GB2428268A - Attachment device for connecting rail wheels to a road vehicle - Google Patents

Attachment device for connecting rail wheels to a road vehicle Download PDF

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Publication number
GB2428268A
GB2428268A GB0513715A GB0513715A GB2428268A GB 2428268 A GB2428268 A GB 2428268A GB 0513715 A GB0513715 A GB 0513715A GB 0513715 A GB0513715 A GB 0513715A GB 2428268 A GB2428268 A GB 2428268A
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United Kingdom
Prior art keywords
bracket
wheels
releasable coupling
arm
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB0513715A
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GB2428268B (en
GB0513715D0 (en
Inventor
Giuseppe Antonio Difuria
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
DIFURIA CONTRACTORS Ltd
Original Assignee
DIFURIA CONTRACTORS Ltd
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Publication date
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Priority to GB0513715A priority Critical patent/GB2428268B/en
Publication of GB0513715D0 publication Critical patent/GB0513715D0/en
Publication of GB2428268A publication Critical patent/GB2428268A/en
Application granted granted Critical
Publication of GB2428268B publication Critical patent/GB2428268B/en
Expired - Fee Related legal-status Critical Current
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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60FVEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
    • B60F1/00Vehicles for use both on rail and on road; Conversions therefor
    • B60F1/04Vehicles for use both on rail and on road; Conversions therefor with rail and road wheels on different axles
    • B60F1/043Vehicles comprising own propelling units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60FVEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
    • B60F1/00Vehicles for use both on rail and on road; Conversions therefor
    • B60F1/04Vehicles for use both on rail and on road; Conversions therefor with rail and road wheels on different axles

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Handcart (AREA)

Abstract

An attachment device, comprising a bracket 101, which comprises a first locating pin 102 and a second locating pin 103, a releasable coupling 105, which comprises a first 106 and a second 107 latching means and an adjustment means positioned between said first and said second latching means; wherein said first latching means is configured to mount said releasable coupling upon said bracket via said first locating pin; and said adjustment means is configurable to move said second latching means into contact with said second locating pin, such that said releasable coupling is in a closed configuration with said bracket. As shown the latching means are located on arms 108, 109 pivoted at 110 and the adjustment means can either be a power actuator or a lifting/lowering device which allows relative movement of the arms when 106 is engaged upon pin 102. Alternatively the arms can be slidably connected and a power actuator used to draw 106 and 107 together to engage 102, 103. An attachment device employing only a single pin is also disclosed.

Description

RAIL CONVERSION APPARATUS FOR ROAD VEHICLE
Field of the Invention
The present invention relates to an attachment device suitable for securely attaching and detaching heavy assemblies to a surface. In particular, the device is configured to allow the attachment of railway engagement wheels to a road vehicle. Further, the invention relates to a resting frame adapted to facilitate the attachment and detachment of such assemblies to and from vehicles.
As used herein, a road vehicle is a vehicle having wheels which contact a * highway or other road, as opposed to only having wheels which roll on the rails of a railroad track. S..
S
Railroad service crews often have to go to various places along a railroad ".
track in order to make repairs and perform inspections. Depending upon the type S...
of service which is performed and other factors, the service crew may ride to the work site using a rail vehicle or using a road vehicle, such as a truck, car or heavier construction vehicle. Since the best way to a work site may include travel along a road and travel along a railway, service crews and other rail workers often have used road vehicles having a rail engagement or guide wheel apparatus mounted upon them.
Such road vehicles may travel along a highway or other road with road wheels or tracks engaging the road. Upon getting to an appropriate junction between the roadway and the railway, the rail engagement apparatus is operated such that a front and back pair of railway wheels is lowered from the vehicle until the vehicle is substantially bound to the railway. When the operator wants the vehicle to leave the railway, the front railway wheels and the rear railway wheels are retracted or lifted up such that the vehicle may again travel on the road.
P1079 spec In many areas such as rural locations and developing countries, railways are a more effective means of transportation than road ways. Unfortunately, known convertible railway/highway vehicles are relatively complicated to operate.
Railways therefore tend to be an under utilised mode of transportation for small organisations or individuals such as farmers that are not hauling large quantities of goods typically required for the efficient operation of known prior art convertible railway/roadway vehicles.
Various structures have been used to allow railway wheels to be attached to road vehicles in the past. Most consideration in the past has been given to making such structures useful at moving the railway wheels between an upward * I..-..
position in which the vehicle may travel along the highway or other road and a 0 lowered position in which the vehicle travels along a railway, such prior art structures have been subject to several known disadvantages. .:.
Further, many prior structures require a significant clearance zone to allow S...
the rail wheels to move between rail and road positions. Such clearance zone....
requirement may limit the type of vehicle on which the equipment is mounted and:* : : may limit the mounting position on a particular vehicle.
Several of the prior designs also use a plurality of controls that require both hands of a human operator or the co-ordinated action of several human operators to function.
Another disadvantage of existing rail/road vehicle designs is that such dual use vehicles and, in particular, construction vehicles are not normally used for more general construction activities other than rail maintenance work. The increased weight of such vehicles (in many cases each set of railway wheels weighing at least 1.5 metric tons) means that such converted pieces of equipment are difficult to use in more general building work. Such weighty vehicles can damage newly laid roads close to building sites or become stuck in mud, which is a common occurrence at building sites. Also uneven or infirm terrain is a common occurrence at agriculture work sites and modified vehicles are ill suited for use here as well.
Such modified vehicles have an increased likelihood of causing damage to work sites via the sets of railway wheels extending from the vehicle at the front and rear making vehicle length difficult to ascertain and if collisions occur acting like a battering ram causing extensive damage in many cases.
Some prior designs may use suspension systems which limit the ground clearance of the vehicle also prior designs involved permanent or semi permanent attachment of the rail wheels to the vehicle. Greatly increasing the weight of the vehicle and reducing its usefulness for operations other then and including railway maintenance. a a I. Some prior structures do not always maintain sufficient contact between the a. : rails and the rail wheels. Thus, driving the vehicle faster than is safe upon a a..
railway may risk derailment upon irregularities in the rails. a'.. * *.$ * a I IU e
Up to the present time once a road going vehicle has been converted to railway use the rail wheels are not removed because of the difficulty of the detaching/attaching process, as well as the time taken to remove such wheels and the relative weights of the equipment involved.
In general such conversions are made by riveting and/or bolting and/or wielding a railwheel assembly onto a vehicle, in such a way as to ensure the assembly remains attached to the vehicle when in use.
Therefore there is a continuing need for an improved apparatus to convert roadway vehicles to railway use and vice versa. In particular, there is a need for vehicles of this type that can be conveniently converted between railway and road travel operating modes at the intersections of such railways and highways.
Vehicles of this type would be especially useful if they could be converted between railway and highway operating modes by one or a small number of persons, and efficiently operated by a one person on both the railway and highway. In addition to be commercially viable any such apparatus must be capable of being easily manufactured and fitted to vehicles.
Accordingly therefore the inventors of the present invention have come up with a novel and inventive approach to the modification of road going vehicles and it is a primary objective of the present invention to provide a new and improved rail conversion apparatus for a road vehicle. * S
I p. S
SS S. * S. *5* S * S I. I... * S * . * (IS * . * S. S
Summary of the Invention
According to a first aspect there is provided An attachment device, comprising: a bracket, which comprises a first locating pin and a second locating pin; a releasable coupling, which comprises a first and a second latching means and an adjustment means positioned between the first and the second latching means; wherein the first latching means is configured to mount the releasabl' coupling upon the bracket via the first locating pin; and S..
the adjustment means is configurable to move the second latching means.:.
into contact with the second locating pin, such that the releasable coupling is in a closed configuration with the bracket. S * I*S * S S
S
Preferably the releasable coupling is configured to pivot about the first locating pin via the first latching means.
Preferably the releasable coupling comprises a first arm and a second arm; and wherein the first latching means is positioned at an end of the first arm and the second latching means is positioned at an end of the second arm.
Preferably the first and the second arms are pivotally attached at their opposite ends to the first latching means and the second latching means.
Preferably the second arm comprises a retaining portion configured to interact with a retaining space upon the first arm; such that the arc of movement of the second arm about the pivot is restricted.
Preferably the device further comprises: a cross bar passage formed from the bracket and the releasable coupling when in a closed configuration; and a cross bar configured such that insertion of the cross bar into the cross bar passage prevents the movement of the releasable coupling relative to the bracket. *
I.....
S
Preferably the second arm comprises a locking means; : * :
S * ..
wherein the locking means forms a part of the cross bar passage when the..
releasable coupling is in a closed configuration with the bracket. I... * S...
Preferably the adjustment means comprises an actuator configured to move, : the second latching means into contact with the second locating pin.
Preferably the actuator is configured to move the second latching means into contact with the second locating pin by a contraction of the actuator.
Preferably the actuator is configured to move the second latching means into contact with the second locating pin by a extension of the actuator.
Preferably the actuator is powered by one of the following: hydraulic power; electrical power; pneumatic power.
Preferably the device further comprises a locking pin, configured to pass through the releasable coupling into the bracket when in a the releasable coupling and the bracket is in a substantially closed configuration.
Preferably the locking pin passes through the locking means.
Preferably the releasable coupling further comprises a moveable wheel assembly.
Preferably the moveable assembly comprises: S.....
S
at least one set of wheels; : *:*
S * SS
an axle assembly, connected via a first connection to the at least one set f.*.
wheels such that the at least one set of wheels can move freely about the point of S...
connection; and * SS. * . S SS *
via a second connection to the first arm; an actuator connected to the axle assembly and to the first arm, configured to move the axle assembly about the second connection when the actuator is extended.
Preferably the actuator is powered by one of the following: hydraulic power; electrical power; pneumatic power.
Preferably the bracket is attached to a vehicle.
Preferably the wheels of the vehicle are in direct contact with the wheels of the moveable assembly.
Preferably the at least one wheel of the moveable assembly comprises extension members extending out from the hub of the wheels configured to contact the wheels of the vehicle.
Preferably the vehicle wheels contact a first transmission member which in turn drives the at least one set of wheels. * . S....
Preferably the vehicle comprises tracks. :* : :* Preferably the moveable assembly device comprises a actuator mediated.:.
driving mechanism to power the at least one set of wheels. ** S...
Preferably the at least one set of wheels are powered via a combination of: . . .. * 0S. * S * S. S
direct contact; indirect contact; hydraulic power; electrical power; pneumatic power.
Preferably the device comprises a stand that comprises a first stop member; the device being configured such that an end of the moveable wheel assembly interacts with the first stop member; and extension of the movable wheel assembly actuator causes movement of the removable coupling away about the first locating pin.
Preferably the stand further comprises a second stop: the second stop being configured to substantially abut at least one of the vehicle wheels.
Preferably the stand further comprises a lifting mechanism; * I.....
wherein the lifting mechanism is positioned such that extension of the lifting mechanism causes the interaction of an end of the lifting mechanism with th pivot joining the first and the second arms, lifting the releasable coupling assembly away from the bracket. * Preferably the actuator is powered by one of the following: S. * * SS. * * * *
hydraulic power; electrical power; pneumatic power.
Preferably the device comprises a plurality of connection means formed onto the releasable coupling; and a plurality of lifting chains configured to interact with the plurality of lifting eyes and allow the lifting of the releasable coupling away from the bracket.
Brief Description of the Drawings
For a better understanding of the invention and to show how the same may be carried into effect, there will now be described by way of example only, specific embodiments, methods and processes according to the present invention with reference to the accompanying drawings in which: Figure 1 shows a schematic representations of a device according to a first aspect of the present invention displayed in a side on perspective view comprising a bracket and releasable coupling.
Figure 2 shows a schematic representations of a device according to a first aspect of the present invention displayed in a facing perspective view comprisin..:.
a bracket and releasable coupling. *..
Figure 3 shows a schematic representations of a device according to a first.:.: aspect of the present invention displayed in a side on perspective view comprising a bracket and releasable coupling. * ..*
S S
S
Figure 4 shows a schematic representations of a device according to a second aspect of the present invention displayed in a side on perspective view comprising a bracket and releasable coupling.
Figure 5 shows a schematic representations of a device according to a third aspect of the present invention displayed in a side on perspective view comprising a bracket and releasable coupling in a closed orientation and a detaching means.
Figure 6 shows a schematic representations of a device according to a third aspect of the present invention displayed in a side on perspective view comprising a bracket and releasable coupling in an open configuration and a detaching means.
Figure 7 shows a schematic representations of a device according to a fourth aspect of the present invention displayed in a side on perspective view comprising a bracket attached to a vehicle and a releasable coupling attached to the bracket and a stand.
Figure 8 shows a schematic representations of a device according to a fourth aspect of the present invention displayed in a side on perspective view comprising a releasable coupling supported by a stand.
Figure 9 shows a schematic representations of a device according to a fourth aspect of the present invention displayed in a side on perspective view comprising a bracket attached to a vehicle and a releasable coupling detache' from the bracket and resting upon a stand. I..
Figure 10 shows a schematic representations of a device according to a.:.
fourth aspect of the present invention displayed in a side on perspective view comprising a bracket attached to a vehicle and a releasable coupling detached....' from the bracket and resting upon a stand.
Figure 11 shows a schematic representations of a device according to a fourth aspect of the present invention displayed in a side on perspective view comprising a bracket attached to a vehicle and a releasable coupling detached from the bracket and resting upon a stand.
Figure 12 shows a schematic representations of a rail wheel assembly according to a fifth aspect of the present invention displayed in an upper rear perspective view.
Figure 13 shows a schematic representations of a rail wheel assembly according to a fifth aspect of the present invention displayed in a side on perspective view.
Figure 14 shows a schematic representations of a rail wheel assembly according to a fifth aspect of the present invention displayed in an upper rear perspective view.
Figure 15 shows a schematic representation of the front and rear of a dumper truck modified according to a sixth aspect of the present invention with a set of rail wheel bogies in a front view.
Figure 16 shows a schematic representation of the rear of a dumper truck modified according to a sixth aspect of the present invention with a set of rail wheel bogies in a front view. *
I
Figure 17 shows a schematic representation of the rear of a dumper truck' modified according to a sixth aspect of the present invention with a set of rail wheel bogies in a front view.
Figure 18 shows a schematic representation of a tracked vehicle supporte.
upon two rail wheel assemblies according to a seventh aspect of the presen invention.
Detailed Description
There will now be described by way of example a specific mode contemplated by the inventors. In the following description numerous specific details are set forth in order to provide a thorough understanding. It will be apparent however, to one skilled in the art, that the present invention may be practiced without limitation to these specific details. In other instances, well known methods and structures have not been described in detail so as not to
unnecessarily obscure the description.
According to a first specific embodiment of the present invention and with reference to Figure 1 herein there is provided an attachment device 100 comprising a bracket 101. Figure 1 shows this bracket 101 in cross section" projecting from the facing side of the bracket 101 are a first locating pin 102 and::' a second locating pin 103. The first and second locating pins are substantially is cylindrical in cross section. The bracket 101 further comprises a cross ba passage 104 formed into the bracket and running through the whole of the bracket 101. * *** * * S -, *
The bracket 101 is configurable to be attached to a surface, most normally the front and/or rear surface of a vehicle. For this purpose there is provided a plurality of attachment means configured to attach the bracket to the surface. An axis of suspension is created when the bracket is attached to a vehicle or other surface. This suspension axis is parallel to the length of the bracket as indicated by line A-A' in fig 1.
With reference to Fig. 2 herein there is shown a further representation of the bracket 101 viewed face on. According to this first specific embodiment of the present invention the bracket 101 comprises a first and second locating pin 102 and 103 as previously described and positioned a distance apart a third and fourth locating pins 201 and 202. As can also be seen from Fig. 2 in this particular embodiment of the present invention a plurality of attachment means 203 in the form of a plurality of bolts suitable for securing the bracket 101 to a vehicle are provided. The bracket 101 may either be attached to such a vehicle via bolting, welding or other suitable means. Alternatively the bracket may be provided as an integral part of the vehicle formed during its manufacture and thereby the integral to the vehicle chassis.
With reference to Fig. I herein, there is also shown a releasable coupling according to the first specific embodiment of the present invention. This releasable coupling comprises a first and a second latching means 106 and 107 respectively. These latching means are in the form of hooks with a hollow portion corresponding to the outer dimension of the first and second locating pins 102 and 103. The releasable coupling 105 further comprises a first arm 108 and a second arm 109. The first latching means 106 is formed into one end of the first arm 108. Similarly, the second latching means 107 is formed into one end of th.:: second arm 109. The first and second arms 108 and 109 are pivotally mounted about each other via a pivot 110. This pivot is located at an opposite end ol each arm relative to the latching means. SS S...
According to this first specific embodiment of the present invention the bracket 101 and the releasable coupler 105 are formed from steel. The inventors' consider any suitable grade of steel to be useful in the implementation of this invention so long as it has the requisite qualities of structural strength and rigidity.
The inventors also consider it possible to use such other types of materials, which have these requisite qualities of structural strength and rigidity. In addition other types of metal or laminated metals may be used to implement this invention. In particular plastic laminated metals may be useful in the formation of the first and second locating pins and the first and second latching means so as to ease interaction of these components.
There will now be described according to this first specific embodiment of the present invention the way in which the releasable coupling 105 is brought into a closed position with the bracket 101. The bracket 101 has been previously fixed to a road vehicle.
The releasable coupling 105 is lifted such that the first latching means 106 is hooked over the first locating pin 102. At this stage an acute angle is formed between the first arm 108 of the releasable coupling 105 and the bracket 101, when measured about the first locating pin 102. The releasable coupling 105 is then lowered such that the first arm 108 moves into a substantially parallel axis of suspension relative to the axis of suspension of the bracket 101, rotating about the first locating pin 102.
During this movement the second arm 109 comes into contact with the second locating pin 103. As the first arm 108 moves about the first locating pin 102, contact between the second arm 109 and the second locating pin 103 via S.....
the second latching means 107 causes the movement of the second arm 109...
about the pivot 110. Such that when the first arm 108 is in a substantially parallel axis of suspension relative to the axis of suspension of the bracket 101, the.
second locating pin 103 is fitted into the second latching means 107 and thW.* second arm is in a substantially parallel axis of suspension relative to the axis of*55 suspension of the bracket 101. The releasable coupling 105 is now attached to" the bracket 101 and is in a closed orientation, this is shown in figure 3.
To securely attach the releasable coupling 105 to the bracket 101 at this stage two actions may be taken. Firstly, a cross bar, not shown in figures 1, 2 or 3 for reasons of clarity, may be inserted into the cross bar passage 104. The insertion of the cross bar into the cross bar passage 104 prevents movement of the releasable coupling 105 as movement of the second arm 109 about pivot 110 is prevented. The prevention of this movement occurs by a physical interaction of a portion of the cross bar with a portion of the 2r arm 109 which comprises a locking means 111 which extends from the second arm 109 towards the bracket 101 when the second arm 109 is in a closed orientation relative to the bracket 101.
This locking means 111 forms a portion of the cross bar passage 104 when the releasable coupling 105 is in this closed orientation. When in such a closed orientation following the insertion of the cross bar into the cross bar passage 104 movement of the second arm 109 about the pivot 110 is prevented as the locking means can no longer move relative to the cross bar passage 104 due the presence of the cross bar, preventing movement about the second locating pin 103 of the second latching means 107 portion of the second arm 109.
According to a further aspect of the present invention the releasable coupling 105 may be further secured in this closed orientation via the use of a locking pin 112. Formed into the locking means 111, is a passage through which a locking pin 112 may be passed when the releasable coupling 105 is in a closed orientation relative to the bracket 101. A similar passage is also made into the bracket 101 and the locking pin 112 which passes through the releasable S.....
coupling 105 is configured to pass into this passage further securing thk, .
releasable coupling 105 to the bracket 101 by preventing movement of the second arm relative to the bracket 101 and/or first arm 108. * S. According to a further aspect of the present invention this locking pin passage may be made into another portion of the releasable coupling 105than the locking means with a corresponding passage in the bracket 101. Th&5 applicants also consider it possible to have a plurality of locking pins and locking pin passages.
When the user of a vehicle so modified wishes to remove the releasable coupling 105 from the bracket 101 the following steps are undertaken. Firstly, if a locking pin 112 has been inserted through the releasable coupling 105 into the bracket 101 this is removed. Following this the cross bar is removed from the cross bar passage 104. The releasable coupling 105 is then moved such that the first arm 108 moves about the first latching means 106 and the first locating pin 102. In this way the second arm 109 moves about pivot 110 such that the second latching means 107 moves about the second locating pin 103.
As the angle made between the first arm 108 and the bracket 101 increases so will the movement of the second arm 109 about pivot 110, when the angle between the first arm 108 and the bracket 101 is large enough the second arm 109 will move such that a portion of the second arm 109, hereafter called the first retaining portion 113 will contact a second retaining portion 114 formed into the first arm 108. At this point further movement of the second arm 109 about the pivot 110 will not be possible and with further increases in the angle between the first arm 108 and the bracket 101 disengagement of the second latching means 107 will occur relative to the second locating pin 103.
Once this disengagement of the second latching means 107 has occurred from the second locating pin 103 the releasable coupling 105 may be lifted such that the first latching means 106 is disengaged from the first locating pin 102, following this disengagement the releasable coupling 105 may be placed in S....
suitable storage location until such time as engagement of the releasabl**.
coupling 105 onto the bracket 101 is required. S
S S..
S
The interaction of the first retaining portion 113 and the second retaininf'.
portion 114 also facilitates the engagement of the second latching means 107 with the second locating pin 103 when mounting the releasable coupling 105 onto' the bracket 101.
With reference to Fig. 4 herein there is shown a second specific embodiment of the present invention, this second specific embodiment comprises a bracket 401 much as previously described for the first specific embodiment of the present invention.
The bracket 401 comprises a locating pin means 402 and a second locating pin 403 positioned in an upper and lower portion of the bracket 401. The bracket further comprises a cross bar passage 404 suitable to facilitate the insertion of a cross bar.
The device further comprises a releasable coupling 405, this releasable coupling comprises a first latching means 406 suitable for engagement with the first locating pin 402. The releasable coupling 405 further comprises a second latching means 407 suitable for engagement with the second locating pin 403.
The releasable coupling is comprised of two arms, a first arm 408 at an end of which is positioned the first latching means 406 and a second arm 409 at an end of which is positioned the second latching means 407.
s The first arm 408 further comprises an actuating mechanism which according to the second specific embodiment is a hydraulic cylinder 410 positioned at an end of the arm opposite to the first latching means 406. The second arm 409 is also attached to this hydraulic cylinder 410 at an end of the arm opposite to the second latching means 407. When the hydraulic cylinder 410 is activated the second arm 409 is extended out from the hydraulic cylinder 410. In a starting position with the second arm 409 extended there is a commo S.....
axis running the length of the first arm 408 and the second arm 409. When the...
second arm 409 is extended via the hydraulic unit 410 this axis is substantially maintained. S.. S * *.
The applicants consider it possible to use any type of actuator to control the extension of the second arm 409 relative to the first arm 408. In particular this' may be a pneumatic mechanism, a hydraulic cylinder or other type of chamber,' an electric or other type of motor or any other suitable means. The use of a hydraulic or pneumatic mechanism isconsidered particularly useful as many of the types of vehicle with which the present invention will be used have pneumatic/hydraulic power outlets which can easily be connected to the actuator of the releasable coupling.
The releasable coupling 405 may be affixed to the bracket 401 as follows, the releasable coupling 405 is positioned such that the first latching means 406 engages with the first locating pin 402. The common axis of the arms of the releasable coupling is then brought into a substantially parallel orientation relative to the axis of suspension of the bracket indicated in the figure by line 411. At this point the second arm 409 has not been extended via the action of the hydraulic cylinder 410. Once the common arm axis of the releasable coupling 405 is substantially horizontal with the bracket suspension axis 411, the hydraulic unit 410 is activated such that the second arm 409 is extended along the bracket suspension axis until the second latching means 407 engages with the second locating pin 403. At this stage the releasable coupling 405 is affixed to the bracket 401 via the engagement of the first and second latching means 406 and 407 onto the first and second locating pins 402 and 403 respectively.
When the second arm 409 is extended such that the second latching means 407 engages with the second locating pin 403 a portion of the second arm 412 forms the lower portion of the cross bar passage 404. This locking means 412 is configured such that when a cross bar is introduced into the cross bar passage when the releasable coupling 405 is in a closed orientation with the bracket 401 movement of the second arm 409 is prevented through the physical: interaction of the cross bar and the locking means 412. Continuing engagement...
of the second latching means 407 and the second locating pin 403 is ensured in this way even if the hydraulic unit 410 is switched off or begins to malfunction and' withdraw the second arm 409. "s According to this second specific embodiment of the present invention a"* first and second locking pin are also capable of insertion further securing the" release of coupling 405 to the bracket 401. A first locking pin passage 413 is formed into the first arm 408 with a corresponding locking pin passage being formed in the bracket 401 such that when the releasable coupling 405 is in a closed orientation with the bracket 401 a locking pin may be passed through these two passages further securing the releasable coupling 405 to the bracket 401.
A second locking pin passage 414 is also formed into the second arm 409 above the locking means 412 together with a corresponding locking pin passage in the bracket 401 and specifically into the cross bar passage. When the second arm 409 has been extended via the hydraulic cylinder 410 such that the second latching means 407 engages with the second locating pin 403 a pin may be passed through this second locking pin passage formed in the second arm 409 into the second locking pin passage formed into the bracket 401 and finally into the crossbar chamber and the cross bar, further securing the releasable coupling 405 to the bracket 401.
When the user of the device wishes to disengage the releasable coupling 405 from the bracket 401 they remove the first and second locking pins if these have previously been inserted through the apparatus. The user then removes the cross bar from the cross bar passage 404 and finally the hydraulic cylinder 410 is used to retract the second arm 409 such that the second latching means 407 disengages from the second locating pin 403. Once this is achieved the releasable coupling 405 may be lifted such that the first latching means 406 disengages from the first locating pin 402 after which the releasable coupling 40 may be carried to a suitable location for storage until such time as remounting is. : *: required. S..
With reference to figure 5 herein there is shown a means of de-mounting releasable coupling according either the first or second embodiment of the,5*5 present invention from a bracket which is affixed to a road vehicle.
With reference to figure 5 there is shown a road vehicle 500 with a road going wheel 501 and chassis 502. Only an end portion of the road vehicle 500 is shown to aid in the clarity of explanation. Much as previously discussed in relation to the first and second specific embodiment of the present invention there is provided a bracket 503, which is affixed via a number of attachment means to the chassis 502 of the road vehicle 500. Bracket 503 further comprises a first and second locating pin 504 and 505 respectively. The apparatus further comprises a releasable coupling 506, which in figure 5 is in a closed orientation relative to bracket 503.
The releasable coupling 506 comprises a first and second latching means 507 and 508 respectively. The first and second latching means 507 and 508 are configured to interact with the first and second locating pins 504 and 505 respectively. The releasable coupling 506 further comprises a first and second arm 509 and 510 respectively. The first and second arms 509 and 510 are pivotally attached to each other via pivot 511. Further the first arm 509 comprises the first latching means 507 at an end of the first arm 509 opposite to the pivot 511. The second arm 510 comprises the second latching means 508 at an end opposite to pivot 511.
The bracket 503 also comprises a cross bar passage which is not shown in figure 5 for the sake of clarity.
The second arm 510 of said releasable coupling 506 also comprises a locking means 512. According to this third specific embodiment of the present invention the locking means 512 when the releasable coupling 506 is in a closed S....
orientation relative to the bracket 503 form a lower portion of the cross ba:r. : :* passage, such that when the cross bar is inserted through the cross bar package when the releasable coupling is in a closed orientation movement of the secon& arm 510 is prevented. The locking means 512 also comprise a locking pii!i'*.
passage through which a locking pin may be passed, according to this third*, embodiment suitable locking pin passages are also formed into the first arm 509 and the bracket 503 such that when the releasable coupling 506 is in a closed' orientation relative to the bracket 503 the single locking pin may be passed through the first arm, second arm and bracket thereby securing the releasable coupling to the locking means and preventing the movement of the first and/or second arm relative to each other and the bracket 503.
The releasable coupling 506 also comprises a rail wheel assembly 513.
The connection and functionality of the rail wheel assembly relative to the releasable coupling will be discussed in more detail in relation to a further embodiment of the present invention. As shown in figure 5 the rail wheel assembly in figure 5 is in a fixed orientation relative to the other components of the releasable coupling 506.
In addition to this, the releasable coupling 506 also comprises a first connection means 514 formed onto upper surface of the first arm 509 in the vicinity of the first latching means 507 and a second connection means 515 formed onto an axle associated with the rail wheel assembly 513. A plurality of locations are possible for the first and second connection means so long as they are suitably exposed to the environment such that connections may be made there to. In addition it is also considered possible to have more than two connection means if for example the rail wheel assembly or other structure associated with the releasable coupling is of a significantly greater weight than that considered in this third specific embodiment of the present invention.
Connected to the first and second connection means 510 and 515 respectively, are two chains 516 and 517 respectively. These first and second chains 516 and 517 are securely attached to the first and second connectio S....
means 514 and 515 at one end respectively and to a third connection means 518.:: at their other ends. *5*
S
They will now be described the way in which the releasable coupling 50", can be removed from the bracket 503 which is attached to the chassis of the road,5,5 vehicle 500. With reference to figures if the cross bar has been inserted through', the cross bar passage made through bracket 503 this is now removed." Additionally if locking pin (5) has been inserted through the first arm 509, second arm 510 and bracket 503. These are removed.
At this stage given the weight of the releasable coupling this is still securely attached to the bracket 503 and road vehicle 500 because of the down force acting upon the first latching means 507 causing coupling with the first locating pin 504. The third connection means 518 which is connected via the first and second chain 516 and 517 to the releasable coupling is now moved in a substantially perpendicular direction relative to the releasable coupling 506 and ground. In this way tension is placed upon the first and second chains 516 and 517 until they begin to become taut. Further perpendicular movement of the third connection means 518 relative to the releasable coupling 506 begins to exert forces upon the releasable coupling 506.
According to this third specific embodiment of the present invention, the length of the first chain 516 and the second chain 517 are configured such that when the third connection means 518 is moved in a substantially perpendicular direction away from the releasable coupling 506, tension is created in the second s chain 517 at an earlier stage in this movement of the third connection means relative to the tension in first chain 516. This difference in the length of the first chain 516 and the second chain 517 causes the releasable coupling 506 to, in the first instance, move due to forces acting upon the second connection means 517 rather than forces acting upon the first connection means 514. This earlier set of forces causes the movement of the releasable coupling 506 about the first locating pin 504 via the first latching means 507. This circular movement about.,.:, the first locating pin 504, means that the second latching means 508 upon which.:: circular motion forces are acting moves away from the second locating pin 505.
is As the third connection means 518 moves further away from the releasabl"d coupling 506 in a substantially perpendicular direction the disengagement of the, *..
second latching means 508 from the second locating pin 505 increases until total1 disengagement occurs.
With reference to figure 6 the releasable coupling 506 continues to move about the first locating pin 504 via the first latching means 507 until such time as the third connection means 518 is of a sufficient distance from the releasable coupling 506 that the first chain 516 comes under tension. At this point with forces being exerted upon the releasable coupling 506 via both the first and second chains 516 and 517, at the first and second connection means 514 and 515 respectively, the releasable coupling 506 will begin to disengage from the bracket by the disassociation of the first latching means 507 from the first locating pin 504.
Continued movement of the third connection means 518 away from the releasable coupling 506 is no longer possible as tension now exists in both the first and second chains 516 and 517 respectively. Therefore, continued movement of the third connection means causes movement of the releasable coupling in a similar direction to that of the third connection means 518. Once total disengagement of the releasable coupling 506 has occurred from the bracket 503 the releasable coupling 506 may be placed in a suitable location for storage until such time as attachment of the releasable coupling 506 to the bracket is required. This may be facilitated by movement of the third connection means 518 so as to position the releasable coupling in a suitable location.
According to this third specific embodiment of the present invention the applicants consider this system of removing the releasable coupling 506 from a bracket associated with a road vehicle to being particularly useful when the road vehicle is of a type which includes a mechanical arm, for instance, a digger o- crane. If a bracket is attached to such a vehicle, such a vehicle is capable of.:: attaching and detaching the releasable coupling using just this mechanical arm as the third connection means. The inventors also consider it possible that even' if the vehicle to which the bracket is attached does not itself have a mechanica1".1 arm it would be possible to utilise a second vehicle which did have a mechanical1 arm to attach and detach the releasable coupling to a bracket on such an'; unarmed vehicle. . The arrangement of bracket and releasable coupling is similar irrespective of whether the bracket is attached to the front or rear of a vehicle. In addition, the applicants also consider it possible to mount such a releasable coupling upon a bracket which itself is mounted upon a tracked vehicle rather than a wheeled vehicle.
With reference to Fig. 7 herein there is provided a fourth specific embodiment of the present invention, this fourth specific embodiment of the present invention relates to a second device configured to aid in attaching and detaching a releasable coupling from a bracket which is attached to a road vehicle.
With reference to Fig. 7 herein there is shown a road vehicle 700, this road vehicle comprises a road going wheel 701 and a chassis 702. Attached to the chassis is a bracket 703 much as previously described for the first, second and third specific embodiments of the present invention. This bracket 703 is attached to the chassis 702 via a number of attachment means, in particular via a series of bolts. The bracket 703 comprises a first locating pin 704 and a second locating pin 705. The first and second locating pins 704 and 705 are located at opposite ends of the bracket 703.
The apparatus further comprises a releasable coupling 706, as shown in Fig. 7 this releasable coupling 706 is in a closed orientation relative to the bracket 703. The releasable coupling 706 further comprises a first and second latching means 707 and 708 respectively. The first and second latching means 707 and 708 are configured to interact with the first and second locating pin 704 and 705 I.....
respectively. The releasable coupling 706 further comprises a first and a second arm 709 and 710. The first and second arms 709 and 710 are pivotally attached " to each other via a pivot 711. The first arm 709 of the releasable coupling 706.:.
further comprises the first latching means 707 at an end opposite to pivot 711...,: The second arm 710 comprises the second latching means 708 at an end oppositetopivot7ll. * ... * . S S. S
The bracket 703 according to this fourth specific embodiment of the present invention comprises a cross bar passage, this is not indicated in Fig. 7 so as to increase clarity. The second arm 710 of the releasable coupling 706 further comprises a locking means 712. This locking means 712 is configured such that when the releasable coupling 706 is in a closed orientation relative to bracket 703 and upper surface of locking means 712 forms a lower portion of the cross bar passage such that when a cross bar is introduced into the cross bar passage movement of the second arm 710 and the releasable coupling which is a component is prevented.
In addition, the locking means 712 also comprises a locking pin passage suitable for the insertion of a locking pin, in addition the first arm 709 and bracket 703 also comprise locking pin passages. All these locking pin passages are configured such that when the releasable coupling is in a closed orientation relative to the bracket 703 a single locking pin may be passed through them such that the releasable coupling and its first and second component arms are securely attached to the bracket 703.
The releasable coupling 706 also comprises a rail wheel assembly 713 which will be described in further detail later in this embodiment of the present invention. In Fig. 7 the rail wheel assembly 513 is in a stored position such that the rail wheel assembly cannot engage a railway track and the road vehicle 700 is capable of free movement on any suitable roadway.
According to this fourth specific embodiment of the present invention there is also provided a stand 714, this stand comprises a first stop 715 and a second stop 716. The second stop 716 is positioned a suitable distance apart from th' first stop 715 along an axis parallel with the chassis 702 of the road vehicle 700" The first stop 715 is configured such that the road going wheel 701 is in contact.:.
with an outer surface of this first stop. When the road going wheel 701 is...
touching an outer surface of the first stop 715 the rail wheel assembly is then substantially positioned over the space 717 between the first stop 715 and the....' second stop 716. The stand 714 also comprises a lifting mechanism 718' according to this present embodiment of the invention the lifting mechanism 718 comprises a suitable receptacle 719 for interacting with a portion of the releasable coupling 706 and connected to this receptacle 719 an extendable hydraulic cylinder apparatus.
There will now be described the connection of the rail wheel assembly to the releasable coupling with reference to Fig. 8 herein. Figure 8 shows a detached releasable coupling 706 positioned within a stand 704 and supported via the action of the lifting mechanism 718 upon the pivot 711. The rail wheel assembly 713 comprises a rail wheel 801 an axle assembly 802 attached to the rail wheel 801 such that the rail wheel 801 is free to rotate about a connection point 803 to the axle assembly 802. The rail wheel assembly 713 further comprises an actuator 804 that is connected at a first end to the axle assembly 802 and connected via a pivot 805 to the first arm 709 of the releasable coupling.
This actuator may be of any of the types referred to in the second embodiment of this application, according to this fourth specific embodiment the actuator is a hydraulic cylinder.
The axle assembly 802 is also pivotally attached to the first arm 709 of the releasable coupling 706 via a second pivot 806. The first pivot 805 and the second pivot 806 upon the first arm 709 are positioned at substantially different ends of the first arm relative to each other.
In operation when the hydraulic cylinder 804 is extended the attachment of one end of the hydraulic cylinder 804 to the axle assembly 802 causes the movement of the axle assembly 802 and rail wheels 801 about a second pivot 806. The hydraulic cylinder 804 is also capable of movement about pivot 805" such that the rail wheel assembly 801 may continue to move relative to the first * arm 709 of the releasable coupling about the second pivot 806. S.. *
There will now be described the means by which the releasable coupling S.. .
706 can be disengaged from the bracket 703 attached to the chassis 702 of a,.,,' road vehicle 700 using the stand 714.
According to this fourth specific embodiment of the present invention therefore the releasable coupling 706 may be removed from the bracket 703 which is attached to the chassis 702 in the following way. The road vehicle 700 is positioned such that the road going wheel 701 in contact with an outer surface of the first stop 715 of the stand 714. If a cross bar has been inserted through bracket 703 this is now removed, also any locking pins inserted through the releasable coupling to attach this to the bracket are also removed at this time.
Given that the weight of the releasable coupling this remains attached to the bracket 703 in a substantially closed orientation.
The road vehicle is positioned as previously described with the road going wheel 701 substantially touching an outer surface of the first stop 715. The hydraulic cylinder 804 is then activated extending the axle assembly 802 and causing its movement about the second pivot 806 as extension of the hydraulic cylinder continues contact will eventually be made between the rail wheel 801 and a surface of the stand 714 between the first and second stops 715 and 716.
Continued extension of the hydraulic cylinder 804 will cause movement of the axle assembly and specifically the rail wheel 801 until the rail wheel 801 comes into contact with an inner surface of the second stop 716 of the stand 714.
At this point continued extension of the hydraulic cylinder will cause the movement of the releasable coupling relative to the bracket 703 about the first locating pin 704 the stand and releasable coupling are configured such that at the ultimate possible extension of the hydraulic cylinder 804 the pivot 711 between the first arm 709 and the second arm 710 is in a position substantially over the *SI*eS lifting mechanism 718. When this has occurred the second arm 710 of the releasable coupling 706 has fully disengaged from the second locating pin 705i The stages of movement are shown in figures 9 and 10 herein. *.
S
With reference to Fig. 11 herein extension of the hydraulic cylinder S...
associated with the lifting mechanism 718 causes the interaction of th....
receptacle at the end of the lifting mechanism 718 with pivot 711 furthet. .: extension of the lifting mechanism 718 causes the disengagement of the entire releasable coupling 706 from the bracket 703. At this point the road vehicle 700 may be driven away from the stand 714. With reference to Fig. 8 it can be seen that the releasable assembly 706 is now in a suitable position to be stored until such time as the road vehicle 700 or any other suitably bracketed road vehicle requires the attachment of this releasable assembly.
In order to reattach the releasable coupling onto such a vehicle the steps as outlined previously are conducted in reverse.
There will now be described ways in which the rail wheels of the device may be driven. The applicants consider three methods to be useful in this regard: (1) direct contact between the road going wheels and the rail wheels, (2) indirect contact between the road wheels and the rails wheels, (3) actuator mediated rotation of the rail wheels.
With reference to figure 12 herein, there is shown a set of rail wheels 1201, connected to an axle assembly 1202 which is connected much as previously described in the fourth specific embodiment of this specific invention to a releasable coupling 1203 which is itself attached to a bracket 1204. A hydraulic cylinder 1205 has been used to extend the axle assembly and rail wheels such that they can be used to connect the vehicle to rail tracks.
According to this specific embodiment of the present invention the rail wheels further comprise an engagement means which extends from the central portion of each rail wheel in an outward direction 1206 and 1207. The function these engagement means is to provide a surface for the interaction of the road: going wheels of the vehicle to which this assembly is attached. In this way.:.
motion of the road going wheel vehicle directly interacts with the engagement...
means 1206 which is attached to the rail wheels 1201 and the forward or backward movement of the road going wheels causes movement of the rait....
wheels.
With reference to figure 13 herein, and according to a further embodiment of the present invention there is provided a rail wheel assembly 1306 in which the rail wheels 1301 first contact a first wheel 1302 which itself is configured when in use to be in contact with the road going wheels of a vehicle to which the assembly is attached.
This is shown in figure 14 herein, the rail going wheels 1301 being in contact with a set of two intermediate wheels 1302 which themselves are configured to be in contact with the road going wheels 1401 of a vehicle 1402.
This arrangement of an intermediate wheel means that the direction of the road going wheels is the same as the direction of the rail going wheels unlike if there is direct contact between the road and rail wheels in which case the direction of the road wheels will be the opposite of the motion of road wheels.
This clearly has several advantages in that most road going vehicles have more forward gears than reverse gears and so the operation of the vehicle on the rail tracks is easy if the operator of the road vehicle can use the forward gears to make the rail vehicle go forward and equally can utilise the reverse gears to make the road vehicle go in reverse whilst on tracks.
There is shown herein a tracked mechanical vehicle upon which has two sets of rail wheels according to the present invention. The motion of these rail wheels is controlled by an actuator mediated motor contained within the rail wheel assembly. This maybe powered by any of the actuator means previously discussed and operates in a known fashion.
S S. *
With reference to Fig. 15 herein there is shown a schematic representatior *...
of the front 1501 and rear 1502 portion of a dumper truck. The front portion 1501 of the dumper truck has been modified by the attachment of a quick hitch raU...
bogie 1503, this is attached to the front portion 1501 of the dumper truck via a S...
bracket much as previously described and the bogie is in a raised road....
position.
A modified version of the quick hitch attachment means is necessary for mounting of a rail bogie upon the rear portion of the dumper truck 1502, modified quick hitch rail bogie apparatus 1504. According to this further specific embodiment of the present invention the quick hitch apparatus has been modified so as to allow a rail bogie assembly to be attached to the chassis of the dumper truck.
Such dumper trucks are characterised in that the chassis of the vehicle is distant from the outer extremity of the body which sits upon the chassis. The practical consequence of this is that no structural element capable of bearing the weight of the vehicle when coupled to a rail wheel bogie is close enough to the outer extremity of the vehicle. It is therefore necessary to modify the quick hitch invention by providing an elongated latching frame.
With reference to Figure 16 herein there is shown a more detailed view of one side of the rear portion 1502 of a modified dumper truck. The other side of the vehicle has identical components but these will not be described to aid clarity.
With reference to Figure 16 there is shown the chassis 1601 of the vehicle. This chassis acts as a support structure for the other components of the vehicle.
These include the vehicle wheels 1602 which are attached to alternate ends of an axle and the vehicle body 1603.
Modifications have been made to the rear of this chassis structure so as to allow the attachment of a quick hitch bogie assembly. Onto the vehicle chassis 1601 a pin 1604 has been fitted. This pin is formed integrally with the vehicle chassis 1601 and is of a sufficient size and dimension to take the strain involved" with the fitting, mounting and operation of the quick hitch bogie wheel assembly. "* 0 *OS As previously discussed this specific embodiment of the quick hitch.:.
invention comprises a latch frame 1605 connected to the other components of I...
the rail wheel bogie. The latch frame 1605 at a first end has an indentatiorl....
suitable for interaction with pin 1604. As shown in Fig. 16 when the latch frame0 and pin are in conjunction the latch frame is substantially parallel with the vehicle chassis.
Another components of this specific embodiment of the quick hitch rail bogie assembly are the bogie axle frame 1606. The bogie axle frame 1606 is connected to the latch frame 1605 at a first pivot 1607. This pivot join between the latch frame 1605 and the bogie axle frame 1606 allows the orientation of these two components to be changed relative to each other. To facilitate the movement of the latch frame 1605 and the bogie axle frame 1606 relative to each other a hydraulic cylinder 1608 is provided again connecting the latch frame 1605 to the bogie axle frame 1606. Thebogie axle frame 1606 further comprises a rail tyre 1609 and an adjustable stop 1610.
The function of rail wheel tyre is as previously discussed to allow a road going vehicle which has been modified using the invention to travel upon rail tracks.
The function of the adjustable stop is to keep a detached quick hitch rail bogie in an operable position when resting upon the floor. Specifically in such an orientation so as to allow a vehicle to be maneuvered into position close to the bogie and for the bogie to be operated so as to bring it into conjunction with the vehicle.
This rear demountable rail bogie quick hitch apparatus may be fitted to a suitably modified vehicle as follows. Firstly, a suitable level hard standing is found upon which to place and position the rail bogie during installation. Thi"' would normally be a road or other tarmac surface. Secondly, a suitable modified.
vehicle is chosen, the engine of the vehicle is then started and the normal safety.
checks are made of the parking brake and other controls to ensure that the...: vehicle is functioning correctly. The vehicle is then driven over the bogie such that the latch frame 1605 and more specifically the portions of the latch fram&..
configured for interaction with the mounting position upon the chassis of the.: vehicle are within 100 mm of the front of the chassis mounting pins in a horizontal axis.
The hydraulic lines of the modified quick hitch rail bogie are then connected to the vehicle couplings and the hydraulic lines are stowed safely so as to allow the operation of the quick hitch rail bogie apparatus. The hydraulic system of the vehicle is then operated so as to raise the front end of the latch frame to the same height as the dumper mounting bracket hook pins. At this point in contact with the ground are the following components of the modified quick hitch rail bogie, the rail tyre and adjustable stop as well as an end portion of the latch frame.
The hydraulic cylinder which is in contact with the bogie axle frame and the latch frame is then operated via the action of the hydraulic system of the vehicle to which the cylinder is attached. In this way, therefore, the front end of the latch frame is raised relative to the ground and the other components of the quick hitch rail bogie.
The vehicle may then be reversed such that the pin formed onto the chassis of the vehicle engages with the front end of the bogie latch frame. It has been found that if the vehicle engages on one hook first then by gently turning the steering wheel this assists with the alignment of the other pin located on the alternate side of the vehicle.
Connection is then made between two link bars formed onto the vehicle chassis and two link bar pins located upon the latch frame.
I.....
The hydraulic cylinder is then used so as to bring the pivot of the modified:': quick hitch rail bogie into proximity with a rear portion of the vehicle. Retaining1.
pins are then inserted through a hole made into both the bogie axle frame and...
rear portion of the vehicle. * S.,.
The bogie assembly is now attached to the vehicle and the rail tyre may extended into an operating configuration via the action of the hydraulic cylinder mounted between the latch arm and bogie axle.
With reference to Fig. 17 herein there is shown another close up representation of the rear portion of the vehicle with a mounted modified quick hitch rail bogie assembly attached. In this instance the hydraulic cylinder 1608 has extended meaning the rail tyre and bogie axle frame are substantially parallel with the chassis of the vehicle. In this orientation they are incapable of engagement with rail tracks and therefore such a vehicle is configured for road use only. As the hydraulic cylinder 1608 is forced to contract the bogie axle frame pivots about pivot 1607 bringing the rail tyre into closer and closer proximity with the tyre 1602 of the road going vehicle.
Eventually via the action of shortening hydraulic cylinder the rail tyre 1609 comes into contact with the road going tyre 1602. At this point motion of the road tyre is translated into motion of the rail tyre causing proportion of the vehicle along any associated rail tracks which the rail tyres are in contact with.
There will now be described a method for removing a rear wheel rail bogie assembly according to the specific embodiment of the present invention. Firstly, the vehicle and its associated quick hitch apparatus are driven to a suitable level hard standing upon which the soon to be de-mounted rail bogie can be stored or easily moved to a storage location. The vehicle is then brought to rest and the parking break is applied, the engine remains running or is started if previously turned off and all of the controls of the vehicle are checked to ensure their propel..:.
operation and the safety to proceed with the coupling of the rear rail bogie. * : *:* Using the hydraulic cylinder the rail wheel tyres are lowered onto the ground such that they apply a light pressure onto the surface sufficient to carry the weight of the bogie but not any of the weight of the vehicle, i.e. the road going wheels....
remain fully in contact with the ground.. The adjustable stops are then extended:...
from the bogie axle frame and these are secured in place using pins.
The link bars between the vehicle chassis and mounting bracket and latch frame are then uncoupled. All remaining pins attaching the rear rail bogie are removed. To remove these pins it may be necessary to adjust the extension of the hydraulic cylinder and to slightly move the vehicle.
The hydraulic cylinder is then further contracted such that the pivot 1607 is lowered away from the vehicle until such time as the adjustable stops rest upon the ground. All pins are replaced into the rear rail bogie for safe keeping. The vehicle may then be driven slightly forward such that the bogie and specifically the latch frame comes away from the pins formed onto the chassis of the vehicle.
S S. S * S S * S
After this, contraction of the hydraulic cylinder linking the latch frame and bogie axle frame continues such that the front of the latch frame is lowered towards the surface upon which the rear rail bogie rests. Following this step disconnection of all hydraulic lines between the bogie frame and vehicle can occur. The vehicle is now free of the rear rail bogie and can be driven away, the rear rail bogie being disassociated from the vehicle may now either rest in place or alternatively be taken by other means to a storage location until it is required again.
Any of the features or embodiments according to this invention may be combined with other features and/or embodiments depending upon the specific situation in which the invention will be used. * S
S.....
S S..
S *S S * S *5 S... * S *SSS * SSS * . S *S *

Claims (37)

  1. Claims: 1. An attachment device, comprising: a bracket, which comprises a
    first locating pin and a second locating pin; a releasable coupling, which comprises a first and a second latching means and an adjustment means positioned between said first and said second latching means; wherein said first latching means is configured to mount said releasable coupling upon said bracket via said first locating pin; and * S S.....
    S
    said adjustment means is configurable to move said second latching mean* * into contact with said second locating pin, such that said releasable coupling is in a closed configuration with said bracket. .:.
  2. 2. A device as claimed in claim number 1, wherein said releasable... S...
    coupling is configured to pivot about said first locating pin via said first latching::..
    means.
  3. 3. A device as claimed in any one of claims 1 or 2, wherein said releasable coupling comprises a first arm and a second arm; and wherein said first latching means is positioned at an end of said first arm and said second latching means is positioned at an end of said second arm.
  4. 4. A device as claimed in claim 3, wherein said first and said second arms are pivotally attached at their opposite ends to said first latching means and said second latching means.
  5. 5. A device as claimed in claim 4, wherein said second arm comprises a retaining portion configured to interact with a retaining space upon said first arm; such that the arc of movement of said second arm about said pivot is restricted.
  6. 6. A device as claimed in any preceding claim wherein said device further comprises: a cross bar passage formed from said bracket and said releasable coupling when in a closed configuration; and a cross bar configured such that insertion of said cross bar into said cross bar passage prevents the movement of said releasable coupling relative to said....
    bracket. S..
  7. 7. A device as claimed in claim 6, wherein said second arm comprises a locking means; S...
    S S *SS.
    wherein said locking means forms a part of said cross bar passage when.:..
    said releasable coupling is in a closed configuration with said bracket.
  8. 8. A device as claimed in any one of claims I and 2 wherein said adjustment means comprises an actuator configured to move said second latching means into contact with said second locating pin.
  9. 9. A device as claimed in claim 8, wherein said actuator is configured to move said second latching means into contact with said second locating pin by a contraction of said actuator.
  10. 10. A device as claimed in claim 8, wherein said actuator is configured to move said second latching means into contact with said second locating pin by a extension of said actuator.
  11. II. A device as claimed in any one of claims 8, 9 or 10 wherein said actuator is powered by one of the following: hydraulic power; electrical power; pneumatic power.
  12. 12. A device as claimed in any preceding claim, wherein said device further comprises a locking pin, configured to pass through said releasable coupling into said bracket when in a said releasable coupling and said bracket ii...:.
    in a substantially closed configuration. *:*:*
  13. 13. A device as claimed in claim 12, wherein said locking pin passes through said locking means. S...
  14. 14. A device as claimed in any preceding claim, wherein said5 releasable coupling further comprises a moveable wheel assembly.
  15. 15. A device as claimed in claim 14, wherein said moveable assembly comprises: at least one set of wheels; an axle assembly, connected via a first connection to said at least one set of wheels such that said at least one set of wheels can move freely about the point of connection; and via a second connection to said first arm; an actuator connected to said axle assembly and to said first arm, configured to move said axle assembly about said second connection when said actuator is extended.
  16. 16. A device as claimed in any one of claims 15 wherein said actuator is powered by one of the following: hydraulic power; electrical power; pneumatic power.
    S S
    S S
  17. 17. A device as claimed in any preceding claim wherein said bracket is attached toavehicle. .:.
  18. 18. A device as claimed in claim 17 wherein the wheels of said vehicle.... S...
    are in direct contact with the wheels of said moveable assembly. :. : :
  19. 19. A device as claimed in claim 18, wherein said at least one wheel of said moveable assembly comprises extension members extending out from the hub of said wheels configured to contact the wheels of said vehicle.
  20. 20. A device as claimed in any one of claims 17, 18 or 19 wherein said vehicle wheels contact a first transmission member which in turn drives said at least one set of wheels.
  21. 21. A device as claimed in any one of claims 14 to 20 wherein said vehicle comprises tracks.
  22. 22. A device as claimed in claim 21 wherein said moveable assembly device comprises a actuator mediated driving mechanism to power said at least one set of wheels.
  23. 23. A device as claimed in any one of claims 14 to 21 wherein said at least one set of wheels are powered via a combination of: direct contact; indirect contact; hydraulic power; electrical power; * *...
    pneumatic power. *: *:
  24. 24. A device, in particular according to any one of claims I to 23, comprising a stand that comprises a first stop member; S... * * S...
    said device being configured such that an end of said moveable wheel::..
    assembly interacts with said first stop member; and extension of the movable wheel assembly actuator causes movement of said removable coupling away about said first locating pin.
  25. 25. A device as claimed in claim 24, wherein said stand further comprises a second stop: said second stop being configured to substantially abut at least one of said vehicle wheels.
  26. 26. A device as claimed in any one of claims 24 or 25 wherein said stand further comprises a lifting mechanism; wherein said lifting mechanism is positioned such that extension of said lifting mechanism causes the interaction of an end of said lifting mechanism with the pivot joining said first and said second arms, lifting said releasable coupling assembly away from said bracket.
  27. 27. A device as claimed in any one of claims 24, 25 or 26 wherein said actuator is powered by one of the following: hydraulic power; electrical power; * * S.....
    pneumatic power. *:*:*
  28. 28. A device as claimed in any preceding claim wherein said device comprises a plurality of connection means formed onto said releasable coupling; and S... * S*S
    a plurality of lifting chains configured to interact with said plurality of lifting eyes and allow the lifting of said releasable coupling away from said bracket.
  29. 29. An attachment device, comprising: a bracket, which comprises a first pin; a releasable coupling, which comprises a first latching means configured to attach to said pin and a pivot connecting said latching means to a second arm; wherein said releasable coupling further comprises an adjustment means configured to alter the orientation of said first latching means to said second arm about said pivot.
  30. 30. A device as claimed in claim 29 wherein said adjustment means is powered by one of the following: hydraulic power; electrical power; pneumatic power.
  31. 31. A device as claimed in any one of claims 29 or 30, wherein said releasable coupling further comprises a moveable wheel assembly. * *
    I.....
  32. 32. A device as claimed in claim 31, wherein said moveable wheQfr..
    assembly comprises: at least one set of wheels; * * * an axle assembly, connected via a first connection to said at least one set wheels such that said at least one set of wheels can move freely about the point of connection; and via a second connection to said first arm;
  33. 33. A device as claimed in any one of claims 29, 30, 31 or 32 wherein said bracket is attached to a vehicle.
  34. 34. A device as claimed in claim 33 wherein the wheels of said vehicle are in direct contact with the wheels of said moveable wheel assembly.
  35. 35. A device as claimed in claim 34, wherein said at least one wheel of said moveable wheel assembly comprises extension members extending out from the hub of said wheels configured to contact the wheels of said vehicle.
  36. 36. A device as claimed in any one of claims 29, 30, 31, 32, 33, 34 or wherein said vehicle wheels contact a first transmission member which in turn drives said at least one set of wheels.
  37. 37. A device as claimed in any one of claims 29 to 36 wherein said at least one set of wheels are powered via a combination of: direct contact; indirect contact; hydraulic power;
    S * S S * *
    electrical power; S.. *5* *
    pneumatic power. S... * * * S.. * S S
    S
GB0513715A 2005-07-05 2005-07-05 Rail conversion apparatus for road vehicle Expired - Fee Related GB2428268B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB0513715A GB2428268B (en) 2005-07-05 2005-07-05 Rail conversion apparatus for road vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0513715A GB2428268B (en) 2005-07-05 2005-07-05 Rail conversion apparatus for road vehicle

Publications (3)

Publication Number Publication Date
GB0513715D0 GB0513715D0 (en) 2005-08-10
GB2428268A true GB2428268A (en) 2007-01-24
GB2428268B GB2428268B (en) 2008-01-02

Family

ID=34856656

Family Applications (1)

Application Number Title Priority Date Filing Date
GB0513715A Expired - Fee Related GB2428268B (en) 2005-07-05 2005-07-05 Rail conversion apparatus for road vehicle

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103738133A (en) * 2013-04-22 2014-04-23 湖北时瑞达重型工程机械有限公司 Switching locking device for walking wheels of rail-road car

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103738134B (en) * 2013-04-22 2016-03-09 湖北时瑞达重型工程机械有限公司 Road rail vehicle road wheel switches jacking system
CN111055642B (en) * 2019-12-24 2021-08-17 长沙中联消防机械有限公司 Method and device for controlling traveling wheels of rail fire truck

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1042765A (en) * 1963-05-21 1966-09-14 Bloxwich Lock & Stamping Compa Locking mechanism for tilting cabs
GB2210404A (en) * 1987-09-25 1989-06-07 Franz Winkelbauer Improvements in or relating to coupling devices
GB2281094A (en) * 1993-08-16 1995-02-22 Unwin C N Ltds Restraints for wheeled appliances

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1042765A (en) * 1963-05-21 1966-09-14 Bloxwich Lock & Stamping Compa Locking mechanism for tilting cabs
GB2210404A (en) * 1987-09-25 1989-06-07 Franz Winkelbauer Improvements in or relating to coupling devices
GB2281094A (en) * 1993-08-16 1995-02-22 Unwin C N Ltds Restraints for wheeled appliances

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103738133A (en) * 2013-04-22 2014-04-23 湖北时瑞达重型工程机械有限公司 Switching locking device for walking wheels of rail-road car
CN103738133B (en) * 2013-04-22 2015-09-30 湖北时瑞达重型工程机械有限公司 Road rail vehicle road wheel switches blocking device

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GB2428268B (en) 2008-01-02
GB0513715D0 (en) 2005-08-10

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