DMF's RW-1630 railgear is our original and
very successful hi-rail gear for large trucks. The front guidewheel
assembly attaches to the frame and front axle and lifts the front wheels
off the track, thus utilizing the vehicle's front suspension. This
design supports the vehicle as it was intended and helps the truck
navigate curves smoothly and damp out the effects of track
irregularities. The rear assembly attaches directly to the truck frame
behind the rear axle/tandem spring hangers. It deploys with an
articulated dual scissor action that allows the rear railgear to
be moved both vertically and horizontally. This mechanism provides the "side shift"
action which has made DMF gear so well known in the industry. It gives
operators a greater margin for aligning the vehicle to the track which
speeds and simplifies the process of getting the vehicle on rail.
Materials:
All structural members and brackets are constructed of carbon steel. The 16" guide
wheels for DMF RW-1630 railgear are machined from hardened steel
castings and are fitted to high strength alloy steel axles with
heavy-duty tapered roller bearings.
Installation:
Both DMF front and rear guidewheel units bolt to the truck frame using
only hand tools found in any shop. They are designed to minimize the
amount of space required and in many cases fit within the existing
boundaries of the vehicle. The front units, however, sometimes require a
bolt-on
frame extension to complete the installation. Rear RW-1630 railgear
mounts below the top of frame and directly behind the chassis spring
hangers.
Brakes:
The optional RW-1630 rail brakes are of the air actuated external Cobra
shoe type. The rail brakes use a truck style air chamber to supply the
clamping force. Supply pressure comes from the vehicle's air system. A
pressure protection valve separates the railgear and the truck's air systems,
preventing a failure in the rail brake system from adversely affecting
truck braking. The rail brakes are applied simultaneously with the truck
brakes when the operator presses the brake pedal. There is also
a dashboard-mounted switch that permits the operator to enable or disable
the rail braking system.
Operation:
The truck is pulled onto a crossing and the
wheels aligned to the tracks with attention being paid to the front. The
operator then activates the hydraulic power unit pulling the lever of
the hydraulic valve to raise the railgear off of the pin-off device. The
safety pins are removed and the lever pushed forward lowering the rail
wheels to the track. The front gear will lift the front of the truck and
go over center. The rear is operated similarly. The gear is raised to
lift the weight from the pin-offs, and the pins are removed. The gear is
then lowered via the two handled valve at the rear of the truck. Each
spool may be operated independently to articulate the rear gear and
engage the rail even if the rear wheels are not perfectly aligned. Once
the rear gear is fully deployed, the pin offs are re-inserted to lock
the gear in place.
Steering Wheel Lock:
The steering stop is provided with the
optional railwheel brake assembly. If the unit is not equipped with
optional brakes, a steering wheel lock is provided, requiring no
modifications to the column.
