator controlling speed
and braking on the track. Both air and hydraulic braking systems
are contemplated for each module. Another feature is that each
module is optionally loadable upon a standard rail flat car for
transport between work locations.
[0014] Included in the present system is a control system located
on at least one of the modules, that coordinates the automatic
functions of each workhead. The respective modules are connected to
each other by cables and/or wirelessly.
[0015] Also, the control system tracks the status of a targeted
tie, including recording location, maintenance steps performed, and
any steps still outstanding. The status of these steps is visible
to an operator on a display located in at least one operator cab.
In the preferred embodiment, each module has an operator cab
including a connection to the control system and at least one
display, although a reduced number of cabs is contemplated.
[0016] Another feature of the control system is that it measures
the distance between the modules, and from the collected system to
the next tie requiring a maintenance operation to be performed by
the system overall as well as by the particular modules or function
cars. Once the operator initiates movement of the system, the
control system automatically stops at the next optimal
location.
[0017] In addition, the present control system uses location
technology, such as GPS and/or cameras, to monitor the position of
targeted ties needing replacement. Also, the location technology is
connected to computers for coordinating the positioning of the
frame(s) and the operation of the workheads to perform the required
tasks in sequence so that the frame(s) maintain a constant forward
motion along the track.
[0018] It is also contemplated that the present control system is
configured for monitoring and managing the workheads so that
multiple workheads perform distinct functions simultaneously on
spaced targeted ties. Accordingly, a user can optionally perform
multiple tasks sequentially on a single targeted tie, or perform
multiple tasks on a spaced sequence of targeted ties.
[0019] Another feature of the present system is that, when provided
in multiple car or frame format, the couplings of adjacent
cars/frames are adjustable and computer controlled to accommodate
for different work speeds. For example, the distance between a
faster operating car and a slower operating car can be extended to
account for the longer time needed for the slower working car to
complete the work on its target tie to keep up with the faster
working car. The movement between cars allows multiple cars to
perform work on multiple ties simultaneously. Without this the work
heads would not have enough movement to align to the ties without
lengthening the cars. The functions performed on each tie will vary
based on the type of tie (wood or concrete) and the fastening
systems (spikes, screws, clips etc.) The present system is
modifiable as to the work heads required for the type of tie and
fastening system.
[0020] In another embodiment, a rail maintenance module includes a
main frame, a ballast broom connected to the frame, a spike puller
connected to the frame, a spike broom connected to the frame, an
anchor spreader connected to the frame, a discarded material
retriever connected to the frame, and at least one of the ballast
broom, the spike puller, the spike broom, the anchor spreader, and
the discarded material retriever being movable relative to the
frame between a retracted, travel position, and a lowered
operational position located closer to a track upon which
maintenance is performed.
[0021] In still another embodiment, a rail maintenance module
includes a main frame, connected to the main frame are a tamper
apparatus, a spiker apparatus, a rail tie nipper, a gauger, an
anchor squeezer. At least one of the tamper apparatus, the spiker
apparatus, the rail tie nipper, the gauger and the anchor squeezer
are movable relative to the frame between a retracted, travel
position, and a lowered operational position located closer to a
track upon which maintenance is performed.
BRIEF DESCRIPTION OF THE DRAWINGS
[0022] FIG. 1 is a top front perspective view of a first, puller
car of the present multi-car rail maintenance system;
[0023] FIG. 2 is a rear view of the puller car of FIG. 1;
[0024] FIG. 3 is a top view of the puller car of FIG. 1;
[0025] FIG. 4 is a side view of the puller car of FIG. 1;
[0026] FIG. 5 is a top perspective view of a second, exchanger car
of the present multi-car rail maintenance system;
[0027] FIG. 6 is a front view of the exchanger car of FIG. 5;
[0028] FIG. 7 is a top view of the exchanger car of FIG. 5;
[0029] FIG. 8 is a side view of the exchanger car of FIG. 5;
[0030] FIG. 9 is a top perspective view of a third, spiker car of
the present multi-car rail maintenance system;
[0031] FIG. 10 is a top view of the spiker car of FIG. 9;
[0032] FIG. 11 is a front view of the spiker car of FIG. 9,
[0033] FIG. 12 is a side view of the spiker car of FIG. 9;
[0034] FIG. 13 is a top perspective view of the assembled puller,
exchanger and spiker cars of the present rail maintenance
system;
[0035] FIG. 14 is a top perspective view of a workhead subframe
used with the puller car of FIGS. 1-4;
[0036] FIG. 15 is a side view of the puller car of FIGS. 1-4
showing the workhead subframe of FIG. 14 in a working position;
[0037] FIG. 16 is a side view of the puller car of FIGS. 1-4
showing the workhead subframe of FIG. 14 in a travel position;
[0038] FIG. 17 is a top perspective view of a workhead subframe
used with the spiker car of FIGS. 9-12;
[0039] FIG. 18 is a side view of the spiker car of FIGS. 9-12
showing the workhead subframe of FIG. 17 in a working position;
and
[0040] FIG. 19 is a side view of the spiker car of FIGS. 9-12
showing the workhead subframe of FIG. 17 in a travel position.
DETAILED DESCRIPTION
[0041] Referring now to FIGS. 1-4, 9 and 13, the present
multi-function rail maintenance system is generally designated 10,
is constructed and arranged for performing a sequence of rail
maintenance operations on a track 12 (FIG. 9) made up of parallel
rails 14 resting on tie plates 16 placed on transverse rail ties
18. The rails 14 and the tie plates 16 are held respectively to the
rail tie plates and the ties 18 through the use of rail fasteners,
typically cut spikes, screws or the like (not shown). As is known
in the art, rail anchors are secured to the rails 14 near the ties
18 to maintain track alignment. A main feature of the present rail
maintenance system 10 is that, through the use of coordinated,
function-specific, modules or work cars, a complete rail
maintenance operation, such as but not limited to the replacement
of rail ties 18, is accomplished by a single maintenance system. As
such, these maintenance tasks are performed more efficiently than
using gangs of single-function maintenance equipment, which is the
conventional practice.
[0042] In the present system 10, a plurality of function-specific
modules or cars preferably including three such cars, is movable
along the track 12 by being self-propelled, or alternately, towable
by a locomotive or other drive source. The number of cars may vary
to suit the application.
[0043] A first module or puller car 20 includes a main frame 22
configured for travelling the track 12 on standard rail wheels 23,
a power source 24 including an engine 26 and a hydraulic system 28.
As is known in the art, the power source 24 is used for propelling
the car 20 along the track 12. If the engine 26 is not used for
propulsion, the puller car 20 is towable along the track 12. At
least one operator's cab 30 houses an operator and at least part of
a control system 32 (schematic), including at least one display
monitor 34.
[0044] Included on the puller car 20 is at least one, and
preferably a plurality of function-specific workheads. While it is
contemplated that the number and function of the workheads may vary
to suit the situation, in the preferred embodiment, the puller car
20 includes a spike puller 36, a tie broom 38, and an anchor
spreader 40. A suitable spike puller 36 is disclosed in
commonly-assigned U.S. Pat. No. 4,538,793 which is incorporated by
reference. Spike pulling technology is well known in the art. The
tie broom 38 includes a powered, rotating brush used to remove
stray ballast from the ties 18 prior to performing the maintenance
operation. A suitable anchor spreader 40 is disclosed in
commonly-assigned U.S. Pat. No. 8,522,688 which is incorporated by
reference.
[0045] The puller car 20 is equipped with a coupling assembly 42 at
each of two ends 43, 43a of the main frame 22. Included on the
coupling assembly 42 is an apparatus for connecting the car 20 to
adjacent modules, and connectors associated with a winch apparatus,
described below for maintaining tension on ropes connecting
adjacent modules for suspending conductor cables above the
ground.
[0046] In the preferred system, and referring to FIG. 13, there are
at least three modules, the first, puller car 20, a second,
exchanger car 44 and a third, spiker car 46 so that system is
configured for performing all maintenance operations related to the
removal and replacement of a rail tie 18. In FIG. 13, two exchanger
cars 44 are shown. The control system 32 is connected to each
module 20, 44, 46 for controlling and coordinating operation of the
workheads 36, 38, 40 as well as others described below, and for
maintaining a specific separation distance between the modules.
[0047] Referring again to FIGS. 1-4, another feature of the puller
car 20 is an optional discarded material or spike and/or anchor
retriever using a magnet 48 (FIG. 4) for collecting withdrawn
spikes and anchors and storing them in an on-car collection bin 50.
A suitable conveyor 52 moves the collected spikes and anchors to
the bin 50. Also, a spike broom 53 is provided for moving pulled
spikes out of the way from the rails 14 to a position where they
are accessed by the magnet 48, preferably provided as at least one
rotating magnetic drum.
[0048] Referring now to FIGS. 5-8, the second module or exchanger
car 44 is shown in greater detail. Components shared with the
puller car 20 are designated with like reference numbers. As is the
case with the puller car 20, the exchanger car 44 includes a main
frame 54, a power source 24 including an engine 26 and hydraulic
system 28, as well as an operator cab 30 with the control system
32. As far as function-specific workheads, the exchanger car 44
features a tie handler 56 which is basically an operator-controlled
crane with a designated cab 58 and a boom 60 used for moving rail
ties 18 to and from tie storage areas along the track 12 (FIG. 13),
or in some cases to and from a storage area 62. In addition, the
exchanger car 44 features a rail lifter 64 used for lifting the
rail 14 in the area where the tie 18 is being extracted, and a tie
exchanger 66. A suitable tie exchanger 66 is disclosed in
commonly-assigned U.S. Pat. No. 6,463,858 which is incorporated by
reference.
[0049] Just before the rail 14 is lifted, the tie plate handler 68
grips the tie plate 16 and holds it against the rail. Once the rail
14 and the tie plate 16 are lifted, the tie exchanger 66 grabs an
end of the target tie 18 to be replaced, pulls it normally relative
to the rails 14, and places the old tie on the field side of the
track 12. The tie handler 56 is provided for positioning new ties
18 within a desired target area in relation to an extraction point
where the old tie 18 is removed from the track 12 by the tie
exchanger 66 as disclosed in U.S. Pat. No. 10,081,917 which is
incorporated by reference. As seen in FIG. 13, new ties 18 are laid
out along the track 12 prior to the maintenance operation. The
objective is to place the new ties 18 close to the place where they
will be inserted into the track 12, but leaving room for the
extraction of the old tie by the tie exchanger 66.
[0050] A plate handler 68 is another workhead located on the
exchanger car 44. As is known in the art, the plate handler 68
grabs the tie plate 16 from the tie 18 to be extracted, and in this
case holds the tie plate to the rail 14 that has been raised by the
rail lifter 64. A suitable rail tie plate handler 68 is shown in
U.S. Pat. No. 9,777,439 which is incorporated by reference. The
exchanger car 44 is also equipped with the coupling assembly 42
described above in relation to the puller car 20.
[0051] Referring now to FIGS. 9-12, the third module or spiker car
46 is shown in greater detail. Features shared with the cars 20 and
44 are designated with identical reference numbers. As is the case
with the cars 20 and 44, the spiker car 46 has a main frame 70.
Main functions of the spiker car 46 are spike driving and anchor
squeezing, which are accomplished respectively by a spiker or spike
driving workhead 72, and an anchor squeezing workhead 74. Suitable
spike driving workheads are described in commonly-assigned U.S.
Pat. Nos. 4,777,885 and 9,771,690, which are incorporated by
reference. A suitable anchor squeezer 74 is described in
commonly-assigned U.S. Pat. No. 8,522,688 which is incorporated by
reference. A preferred optional workhead is a tamper apparatus 76.
A suitable tamper apparatus 76 is described in commonly-assigned
U.S. Pat. No. 9,731,324 which is incorporated by reference.
[0052] As is known in the art, the ballast tamper apparatus 76 is
used to move the rock ballast so that the newly inserted rail tie
18 is adequately supported and that the track 12 is level at that
point. Another feature of the third, spiker car 46 is a bulk spike
storage bin 78 used to store and preferably deliver spikes to the
spiker workhead 72. A suitable spike storage bin 78 is disclosed in
commonly-assigned U.S. Pat. No. 7,216,590 which is incorporated by
reference. Other optional workheads provided to the spiker car 46
include a rail tie nipper and a gauger.
[0053] For all of the workheads described above for each of the
modules 20, 44 and 46, it is contemplated that many of the
workheads, especially the spike puller 36, the tie broom 38, the
anchor spreader 40, the tie exchanger 66, the spike driver 72, the
anchor squeezer 74 and the tamper apparatus 76 include at least one
independently movable workhead frame that is movable between a
retracted or travel position, and a lowered or working position in
operational relation to the track 12.
[0054] Referring now to FIGS. 4 and 14-16, in one embodiment of the
puller car 20, the spike puller 36 is mounted on a workhead
subframe 80 that is movable relative to the main frame 22 between
an operational position (FIGS. 4 and 15) where the subframe is in
contact with the rails 14, and a retracted or travel position (FIG.
16), which lifts the subframe away from the track 12 for travel
purposes when the system 10 moves between worksites. The subframe
80 has at least one pair of rail wheels 82 which guide the subframe
80 along the track 12 in the lowered position, and also is
pivotally connected to the main frame 22 at a pivot point 84. As
seen in FIG. 14, the pivot point 84 is multi-directional. At least
one fluid powered, preferably hydraulic cylinder 86 under the
control of the control system 32 raises and lowers the subframe 82
between the work position and the travel position. As seen in FIG.
16, in addition to the spike puller 36, the anchor spreader 40, the
tie magnet 48 and the tie broom 36 are all elevated to a retracted
or travel position, using designated hydraulic cylinders (not
shown) under the control of the control system 32.
[0055] Referring now to FIGS. 12 and 17-19, in another embodiment,
the spiker car 46 is provided with a movable workhead subframe 90.
The spiker workhead 72 is mounted to the subframe 90 which is
movable between a retracted, travel position (FIG. 19) and a
lowered, working position (FIG. 18) similar to the subframe 80
discussed above. In the case of the subframe 90, a pair of fluid
power/hydraulic cylinders 92 under control of the control system 32
raise and lower the subframe, which pivots relative to the main
frame 70 at a pivot point 94 (FIG. 18). In the lowered, working
position, the subframe 90 rides on the rails 14 using guide wheels
96 (FIG. 18). Similar subframes are contemplated for the exchanger
car 44. As seen in FIG. 19, the anchor squeezer 74 is also raised
to a travel position by associated hydraulic cylinders (not
shown).
[0056] Another feature of the control system 32 is that the
coupling assembly 42 is adjustable so that when uncoupled, the
modules 20, 44, 46 are independently movable relative to each other
in a working condition, and when coupled, are fixed relative to
each other in a travel condition. The coupling assembly 42 is
standard equipment on railroad cars, and as is known in the art,
the coupling action is controlled by hydraulic cylinders that
control coupler locking pins. Still another feature of the control
system 32 is that the control system is configured for tracking the
status of a targeted tie, including recording location, maintenance
steps performed, and any steps still outstanding, and displaying
said tracked status for view by an operator. Further, the control
system 32 is constructed and arranged for measuring the distance
between the modules 20, 44 and 46, and from the system 10 to the
next tie requiring a maintenance operation to be performed by the
system overall, as well as by the particular modules. Once the
operator initiates movement of the system 10, the control system 32
automatically stops at the next optimal location.
[0057] Each of the modules 20, 44, 46 is preferably equipped with
an automatic winch apparatus 98. More specifically, the winch
apparatus 98 is hydraulically powered and is connected to a nylon
rope. One winch apparatus 98 is mounted on each end 43, 43a of the
cars 20, 44 and 46. The rope provides a physical barrier for the
places between the cars during work to deter pedestrians from
entering this area. At each separation between cars 20, 44, 46, one
of the ropes is also used to support a multi-conductor cable 99
(FIG. 13) that provides a physical connection between cars for
discrete electrical and digital communication between the
respective controls systems 32.
[0058] A global control or GPS system 100 (FIG. 1) associated with
the control system 32 will be used to monitor each workhead's
position, the distance the cars 20, 44, 46 are telescoped relative
to each other, and the position of ties in process, to decide where
to next move the system 10. The control system 32 is connected to
various sensors, such as magnetic, visual, GPS 100 or the like to
coordinate the operation of the various workheads on each of the
cars 20, 44, 46, as well as the movement of the units themselves to
place the workhead in operational relationship to the targeted tie
18. Optionally, the user may desire to sequentially perform all
maintenance tasks on a single tie 18. In this situation, the system
10, and/or individual modules 20, 44, 46 are movable forward and
backward on the track 12 to perform the required tasks.
[0059] Alternatively, the various modules 20, 44, 46 can each be
performing their respective tasks on targeted ties 18, some of
which may have been already worked on by the other workheads. In
this scenario, the system 10 typically moves in a single direction
along the track.
[0060] While a particular embodiment of the present multi-function
rail maintenance system has been described herein, it will be
appreciated by those skilled in the art that changes and
modifications may be made thereto without departing from the
invention in its broader aspects and as set forth in the following
claims.
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