LATERALLY SHIFTABLE HITCH WITH OPTIONAL FREE MOVING COUPLER
United States Patent 3922007
A rubber-tired self-propelled vehicle having a railroad coupler for moving railroad cars in a railroad yard, which coupler is movable on rollers along a horizontal track mounted at the end of the vehicle by a rack and pinion means driven by a hydraulic motor through a hydraulic clutch, which clutch is disengaged when the motor is not operated, so that the coupler is normally free to move along said track.
US Patent References:
/1350962.html
Flory - August 1920 - 1350962
Draft coupling
Burback - August 1927 - 1637854
Tractor
Cupal - August 1941 - 2253420
Laterally shiftable hitch with resilient mounting
Stilley - January 1964 - 3118688
Tandem trailer steering mechanism
Elliot - April 1965 - 3178203
/1350962.html
Flory - August 1920 - 1350962
Draft coupling
Burback - August 1927 - 1637854
Tractor
Cupal - August 1941 - 2253420
Laterally shiftable hitch with resilient mounting
Stilley - January 1964 - 3118688
Tandem trailer steering mechanism
Elliot - April 1965 - 3178203
Application Number:
05/382840
Publication Date:
11/25/1975
Filing Date:
07/26/1973
View Patent Images:
Export Citation:
Assignee:
Keegan Steel Fabricating Co., Inc. (Toledo, OH)
Primary Class:
Other Classes:
280/447
International Classes:
B60D1/44; B61G7/12; B61J3/12; B60D1/00; B61G7/00; B61J3/00; B60D1/00
Field of Search:
280/447,463-465,468-470,456R,DIG.9
US Patent References:
Primary Examiner:
Reeves, Robert B.
Assistant Examiner:
Scherbel, David A.
Claims:
I claim
1. In a self-propelled vehicle having a railroad coupler mounted on a plate freely slidable in a horizontal track across one end of said vehicle, the improvement comprising:
2. A vehicle according to claim 1 wherein said plate is mounted on rollers on said track.
3. A vehicle according to claim 1 wherein said driving means comprises a hydraulic motor.
4. A prime mover vehicle having a railroad car coupler attached to one end thereof, comprising:
5. A vehicle according to claim 4 wherein said vehicle is a resilient-tired vehicle.
6. A vehicle according to claim 4 including manifold means mounted on said track means for connecting flexible hydraulic ducts from said motor means to a hydraulic power source.
7. A vehicle according to claim 4 including roller means mounted on said plate means engageable with said track means for supporting said plate on said track means.
8. A vehicle according to claim 4 wherein said coupler has a locking pin, and includes hydraulic means for withdrawing said locking pin.
9. A rubber-tired prime-mover vehicle having a railroad car coupler attached to one end thereof, comprising:
1. In a self-propelled vehicle having a railroad coupler mounted on a plate freely slidable in a horizontal track across one end of said vehicle, the improvement comprising:
2. A vehicle according to claim 1 wherein said plate is mounted on rollers on said track.
3. A vehicle according to claim 1 wherein said driving means comprises a hydraulic motor.
4. A prime mover vehicle having a railroad car coupler attached to one end thereof, comprising:
5. A vehicle according to claim 4 wherein said vehicle is a resilient-tired vehicle.
6. A vehicle according to claim 4 including manifold means mounted on said track means for connecting flexible hydraulic ducts from said motor means to a hydraulic power source.
7. A vehicle according to claim 4 including roller means mounted on said plate means engageable with said track means for supporting said plate on said track means.
8. A vehicle according to claim 4 wherein said coupler has a locking pin, and includes hydraulic means for withdrawing said locking pin.
9. A rubber-tired prime-mover vehicle having a railroad car coupler attached to one end thereof, comprising:
Description:
BACKGROUND OF THE INVENTION
Previously large rubber-tired vehicles or prime-movers which often had cranes or lifting means mounted thereon for use around railroad yards, also had a railroad coupler mounted on one end thereof to move railroad cars also. This coupler was required to be horizontally movable in a track across the end of the vehicle, in that the vehicle does not always align with or directly follow the cars it moved. Often, in order to align this coupler with a coupler on a railroad car to be moved, the heavy coupler had to be slid into position either to one side or the other of the vehicle, which if done manually required two men. In order to overcome this manual work the coupler was connected to a hydraulic piston which either stuck out so far from the sides of the vehicle that it got in the way of other operations, or it was placed behind the track and connected by a chain, which chain limited its horizontal movements and which chain then often got jammed and/or mutilated. Therefore, such equipment was not reliable.
SUMMARY OF THE INVENTION
Generally speaking, the present invention comprises a rack and pinion power means for moving the coupler slidably along a horizontal track across the end of such self-propelled or prime-mover vehicles having large pneumatic or rubber tires, which rack extends along the full length of the top edge of the horizontal track, and which coupler is mounted on a plate that may be mounted on rollers for supporting and guiding it along the lower edge of the horizontal track. On this plate is also mounted a hydraulic motor for driving the pinion gear engaged with the rack, between which pinion and motor is provided a hydraulic clutch that only engages when the hydraulic motor is operated. Thus the only connection between the motor and the vehicle need be flexible hydraulic hoses which can be suspended above or beyond the coupler levels, thereby avoiding damage in their normal use around a railroad yard. These hydraulic hoses may be connected to a manifold mounted behind or on top of the center of the horizontal track, and also may be connected to a small hydraulic piston mounted on the plate for releasing the locking pin of the coupler. Thus the whole operation of moving, coupling and uncoupling the coupler on such a vehicle may be controlled by the operator inside the cab of the vehicle.
Accordingly it is an object of this invention to make a simple, efficient, effective, economic, rugged, durable, and dependable power means for moving a railraod coupler transversely on the end of a rubber-tired vehicle, which power means when not in operation permits the free slidable movement of the coupler along the track upon which it is mounted.
BRIEF DESCRIPTION OF THE VIEWS
The above mentioned and other features, objects and advantages and the manner of obtaining them are described more specifically below by reference to an embodiment of this invention shown in the accompanying drawings, wherein: FIG. 1 is a perspective view of a rubber-tired self-propelled vehicle shown only in light line outline, with a preferred embodiment of the power slidable railroad coupler mounted across the front end thereof, with its two extreme positions being shown in dotted lines;
FIG. 2 is a perspective view looking upwardly from one end of the track and movable coupler shown in FIG. 1, showing the rack, pinion, hydraulic motor, and hydraulic clutch for driving the same;
FIG. 3 is a vertical sectional view through the pinion and track shown in FIG. 2, showing more details of the parts thereof:
FIG. 4 is a perspective view similar to FIG. 2 but taken from the other end of the track and coupler, showing the means for raising the locking pin for the coupler; and
FIG. 5 is a schematic hydraulic flow diagram of the control system for the movable coupler of this invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENT
In FIG. 1 there is schematically shown a prime-mover or self-propelled vehicle 10 having large rubber-tired wheels 12 and an operator cab 14. Across the front end of this vehicle there is mounted a horizontal track 20 which may be either bolted, welded or otherwise anchored to the end of the frame of the vehicle 10.
The track 20 herein is shown to comprise a horizontal back plate 22, top plate 24, and a bottom supporting plate 26, thus forming a U-shaped channel (see also FIG. 3) in which the mounting plate 40 that supports the railroad car coupler 60 is slidably mounted.
The top and bottom edges of the plate 40 are fitted into grooves 25 and 27 in plates 24 and 26, respectively, for guiding the horizontal movement of the plate 40. Behind the grooves 25 and plate 40 there is a rack 30 (see FIG. 2) which may be welded or otherwise anchored to the underside of the upper plate 24, and which extends substantially the full length of the track 20. At the ends of the plates 22 and 24, there may be provided triangular weldments or braces 28 for increasing the rigidity of the channel track 20 as well as to act as stops to keep the plate 40 in the track 20. Also the upper and lower plates 24 and 26 may be provided with additional reinforcing weldments or webs 34 and 36 to increase the rigidity of these plates and the track 20. The upper webs 34 may be provided with apertures 35 to provide means for the engagement of hooks or cables for lifting the track assembly for installation on or removal from the vehicle 10.
Mounted near the bottom of the plate 40 there may be provided a pair of rollers 42 mounted on threaded bolt type shafts 44 to aid in the support of the plate 40 and its coupler 60, so as to reduce the friction of the weight thereof in the groove 27. Near an upper corner of the plate 40 are mounted a pair of brackets 46 and 48 for supporting the drive mechanism for moving the plate 40 and its coupler 60. The inner or rear bracket 46 acts as a guard and outer bearing for the pinion gear 50 and outer end of its shaft 52, which pinion 50 engages the rack 30. The other end of the shaft 52 is connected to a hydraulic clutch mechanism 54, to the other side of which is connected a hydraulic motor 56 that is removably supported on the outer or front bracket 48, such as by bolts 57 (see FIG. 2).
Also mounted on the plate 40 and securely attached or welded thereto are coupler supporting plates 58 (see FIG. 4) between which is provided a vertical pivot bearing 62 for the tongue 64 of the railroad coupler 60, which tongue 64 carries the pivoted knuckle or jaw 66 having vertical extensions 67 at its upper and lower ends to permit engagement when accurate vertical alignment between the coupler on the railroad car and the coupler 60 on the vehicle 10 does not occur. This knuckle or jaw 66 is pivoted at 68 (see FIG. 1) and has an opposite lever end into which a locking pin 70 engages for maintaining the jaw 66 into coupler locking position with the corresponding jaw of the coupler on a railroad car. In order to release the coupler 60 from the railroad car, it is necessary that the pin 70 be pulled out of engagement with the lever end on the knuckle 66, which may be done either manually by the raising of the lever 72 connected to the end of the pin 70 by means of a chain 74, or preferably, as shown in present embodiment, by means of a hydraulic cylinder 76 connected to a lever 78 fixed to a common pivoted axle or shaft 79 with the lever 72 and biased against the action of a spring 77.
The hydraulic motor means and mechanisms 54, 56, and 76 may all be connectd via flexible hydraulic hoses 82, 84 and 86, respectively, to a manifold outlet box 88 which may be mounted above or behind the tract 20 so as to be out of the way of any railroad coupler. In fact, a separate support 89 may be provided for the flexible hoses 82, 84 and 86 to maintain them continuously supported above any such contact with another railroad car coupler.
Referring to FIG. 5, the control of the pressure in these hoses 82, 84 and 86 may be by means of manual levers 90 and 92 which operate valves 94 and 96. These levers 90 and 92 are preferably mounted in the cab 14 of the vehicle 10 so that they can be controlled by the operator of the vehicle. The supply for hydraulic pressure for both valves 94 and 96 is from a pump 98 which may be connected to an engine 100, which may be the same engine that drives the vehicle 10. The pump 98 is connected to a reservoir 102, which is symbolized schematically in several parts of the diagram of FIG. 5 to avoid the complication of adding several return ducts to one reservoir. Thus when the plate 40 and coupler 60 are to be moved to one end or the other of the track 20, the valve 90 is pushed into either its right or left dotted line position shown in FIG. 5 to connect the pressure line 104 from the pump 98 either through one or the other of the two ducts 106 that connect to the manifold 88 and then to the hoses 82. Simultaneously with the connection of either of the ducts 106 with the pressure in duct 104, there is also connected through corresponding ducts 108 and check valves 110 a sequence valve 112, also shown in the cab 14, to apply pressure through the manifold 88 to the hose 84 to operate the clutch 54. Thus when the motor is operated there is a positive drive through the clutch 54 to the rack 50, and when the motor 56 is stopped, the clutch 54 releases so that the pinion 50 will rotate freely on its shaft 52, and the pressure to the clutch is released through duct 84 and sequence valve 112 to the reservoir 102. This sequence valve 112 is operated by the pressure in the ducts 108 through by-pass 111 thereto, thus opening the valve 112 to operate the clutch when pressure is in either one of the lines 108.
When the coupler pin 70 is to be removed from the coupler 60, pressure from the pump 98 in duct 114 is connected through the valve 96, duct 116, manifold 88, and hose 86 to the hydraulic cylinder 76 which acts against the action of spring 77. Then when the lever 92 that operates valve 96 is put again into the full line position shown, the hydraulic fluid which is in the cylinder 76 is then forced by the spring 77 back through the hose 86 and duct 116 into the reservoir 102.
Also connected in the hydraulic circuit is a by-pass pressure reducing valve 120 which is connected to the pressure ducts 104 and 114 from pump 98 to by-pass pressure back to the reservoir 102 in the event that the pressure produced by the pump is not all employed in the operation of the system.
While there is described above the principles of this invention in connection with specific apparatus, it is to be clearly understood that this description is made only by way of example and not as a limitation to the scope of this invention.
Previously large rubber-tired vehicles or prime-movers which often had cranes or lifting means mounted thereon for use around railroad yards, also had a railroad coupler mounted on one end thereof to move railroad cars also. This coupler was required to be horizontally movable in a track across the end of the vehicle, in that the vehicle does not always align with or directly follow the cars it moved. Often, in order to align this coupler with a coupler on a railroad car to be moved, the heavy coupler had to be slid into position either to one side or the other of the vehicle, which if done manually required two men. In order to overcome this manual work the coupler was connected to a hydraulic piston which either stuck out so far from the sides of the vehicle that it got in the way of other operations, or it was placed behind the track and connected by a chain, which chain limited its horizontal movements and which chain then often got jammed and/or mutilated. Therefore, such equipment was not reliable.
SUMMARY OF THE INVENTION
Generally speaking, the present invention comprises a rack and pinion power means for moving the coupler slidably along a horizontal track across the end of such self-propelled or prime-mover vehicles having large pneumatic or rubber tires, which rack extends along the full length of the top edge of the horizontal track, and which coupler is mounted on a plate that may be mounted on rollers for supporting and guiding it along the lower edge of the horizontal track. On this plate is also mounted a hydraulic motor for driving the pinion gear engaged with the rack, between which pinion and motor is provided a hydraulic clutch that only engages when the hydraulic motor is operated. Thus the only connection between the motor and the vehicle need be flexible hydraulic hoses which can be suspended above or beyond the coupler levels, thereby avoiding damage in their normal use around a railroad yard. These hydraulic hoses may be connected to a manifold mounted behind or on top of the center of the horizontal track, and also may be connected to a small hydraulic piston mounted on the plate for releasing the locking pin of the coupler. Thus the whole operation of moving, coupling and uncoupling the coupler on such a vehicle may be controlled by the operator inside the cab of the vehicle.
Accordingly it is an object of this invention to make a simple, efficient, effective, economic, rugged, durable, and dependable power means for moving a railraod coupler transversely on the end of a rubber-tired vehicle, which power means when not in operation permits the free slidable movement of the coupler along the track upon which it is mounted.
BRIEF DESCRIPTION OF THE VIEWS
The above mentioned and other features, objects and advantages and the manner of obtaining them are described more specifically below by reference to an embodiment of this invention shown in the accompanying drawings, wherein: FIG. 1 is a perspective view of a rubber-tired self-propelled vehicle shown only in light line outline, with a preferred embodiment of the power slidable railroad coupler mounted across the front end thereof, with its two extreme positions being shown in dotted lines;
FIG. 2 is a perspective view looking upwardly from one end of the track and movable coupler shown in FIG. 1, showing the rack, pinion, hydraulic motor, and hydraulic clutch for driving the same;
FIG. 3 is a vertical sectional view through the pinion and track shown in FIG. 2, showing more details of the parts thereof:
FIG. 4 is a perspective view similar to FIG. 2 but taken from the other end of the track and coupler, showing the means for raising the locking pin for the coupler; and
FIG. 5 is a schematic hydraulic flow diagram of the control system for the movable coupler of this invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENT
In FIG. 1 there is schematically shown a prime-mover or self-propelled vehicle 10 having large rubber-tired wheels 12 and an operator cab 14. Across the front end of this vehicle there is mounted a horizontal track 20 which may be either bolted, welded or otherwise anchored to the end of the frame of the vehicle 10.
The track 20 herein is shown to comprise a horizontal back plate 22, top plate 24, and a bottom supporting plate 26, thus forming a U-shaped channel (see also FIG. 3) in which the mounting plate 40 that supports the railroad car coupler 60 is slidably mounted.
The top and bottom edges of the plate 40 are fitted into grooves 25 and 27 in plates 24 and 26, respectively, for guiding the horizontal movement of the plate 40. Behind the grooves 25 and plate 40 there is a rack 30 (see FIG. 2) which may be welded or otherwise anchored to the underside of the upper plate 24, and which extends substantially the full length of the track 20. At the ends of the plates 22 and 24, there may be provided triangular weldments or braces 28 for increasing the rigidity of the channel track 20 as well as to act as stops to keep the plate 40 in the track 20. Also the upper and lower plates 24 and 26 may be provided with additional reinforcing weldments or webs 34 and 36 to increase the rigidity of these plates and the track 20. The upper webs 34 may be provided with apertures 35 to provide means for the engagement of hooks or cables for lifting the track assembly for installation on or removal from the vehicle 10.
Mounted near the bottom of the plate 40 there may be provided a pair of rollers 42 mounted on threaded bolt type shafts 44 to aid in the support of the plate 40 and its coupler 60, so as to reduce the friction of the weight thereof in the groove 27. Near an upper corner of the plate 40 are mounted a pair of brackets 46 and 48 for supporting the drive mechanism for moving the plate 40 and its coupler 60. The inner or rear bracket 46 acts as a guard and outer bearing for the pinion gear 50 and outer end of its shaft 52, which pinion 50 engages the rack 30. The other end of the shaft 52 is connected to a hydraulic clutch mechanism 54, to the other side of which is connected a hydraulic motor 56 that is removably supported on the outer or front bracket 48, such as by bolts 57 (see FIG. 2).
Also mounted on the plate 40 and securely attached or welded thereto are coupler supporting plates 58 (see FIG. 4) between which is provided a vertical pivot bearing 62 for the tongue 64 of the railroad coupler 60, which tongue 64 carries the pivoted knuckle or jaw 66 having vertical extensions 67 at its upper and lower ends to permit engagement when accurate vertical alignment between the coupler on the railroad car and the coupler 60 on the vehicle 10 does not occur. This knuckle or jaw 66 is pivoted at 68 (see FIG. 1) and has an opposite lever end into which a locking pin 70 engages for maintaining the jaw 66 into coupler locking position with the corresponding jaw of the coupler on a railroad car. In order to release the coupler 60 from the railroad car, it is necessary that the pin 70 be pulled out of engagement with the lever end on the knuckle 66, which may be done either manually by the raising of the lever 72 connected to the end of the pin 70 by means of a chain 74, or preferably, as shown in present embodiment, by means of a hydraulic cylinder 76 connected to a lever 78 fixed to a common pivoted axle or shaft 79 with the lever 72 and biased against the action of a spring 77.
The hydraulic motor means and mechanisms 54, 56, and 76 may all be connectd via flexible hydraulic hoses 82, 84 and 86, respectively, to a manifold outlet box 88 which may be mounted above or behind the tract 20 so as to be out of the way of any railroad coupler. In fact, a separate support 89 may be provided for the flexible hoses 82, 84 and 86 to maintain them continuously supported above any such contact with another railroad car coupler.
Referring to FIG. 5, the control of the pressure in these hoses 82, 84 and 86 may be by means of manual levers 90 and 92 which operate valves 94 and 96. These levers 90 and 92 are preferably mounted in the cab 14 of the vehicle 10 so that they can be controlled by the operator of the vehicle. The supply for hydraulic pressure for both valves 94 and 96 is from a pump 98 which may be connected to an engine 100, which may be the same engine that drives the vehicle 10. The pump 98 is connected to a reservoir 102, which is symbolized schematically in several parts of the diagram of FIG. 5 to avoid the complication of adding several return ducts to one reservoir. Thus when the plate 40 and coupler 60 are to be moved to one end or the other of the track 20, the valve 90 is pushed into either its right or left dotted line position shown in FIG. 5 to connect the pressure line 104 from the pump 98 either through one or the other of the two ducts 106 that connect to the manifold 88 and then to the hoses 82. Simultaneously with the connection of either of the ducts 106 with the pressure in duct 104, there is also connected through corresponding ducts 108 and check valves 110 a sequence valve 112, also shown in the cab 14, to apply pressure through the manifold 88 to the hose 84 to operate the clutch 54. Thus when the motor is operated there is a positive drive through the clutch 54 to the rack 50, and when the motor 56 is stopped, the clutch 54 releases so that the pinion 50 will rotate freely on its shaft 52, and the pressure to the clutch is released through duct 84 and sequence valve 112 to the reservoir 102. This sequence valve 112 is operated by the pressure in the ducts 108 through by-pass 111 thereto, thus opening the valve 112 to operate the clutch when pressure is in either one of the lines 108.
When the coupler pin 70 is to be removed from the coupler 60, pressure from the pump 98 in duct 114 is connected through the valve 96, duct 116, manifold 88, and hose 86 to the hydraulic cylinder 76 which acts against the action of spring 77. Then when the lever 92 that operates valve 96 is put again into the full line position shown, the hydraulic fluid which is in the cylinder 76 is then forced by the spring 77 back through the hose 86 and duct 116 into the reservoir 102.
Also connected in the hydraulic circuit is a by-pass pressure reducing valve 120 which is connected to the pressure ducts 104 and 114 from pump 98 to by-pass pressure back to the reservoir 102 in the event that the pressure produced by the pump is not all employed in the operation of the system.
While there is described above the principles of this invention in connection with specific apparatus, it is to be clearly understood that this description is made only by way of example and not as a limitation to the scope of this invention.