MXPA05014062A - Enclosed railcar jack assembly. - Google Patents

Abstract

The disclosed jack assembly is used to lift the frame of a railcar above a wheeled truck assembly in order to replace or perform maintenance upon the wheeled truck assembly. The jack assembly comprises a pair of hydraulically-powered lifting mechanisms located at opposing ends of a railcar-engaging member, such that the lifting mechanisms and the railcar-engaging member move as a unit to raise the frame of the railcar.

Description

CAT ASSEMBLY FOR COVERED WAGONS RELATED REQUESTS The present patent document claims the benefit of the filing date under 35 U.S.C. § 119 (e) of U.S. Patent Application Serial No. 60 / 530,368, filed December 17, 2003, which is incorporated herein by reference.

FIELD OF THE INVENTION The present invention relates to the field of lifting devices, and more particularly to a jack assembly for wagons.

BACKGROUND OF THE INVENTION A typical wagon has an elongated armature and a pair of wheeled carriage assemblies attached to the armor. Each carriage assembly is attached to the frame at each end of the car. Each roller carriage assembly in turn includes flange wheels that are adapted to roll over a pair of railroad track rails.

With the wheels on the rails of railroad tracks, there is a clear space of only a few inches between the top of the rails and the bottom of the armor of the car. Routine maintenance may require that the armature of the wagon be somewhat raised in order to increase this clearance so that the lower part of the armature can be serviced. One form of maintenance may require the wagon to be completely removed from one of the carriage assemblies, to allow the carriage assembly to be replaced or serviced. For example, to remove the assembly, said one end of the wagon can be raised vertically approximately 25.4-76.2 centimeters, while the other end of the wagon remains supported on the other carriage assembly on wheels. With said one end of the car in this elevated manner, both the old car assembly as well as the new car assembly can be rolled along the rails. One way to lift one end of the car is by means of a crane. This is done by connecting the lifting line of the crane to the car frame, in such a way that the coupling of the car is achieved. This requires the presence of a large capacity of the crane so that it can carry the load of the wagon and such crane will typically be very large and represents a significant capital investment. In addition, such a crane can be mounted on a special railway service wagon or on a motor vehicle. If the crane is limited to rolling along track rails, it may not move conveniently from one site to another. If the crane is on a motor vehicle, the crane can only be used on certain rail sites due to its size. Another way in which the wagon can be removed from the wheeled carriage assembly is by means of a pair of separate lifting jacks, interposed between the support rail base and each side of the wagon armature. These cats are relatively inexpensive and very portable.

However, as the separated jacks lean against the rail base, special shoring efforts may be necessary in order to provide additional stability to the cats and in order to prevent cats from sinking into the base of the jacks. rails Also, with cats standing on opposite sides of the car, many people may be needed to operate the cats. An example of a wagon jack assembly is described in US Patent Application No. 10 / 404,001, entitled "Center Sill Car Jack Utilizing Air Bellows" filed on March 31, 2003. The jack assembly in this application incorporates a set of bellows for raising carriage coupling means which, in turn, lifts the wagon above a carriage assembly on wheels. In addition, there are certain inherent risks with the use of either the crane or the paired lifting costs because they bear the full load of the wagon during the time the wagon is removed from the wagon or while someone is under the wagon. wagon to give service. A transverse wind can cause the wagon suspended by the crane to swing or the wagon supported by the paired jack to fall on the sides of the cats. This can be both dangerous to the staff as well as destructive to the owner. In a risky manner, any failure of the lifting line of the crane or other jack can allow the elevated car to fall.

BRIEF DESCRIPTION OF THE INVENTION The present invention provides an apparatus and method for raising and lowering a wagon. In one aspect of the invention, a jack assembly is provided. The jack assembly includes a pair of separate armature rails. The jack assembly also includes a power unit that is operatively connected to the armature rails. The power unit is configured to drive a first lifting mechanism and a second lifting mechanism. The first lifting mechanism is separated from the second lifting mechanism. The jack assembly further includes a wagon coupling mechanism that is operatively connected to said first and second lifting mechanisms. The advantages of the present invention will become more apparent to those skilled in the art from the following description of the preferred embodiments of the invention which have been shown and described by way of illustration. As you realize, the invention is capable of other different modalities, and its details are capable of being modified in several aspects. Accordingly, the drawings and description are referred to as illustrative in nature and not as restrictive.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a top view of an embodiment of a central laminar groove car with a jack assembly of the present invention in an operative position. Figure 2 is a side view of the central laminar groove car of Figure 1 with the jack assembly in an operative position. Figure 3 is a side view of a double stacking car with a jack assembly in an operative position. Figure 3A is a cross-sectional view of the double stacking wagon of Figure 3 taken along line 3A-3A. Figure 4 is a top perspective view of one embodiment of the jack assembly of the present invention. Figure 5 is a top exploded perspective view of the carriage coupling section thereof. Figure 6A is a side view of a jack assembly in an operative position.

Figure 6B is a side view of a jack assembly in which the tilt arm is between a raised and lowered position. Figure 6C is a side view of a jack assembly in which the tilt arm is in a generally vertical, or elevated, position. Figure 6D is a side view of a jack assembly in which the lifting mechanisms and the carriage coupling member have been raised. Figure 7 is a top perspective view of a fixed post assembly. Figure 8 is a top perspective view of a movable pole assembly. Figure 9A is a front view of a lifting mechanism in which the upper plate has been removed. Figure 9B is a cross-sectional view of a fixed post side member and a movable post side rail taken along line 9B-9B of Figure 9A. Figure 10 is a front view of a lifting mechanism in an elevated position in which the upper plate has been removed. Figure 11A is a cross-sectional view of a safety bar closing device in a closed position.

Figure 11 B is a cross-sectional view of a safety bar closing device in a non-closed position. Figure 12A is a side view of a connection between the tilt arm and the car coupling section wherein the tilt arm is in an operative position. Figure 12B is a side view of a connection between the tilt arm and the car coupling section wherein the tilt arm is in an angled position. Figure 12C is a side view of a connection between the tilt arm and the car coupling section wherein the tilt arm is in a vertical position. Figure 12D is a top perspective view of the connection between the tilt arm and the car coupling section, where a portion of the top plate is removed.

DETAILED DESCRIPTION OF THE INVENTION Figure 1 is a top view of one embodiment of a covered wagon jack assembly 41 in a preferred operative position below a center groove wagon 12. A wagon floor section 14 has been cut to show the location of a carriage assembly on wheels 16 with respect to the wagon armor and railroad track rails.

In a first exemplary embodiment, a flat base car 12 has flange wheels 21 adapted to roll on two laterally spaced carriage rails 20, as illustrated in Figures 1 and 2. The car 12 has an armature 18 that includes a groove laminar central 22 and lateral channels 23, each one being elongated in the direction of the track rails. A roller carriage assembly 16 is connected to the central laminar groove 22 of the frame 18 at each end of the car 12. Couplings 24 are connected to the frame 18 at the opposite ends of the car 12. In a second exemplary embodiment, a car of double stacking 13 includes an armature 5 formed with a pair of lower corner angles 132 arranged in such a way that one surface of the corner angle 132 is vertically directed and the second section of the corner angle 132 is directed towards the opposite corner angle, as illustrated in Figures 3 and 3A. The corner angles 132 are elongated in the direction of the track rails 20. A transverse plate 138 connects the opposing corner angles 132 in order to form the lower portion of the car frame 15. A lateral laminar groove 136 extends vertically from the upwardly directed section of the corner angle 132, and a hollow square tube 130 is connected to the upper part of the lateral laminar groove 136. The jack assembly 41 is configured to fit between the track rails 20 and the armature more wagons As illustrated in Figures 1 and 2, each roller carriage assembly 16 includes a transverse member 25 and a pair of side frame members 26. The transverse member 25 is coupled at its ends through spring and protection means. (not shown) to the side frame members 26. A flange wheel 21 is fixed adjacently at each end of shaft 27, and two of said axes 27 are mounted on carriers (not shown) carried on opposite side frames and 26. A typical wagon 12 may be approximately 3048 meters wide, through the outside of its side sections or floor 14. The wagon 12 rolls centered relative to the track rails 20, which conventionally may be separated by approximately half or four feet. With the wheels 21 on the track rails 20, there are only about 25.40 centimeters of vertical clearance between the upper parts of the track rails 20 and the lower part of the car frame 18 in the central laminar groove 22. The assembly of jack 41, will be discussed further herein, may be used to lift the car body 18. For example, the car body 18 can be lifted completely from a single wheel carriage assembly 16, as shown in the translucent lines. of Figures 2 and 3. The jack assembly 41 is located between the wheeled carriage assemblies 16, usually closer to the other wheeled carriage assembly 16 while still being able to couple the carriage frame 18. The operative position of the jack assembly 41 is preferably where the wagon coupling section 44 is disposed between the central laminar groove 22, or the frame, of the wagon and the track rails 20. In the operative position, the coupling member of wagon 29 can couple the armature 18 and lift the armature 18 to a separate position above the wheeled carriage assembly 16 while the armature 18 remains supported on the opposite wheeled carriage assembly 16. Each wheeled carriage assembly 16 is content by itself, and can be easily connected to or detached from the car 12. As illustrated in Figure 4, the jack assembly 41 includes four distinct operational areas: a power unit 42, a car coupling section 44, and a pair of mechanisms of lifting covered 45, 46 located at opposite ends of the car coupling section 44. The power unit 42 is located within a housing 48 disposed at the end of the jack assembly 41 opposite the tilt arm 50. The first mechanism 45 is located adjacent to the power unit 42. The housing 48 and the first lifting mechanism 45 are preferably disposed in the upper part of the reinforcement rails 30 of the carriage coupling section 44. The first mechanism of lift 45 remains in the vertical orientation all the time while the tilt arm 50 is rotatable between the horizontal and vertical positions. The tilt arm 50 comprises a second lifting mechanism 46 and includes links, which will be described later, for connecting the tilt arm 50 to the car coupling section 44. The car coupling section 44 is configured to remain at the top of the track rails 20 and coupling the frame 18 of the car 12 when the lifting mechanisms 45, 46 of the jack assembly 41 are raised. The tilt arm 50 is configured to be in a substantially horizontal position when it is placed underneath or removed from below the car 12. Each lifting mechanism 45, 46 of the jack assembly 41 includes a fixed post 52 and a mobile post 54, as it is illustrated in Figures 7 and 8, respectively. Figure 7 illustrates one embodiment of the fixed post 52. The fixed post 52 includes a pair of spaced apart, generally parallel lateral members 56. The side members 56 have a first distal end 57, a second distal end 58, and a cross section in shape of "c". The "c" shaped cross section includes an upper edge 59, a lower edge 60, and a flange 61 connecting the upper and lower edges 59, 60, as illustrated in Figure 9B. The side members 56 are oriented in such a way that the "c" -shaped cross sections are directed inwardly from each other. The side members 56 are oriented in such a way that the "c" -shaped cross section of each side member 56 is directed toward the opposite side member 56 of the fixed post 52. The side members 56 act as guides to control the movement of the pole 54, as well as to provide the side surfaces for a covered lifting mechanism 45, 46. As shown in Figure 7, a portion of the upper edge 59 of each side member 56 is removed at the followed distal end 58, and a roller 62 is coupled to the inward facing surface of the rim 61 at a location within the area removed from the upper edge 59. The roller 62 coupled to the rim 61 is configured to provide a rolling engagement between the fixed post 52 and the mobile post 54. The first lifting mechanism 45, the tilt arm 50 and the power unit 42 are connected by the car coupling section 44, co FIG. 4 is illustrated in FIG. 4. In one embodiment, the wagon coupling section 44 includes a pair of spaced apart, generally parallel armature rails 30, a base plate 39, a wagon coupling member 29, and conduits 40 for the electrical and hydraulic connections, as illustrated in Figure 5. The wagon coupling section 44 is configured to be located between the armature of a wagon and the railway track rails 20, where the armature rails 30 and the base plate 39 of the jack assembly 41 lie on the upper surfaces of the track rails 20 in a substantially perpendicular relationship. The vertical height H of the car coupling section 44 and the tilt arm 50, as illustrated in Figure 6A, is approximately 15.2-16.5 cm (6-6½ inches). However, it should be understood by one skilled in the art that the height H may be of any length sufficient to allow the wagon jack to be disposed between the track rails and the frame of a wagon. The height H of the carriage coupling section 44 and the tilt arm 50 is such that the jack assembly 41 can be disposed between the rail track rails and the lowermost portion of the armature of all more conventional wagons. In addition, the hydraulic cylinders 74 of the lifting mechanisms 45, 46 provide sufficient operating pistons for lifting the armature of all conventional wagons including, but not limited to, double stacking wagons and central laminar grooves. The capacity of the jack assembly 41 that will be operated in conjunction with all the closest wagons provides an advantage over other jack assemblies that are usually configured for use with a particular wagon. In one embodiment, the armature rails 30 are hollow tubes, as illustrated in FIG. 5, having a generally square cross section in order to provide lifting chambers located at the ends of the armature rails 30 that are adjacent to the armature rails 30. power unit 42. The lift chambers allow the forks of an elevator to be inserted into the hollow armature rails 30. The use of an elevator to lift and move the jack assembly 41 allows to provide great mobility to the jack assembly 41 between locations In an alternative embodiment, the armature rails are solid bars, and have a hollow tube attached to the end of the solid armature rails opposite the tilt arm, thereby creating the lift chambers. It should be understood to one skilled in the art that the armature rails can be formed of any configuration and size sufficient to counteract the loads of a wagon. The lower surface of the opposing reinforcing rails 30 are attached to the upper surface of a base plate 39, whereby a bearing surface for the wagon coupling member 29 and plate supports 122 is created, as illustrated in Figure 5. In one embodiment, conduits 40 for the electrical and hydraulic connections are located within the bearing surface formed by the base plate 39 and the frame rails 30. Each conduit 40 is formed with a conduit member that connects the upper corner on the inner surface of an armature rail 30 to a line along the upper surface of the base plate 39 located at a distance of approximately 10.5 cm (4 inches) towards the center line of the longitudinal line of the car coupling section 44. The conduit 40 is a triangular hollow passage, and allows electrical wiring and hydraulic tubing to be passed from the power unit 42 to the arm of the car. nination 50 within the interference of the wagon coupling member 29 or the plate brackets 122. In an alternative embodiment, a conduit is disposed within the bearing surface of the wagon coupling section 44 to carry only the electrical wiring and another conduit to carry only the hydraulic lines. It should be understood by one skilled in the art that any number of ducts can be used, and the duct 40 can be in any way sufficient to transfer the electrical wiring and hydraulic lines from the power unit to the tilt arm 50. In one embodiment, the wagon coupling member 29 and the plate supports 122 are disposed within the bearing surface created by the armature rails 30, conduits 40, and the base plate 39, as illustrated in the exploded view of Figure 5. A journal 38 is attached to both of the opposite ends of the plate supports 122 and the car coupling member 29 for connection to the ball joints 36 so that the mobile posts 54 of the lifting mechanisms Opposites 45, 46 are operatively connected to the car coupling member 29. The plate supports 122 are elongated hollow tubes having a generally square cross-section. It will be understood by one skilled in the art that the plate supports 22 may be of any shape or size sufficient to provide structural support to the car coupling member 29 and provide a joint for the trunnions 38. The plate supports 122 are welded together to provide a structure that can counteract the bending loads applied from the car 12. The car coupling member 29 in turn is welded to the upper surface of the plate supports 122. The width of the car coupling member 29 is less than the dispersion created by the reinforcement rails 30 and the base plate 39 in such a way that at least one conduit can be arranged between the car coupling member 29 and the plate supports 122 and the reinforcement rails 30.

In the illustrated embodiment of Figure 4, the power unit 42 is rotatably connected to the fixed post 52 of the first lifting mechanism 45. In an alternative embodiment, the housing of the power unit is welded to the upper surface of the power units. opposing armature rails at the distal end opposite the tilt arm 50, adjacent to, but not joined to, the fixed post 52 of the first lifting mechanism 45. The power unit 42 is covered by the housing 48 in order to prevent Damage to components during transportation from one location to another. The power unit 42 is configured to control the full operation of the jack assembly 41. The housing 48 of the power unit 42 is rotatable between an open and a closed position. When in a closed position, the user can not operate the power unit 42, thereby preventing activation of the jack assembly 41 when the housing is closed. The power unit 42 may include components such as a motor, a hydraulic pump, hydraulic system valves, electrical system, and a control pendant. The engine provides power to the hydraulic pump in order to operate the hydraulic cylinders used to raise and lower the lifting mechanisms and the car coupling member. A control pendant is attached to a cord which in turn is connected to the electrical system in order to allow a user to control the movement of the jack assembly 41. In one embodiment, the control pendant includes "up" and "up" buttons. "down" that can be pressed, whereby several movements of the jack assembly 41 are controlled by the buttons. In an alternative embodiment, the control board is attached to the housing of the power unit. The control board includes at least one lever that controls various movements of the tilt arm and lifting mechanisms. As illustrated in Figure 7, a lower plate 63 is connected to the inner surfaces of the opposite lower edges 60 of the side members 56 of the fixed post 52. The lower plate 63 is preferably welded to the side members 56, but should be understood by one skilled in the art that any other means for attaching the bottom plate 63 of the side members 56 sufficient to counteract the transport and operation of the jack assembly 4 can be used. The lower edge 64 of the lower plate 63 corresponds to the first distal end 57 of the side members 56, and the upper edge 65 of the lower plate 63 corresponds to the second distal end 58 of the side members 56. The lower plate 63 provides a third outer surface for a covered lifting mechanism 45, 46. The fixed post 52 also includes a safety bar guide 66 attached to the lower plate 63, and the safety bar guide 66 is configured to guide the retained safety bar 68 as the mobile post 54 rises and falls with respect to the fixed post 52, as shown in Figures 9A and 10. Figure 7 illustrates the safety bar guide 66 preferably welded to the bottom plate 63, but should be It is understood by one skilled in the art that any other means of attachment of the safety bar guide 66 to the fixed post 52 sufficient to counteract transport and operation can be used. of the cat assembly 41. The safety guide bar 66 is an inverted "u" shaped mechanism that includes an upper member 69 that is oriented generally perpendicular to the side members 56 of the fixed post 52 and two angled members 70 extend from the upper member 69 in a relationship generally parallel to the side members 56. The angled members 70 extend from the upper member 69 in a perpendicular manner such that the height of the angled members 70 decreases as the angled members 70 they extend away from the upper member 69. The upper member 69 of the safety bar guide 66 is centrally located between the side members 56 of the fixed post 52 near the upper edge 65 of the lower plate 63., and the angled members 70 extend therefrom to the lower edge 64 of the lower plate 63. The upper member 69 includes a slot (not shown) that elongates in the longitudinal direction of the upper member 69. The slot allows the Safety bar 68 passes through the safety bar guide 66, as shown in Figure 9A. A pair of lower cylinder supports 72 are attached to the lower plate 63 of the fixed post 52 to provide fundamental support for the hydraulic lift cylinders 74, as shown in Figure 7. Each lower cylinder support 72 includes a base member lower 75, a pair of spaced lower support members 76, and a lower support pivot 77. Lower base member 75 is positioned at the first distal end 57 of each side member 56 of fixed post 52 and is oriented substantially perpendicular to the side members 56. Each lower base member 75 is preferably welded to the lower edge 64 of the lower plate 63 and to the end surface of an adjacent side member 56. A surface of each lower support member 76 is welded to the lower base member 75 and the other surface is welded to the bottom plate 63 in a substantially perpendicular orientation. The lower support members 76 extend from the lower base member 75 towards the upper edge 65 of the lower plate 63 in a manner generally parallel with the side members 56. Each of the lower support members 76 includes a through hole. from which a lower support pivot 77 is passed in a generally normal orientation. The base assembly 78 of a hydraulic cylinder 74 is disposed between a pair of lower support members 76, wherein the lower support pivot 77 passes through the hole of a lower support member 76, through the mounting holes. of base 78 of the hydraulic cylinder 74, and subsequently through the hole of the second lower support member 76. The hydraulic cylinders 74 are thus supported on the fixed post 52 through the lower cylinder supports 72, and are attached to the movable post 54 through a similar pair of upper cylinder supports 112. In addition to the fixed post 52, each lifting mechanism 45, 46 of the jack assembly 41 includes a movable post 54. As illustrated in Figure 8, the movable post 54 includes a pair of spaced, generally parallel side rails 80. The side rails 80 have a first distal end 81, a second end distal 82, and a "c" shaped cross section. The "c" shaped cross section includes an upper edge 83, a lower edge 84, and a flange 85 connecting the upper and lower edges 83, 84, as illustrated in Figure 9B. The side rails 80 are oriented in such a way that the "c" shaped cross sections are directed away from each other. When the lifting mechanisms 45, 46 are completely constructed, the first distal ends 81 of the side rails of the mobile post 80 are immediately adjacent to the first distal ends 57 of the side members of the fixed post 56, and the second distal ends 82 of the side rails of the movable post 80 are immediately adjacent the second distal ends 58 of the side members of the fixed post 56. A portion of the lower edge 84 of each side rail 80 is removed at the first distal end 81, and a roller 62 is attached to the outward facing surface of the flange 85 at a location within the area removed from the lower edge 84, as shown in Figure 8. The rollers 62 attached to the flanges 85 of the side rails of the mobile post 80 are configured to be disposed between the upper and lower edges 59, 60 of the side members of the fixed post 56, and the rollers 62 attached to the reeds edges 61 of the side members of the fixed post 56 are likewise configured to be disposed between the upper and lower edges 83, 84 of the side rails of the mobile post 80, as illustrated in Figure 9B. The diameter of the rollers 62 is slightly smaller than the distance between the upper edges 59, 83 and the lower edges 60, 84 of the corresponding lateral rails 80 or side members 56. It should be understood by a person skilled in the art that the diameter of the rollers 62 must be sufficient to obtain a sliding relationship between the mobile and fixed posts 54, 52 without allowing direct frictional contact between the side members of the fixed post 56 and the side rails of the mobile post 80. As illustrated in FIG. Figure 8, a top plate 86 is attached to the opposite side rails 80 of the mobile post 54 connecting the interior surface of the top edge 83 of the side rails 80. The top plate 86 is preferably welded to the side rails 80, but should be understood by one skilled in the art that any other means for attaching the upper plate 86 to the side rails 80 sufficient for counteract the transport and operation of the jack assembly 41. The lower edge 87 of the top plate 86 is associated with the first end distal 81 of the side rails 80, and the upper edge 88 of the top plate 86 is associated with the second distal end 82 of the side rails 80.

The upper plate 86 provides a fourth external surface for a covered lifting mechanism 45, 46. As shown in Figure 8, a safety bar support 90 is attached to the upper plate 86 of the moving pole 54, and is configured to stabilizing the lower portion of the retained safety bar 68. The safety bar holder 90 is preferably welded to the upper plate 86, but it should be understood by one skilled in the art that any other means for connecting the support of the device can be used. safety bar 90 to the upper plate 86 sufficient to counter the transport and operation of the jack assembly 41. The safety bar holder 90 is disposed centrally between the side rails 80 of the movable post 54. The safety bar holder 90 It includes a pair of clamps 91 that are elongated in a generally parallel orientation with respect to the side rails 80. The clamps 91 are spaced apart by a distance greater than the width of the retained safety bar 68. An elongated edge of each clamp 91 is attached to the inward facing surface of the upper plate 86. Another edge of each bracket 91 is generally aligned in a coplanar manner with the lower edge 87 of the upper plate 86. The clamps 91 are operatively coupled together by means of a beam transverse 92. Transverse beam 92 and clamps 91 form a hollow-box structure with upper plate 86. The lower portion of retained safety bar 68 is attached to safety bar support 90 preferably with a pattern of four bolts. . It should be understood by one skilled in the art that the safety bar 68 can be attached to the safety bar support 90 by any other means sufficient to counteract the operation and transportation of the jack assembly 41.

The retained safety bar 68 is attached to the mobile post 54 at both the upper and lower distal ends of the safety bar 68, where the middle portion of the safety bar 68 is disposed within a slot in the upper member 69. of the safety bar guide 66 attached to the fixed post 52. The size of the slot is sufficient to allow the full width of the retained safety bar 68 to pass easily through the raising and lowering of the lifting mechanisms 45, 46. One end of the retained safety bar 68 is attached to the safety bar support 90, and the opposite end is connected to the load member 110 of the movable post 54. The length of the retained safety bar 68 is oriented in one direction. substantially parallel relationship with the longitudinal axes of the lateral rails of the mobile post 80. The edges of the retained safety bar 68 form a rack 94 in such a way that the cre Mallet 94 corresponds to the safety pins 102 of the safety bar closing mechanism 100, as illustrated in Figures 1A-11B, whereby a rack-and-pinion relationship is formed as explained below. The retained safety bar 68 is configured to connect to the mobile post 54 to prevent an unexpected or sudden fall of the car 12 as the car 12 is being raised or lowered by the jack assembly 41. For example, when the lifting mechanisms 45, 46 are acting in conjunction with the wagon coupling member 29 to raise a wagon 12 and the power unit 42 fails, or if there is otherwise loss of hydraulic pressure, the safety bar locking mechanism by pinion and Zip 100 prevents the car 12 from a violent fall. The safety bar 68 acts in conjunction with the safety bar closing mechanism 100 attached to a central portion of the upper member 69 of the safety bar guide 66 in the fixed post 52 as the lifting mechanisms 45, 46 they rise and fall, as illustrated in Figures 9A-11B. In one modality, as illustrated in Figures 7, 11A and 11B, the safety bar closing mechanism 100 includes a pair of opposed, generally parallel, locking beams 104, a pair of safety pins 102, two pairs of die springs 06 and two pistons 08. pair of closing beams 104 are preferably hollow tubes having a generally square cross section. However, it should be understood by one skilled in the art that the tubes can be of any form sufficient to contain the members of the safety bar closing mechanism 100. The safety beams 104 have closing portions covered and are preferably welded upper member 69 of the safety bar guide 66 on opposite sides of the slot. The closing beams 104 are generally aligned in the same longitudinal manner as the upper member 69, and are separated by at least the thickness of the safety bar 68. The pair of die springs 106 are located at the opposite closed end of a closing beam 104, and they are oriented in such a way that the biasing force of the die springs 106 is directed towards the rack 94 of the safety bar 68. A safety pin 102 is located inside each of them. the die springs 106, and each safety pin 102 passes through both opposing closure beams 104 in a normal direction. Figure 11A illustrates the safety bar closing mechanism 100 in a closed condition such that the safety pins 102 are engaged with the rack 94 of the safety bar 68, thereby preventing the downward movement of the bar of safety 68 and of the mobile post 54 during the coupling. A double-direction hydraulic piston 08 is disposed within the central portion of each closing beam 104 and is configured to be driven in the longitudinal directions opposite to the forces exerted by the die springs 106., as illustrated in Figs. 1 A and 11B. The die springs 106 act to bias the safety pins 102 toward the center of the safety bar lock mechanism 100 so that the safety pins 102 create a lock coupling with the rack 94 of the safety bar 68. However, the pistons 108 also act to uncouple the safety pins 102 from the rack 94 on the safety bar 68. Figure 11 B illustrates the safety bar closing mechanism 100 in a non-closed condition such that the piston 108 is actuated to force the safety pins 102 to uncouple the rack 94 from the safety bar 68 and so that the safety bar 68 can be lowered. The safety bar lock mechanism 100 allows all upward movement of the safety bar 68 through the safety bar guide 66, but prevents downward movement unless the hydraulic pistons 108 are actuated. In operation , the pistons 108 are in an actuated position as the tilt arm 50 is rotated from the horizontal position to the vertical position, as shown in Figure 1 1 B, because the mobile post 54 is being lowered with respect to to the fixed post 52 as the tilt arm 50 is being raised to the vertical position. Once the tilt arm 50 is in the vertical position, the power supply to the pistons 108 is interrupted, and the die springs 106 polarize the safety pins 102 in engagement with the rack 94 in the safety bar 68. However, the zipper 94 is configured with angled surfaces 95 such that as the movable post 54 and the safety bar 68 are raised, the angled surfaces 95 of the rack 94 slidingly force the safety pins 102 outward toward the fasteners. ends of the closing beams 104 until the securing pins 102 are again forced by the die springs 106 in engagement with the next inlet of the rack 94. Once the desired height of the lifting mechanisms 45 is obtained, 46, the spring dies 106 continue to bias the safety pins 102 in engagement with the rack 94 in the safety bar 68 thereby maintaining the height of the lifting mechanisms 45, 46 and the car coupling member 29. The safety pins 102, remain at rest, and are retained, within the hook-shaped openings in the rack 94. To lower the mechanisms of lifting 45, 46, the pistons 108 must first be actuated by the power unit 42, whereby the safety pins 102 are uncoupled from the entries of the rack 94 and allowing the safety bar 68 to be lowered without interference safety pins 102. The upper portion of the retained safety bar 68 is attached to the load member 110 which is located at the upper edge 88 of the top plate 86, as illustrated in Figure 8. The load member 110 is attached to the second distal end 82 of both opposite side rails 80 of the movable post 54 such that the load member 110 forms the fourth outer surface of a covered lifting mechanism 4. 5, 46 of the jack assembly 41. The movable post 54 of the tilt arm 50 further includes a triangular end piece 1 6 attached to the face facing away from the load member 110 to prevent damage to the jack assembly 41 while the cat assembly 41 is being placed in an operative position. Additionally, a pair of upper cylinder supports 12 are also attached to the inward facing surface of the load member 110, as illustrated in Figures 8 and 9A. Each upper cylinder holder 112 includes a pair of spaced upper load members 113 and a pivot of upper support 114. The pair of separate upper load members 1 3 is attached to the load member 10 and the upper plate 86 in a manner similar to the connection of the lower cylinder supports 72. Each of the upper load members 113 includes a hole through which an upper support pin 4 is passed in a generally normal orientation. The rod mounting portion 115 of each hydraulic cylinder 74 is disposed between a pair of upper load members 113., wherein the upper support pin 114 passes through the hole in an upper load member 1 3, through the hole in the rod mounting portion 115 of the hydraulic cylinder 74, and subsequently through the hole in the second member Top loading The fixed and movable posts 52, 54 of each lifting mechanism 45, 46 are operatively connected by a pair of hydraulic cylinders 74. An example of a suitable hydraulic cylinder includes the model PMC-5636 manufactured by Prince Hydraulics Corp. of North Sioux City South Dakota The hydraulic cylinders model PMC-5336 have an internal diameter of 10 centimeters, a rod of 5 centimeters in diameter, a piston of 90 centimeters, and a retractable height of 115 centimeters. The base mounting portion 78 of each hydraulic cylinder 74 is attached to the lower cylinder support 72 connected to the fixed post 52 and the rod mounting portion 15 of each hydraulic cylinder 74 is attached to an upper cylinder support 112 connected to the post 54, as illustrated in Figures 9A and 10. Additionally, upon assembly of each lifting mechanism 45, 45, the rollers 62 attached to the mobile post 54 are disposed within a "c" shaped cross section. "of the side members 56 of the fixed post 52 and the rollers 62 of the fixed post 52 are disposed within the" c "shaped cross section of the side rails 80 of the mobile post 54. In operation, as the mobile post 54 rises or falls with respect to the fixed post 52, the rollers 62 provide a smooth sliding connection between the fixed and movable posts 52, 54. The second lifting mechanism 46 is configured as a tilt arm 50. The tilt arm is adapted to rotate between a first generally horizontal position, and a second generally vertical position when the jack assembly 41 is in an operative position under a carriage 12, as illustrated in Figures 6A -6C. The tilt arm 50 is the second lifting mechanism 46, and is completely covered to prevent damage to the lifting mechanism 46 either during transport from one location to another or during operation of the jack assembly 41. As the arm Tilt 50 is rotated between the horizontal and vertical positions, both of the fixed and mobile posts 52, 54 rotate together as a unit. However, when the tilt arm 50 is in the vertical position, the mobile post 54 can be raised and lowered in the vertical position with respect to the stationary stationary post 52, as illustrated in Figure 6D. The tilt arm 50 is rotatably connected to the distal end of the armature rails 30 of the car coupling section 44 opposite the first lift mechanism 45 and power unit 42, as shown in Figures 4 and 12A- 12C. In the illustrated embodiment, the tilt arm 50 is connected to the car coupling section 44 in two pairs of rotary connections 31, 32. The outer rotary connections 31 are pivotal near a first axis 33. The inner rotary connections 32 use a journal 37 attached to the mobile post 54 and to a corresponding journal 38 attached to the car coupling section 44 whereby the journals 37, 38 are operatively connected by a ball joint 36. A second axle 34 is formed in the coupling between the ball joints 36 and the movable post stubs 37, and a third shaft 35 is formed in the couplings between the ball joints 36 and the stubs 38 of the rail coupling section 44. Figures 12A-12D illustrate the connections inner and outer 31, 32 between the arm and inclination 50 and the car coupling section 44 as the tilt arm 50 is rotated between the s horizontal and vertical positions. In Figure 12A, the ball joints 36 are generally horizontal, and the first and second axes 33, 34 are aligned vertically with respect to each other. Figure 12B illustrates the orientation of the first, second and third axes 33, 34, 35 as the tilt arm 50 is being raised or lowered. Figures 12C and 2D illustrate the tilt arm 50 in the vertical position, where the second and third axes 34, 35 are aligned vertically with respect to each other. The pair of hydraulic cylinders 74 of the lifting mechanism 46 on the tilt arm 50 operates to rotate the tilt arm 50 between the horizontal and vertical positions. When the jack assembly 41 is located first beneath a carriage 12, the tilt arm 50 is in the horizontal position and the rods of the hydraulic cylinders 74 on the tilt arm 50 extend approximately 20.3 cm (8 inches). The rods of the hydraulic cylinders 74 are contracted in order to rotate the tilting arm 50 to the vertical position. As the tilt arm 50 reaches the vertical position, the rods contract completely in the hydraulic cylinders 74. As the movable poles 54 of the lifting mechanisms 45, 46 are raised, the rods of both hydraulic cylinders 74 are they extend, whereby the wagon coupling member 29 is lifted together as a unit with the mobile poles 54.

OPERATION OF THE INVENTION As previously discussed, the jack assembly 41 is located between a set of rail tracks 20 and the frame 18 of a car 12. Preferably, the car coupling section 44 is located below the railcar. 12 so that the power unit 42 is located on one side of the car 12 and the tilt arm 50 is located on opposite sides of the car 12. The jack assembly 41 is located in an operative position so that the rails of armature 30 are in a substantially perpendicular relationship with respect to the track rails 20. In one embodiment, the armature rails 30 of the wagon coupling section 44 include markings on the upper surface to assist the user in aligning the assembly. jack 41 at the top of the rail track set 20. In an alternative embodiment, an electronic device is attached to the first lifting mechanism and to the wagon armor to ensure proper alignment of the jack assembly. The proper alignment of the jack assembly 41 results in more efficient use preventing one of the opposing lifting mechanisms 45, 46 from loading a disproportionate amount! of the weight of the wagon 12. Once the jack assembly 41 is aligned below the wagon 12, the housing 48 of the power unit 42 is rotated to the open position, whereby the operational controls of the jack assembly 41 can be accessed by the user. The motor is activated, and power is supplied to the electric control system. Subsequently, the user is free to press the "up" and "down" buttons on the control pendant to control the movement of the jack assembly 41. To raise the car with the jack assembly 41, the user presses the "up" key " Once the "up" key is pressed, the electric control system activates the hydraulic pump to provide power only to the pair of hydraulic cylinders 74 located on the tilt arm 50. First, the slightly extended rods of the hydraulic cylinders 74 in the tilt arm 50 contracts, and the pistons 108 in the safety bar closing mechanism 100 to allow the movable post 54 to be lowered with respect to the fixed post 52. As the rods of the hydraulic cylinders contract, the tilt arm 50 rotates from the horizontal position to the vertical position. When the tilt arm 50 has rotated to the vertical position, the rods of the hydraulic cylinders 74 on the tilt arm 50 contract completely. The wagon coupling section 44 includes a magnetic switch (not shown) which is activated once the tilt arm 50 has reached the vertical position. Activation of the magnetic switch indicates to the electronic control system that provides power to the hydraulic cylinders 74 in both lifting mechanisms 45, 46 as the "up" button remains depressed. Once the magnetic switch is activated, the power supplied to the pistons 108 in the safety bar closing mechanism 100 is interrupted, and the die springs 106 polarize the safety pins 102 in sliding engagement with the rack 94 of the safety bar 68. In this way, as the hydraulic pump supplies power to the hydraulic cylinders 74, the mobile poles 54 of the opposing lifting mechanisms 45, 46 and the member of the carriage coupling 29 are raised to the height determined by the user. Once the lifting mechanisms 45, 46 have reached the desired height, the user releases the button on the control pendant in order to interrupt the power supplied to the hydraulic cylinders 74. Once the power to the mechanisms is interrupted of lifting 45, 46, the safety pins 102 in the safety bar closing mechanism 100 couple the rack 94 of the safety bar 68 in order to maintain the desired height of the lifting mechanisms 45, 46 and the car coupling member 29. To lower the lifting mechanisms 45, 46 and the car coupling member 29 from a raised position, the "up" button must be momentarily depressed in order to activate the pistons 108. in the safety bar closing mechanism 100 for moving the safety pins 102 out of engagement with the rack 94 of the safety bar 68. Subsequently, the "down" button can be pressed to slowly release the pressure in the hydraulic cylinders 74, whereupon the lifting mechanisms 45, 46 and the car coupling member 29 descend down. Once the hydraulic cylinders 74 have reached the bottom of their pistons, the magnetic switch between the tilt arm 50 and the section Car coupling 44 is deactivated. The pair of hydraulic cylinder rods of the lifting mechanism 76 of the tilt arm are subsequently extended tolower the tilt arm 50 from the vertical position to the horizontal position. The jack assembly 41 can then be moved from below the car 12 and transported to another location with an elevator. Although preferred embodiments of the invention have been described, it should be understood by one skilled in the art that the invention is not too limited and that modifications can be made without departing from the invention. The scope of the invention is defined by the appended claims, and all devices that are within the meaning of the claims, either literally or by equivalence, proposed to be encompassed herein.

Claims (1)

1. NOVELTY OF THE INVENTION CLAIMS 1. - A jack assembly comprising: a pair of separate armature rails; a first rotatable lifting mechanism operatively connected to at least one of said armature rails; a second lifting mechanism operatively connected to at least one of said armature rails; a wagon coupling member extending at least partially between said first lifting mechanism and said second lifting mechanism; and a power unit located adjacent to one of said lifting mechanisms, said power unit being configured to activate said lifting mechanisms. 2. The jack assembly according to claim 1, further characterized in that said first lifting mechanism is rotatable between a first operative position and a second operative position. 3. The jack assembly according to claim 2, further characterized in that said first lifting mechanism is in a substantially horizontal orientation when it is in said first operative position. 4. - The jack assembly according to claim 3, further characterized in that said first lifting mechanism is in a substantially vertical orientation when it is in said second operative position. 5. The jack assembly according to claim 1, further characterized in that said wagon coupling member can be operated between a first position and a second position. 6. - The jack assembly according to claim 5, further characterized in that said wagon coupling member is configured to be in contact with an armature of a wagon when said wagon coupling member is driven towards said second position. 7. - The jack assembly according to claim 1, further characterized in that said first lifting mechanism comprises a first fixed post and a first mobile post and said second lifting mechanism comprises a second fixed post and a second mobile post. 8. - The jack assembly according to claim 7, further characterized in that at least one of said first lifting mechanism and second lifting mechanism additionally comprises a safety mechanism. 9. - The jack assembly according to claim 8, further characterized in that said safety mechanism further comprises a safety bar and a safety bar guide, and said safety mechanism is configured to prevent the fall of a wagon to as said car is being raised or lowered. 10. The jack assembly according to claim 9, further characterized in that said safety bar is retained. 1 - The jack assembly according to claim 9, further characterized in that said safety bar is connected to said first fixed post of said first lifting mechanism and said safety bar guide is connected to said first mobile post of said first lifting mechanism, and said safety bar being disposed within a slot through said safety bar guide. 12. The jack assembly according to claim 9, further characterized in that said safety bar is connected to said second fixed post of said second lifting mechanism and said safety bar guide is connected to said second mobile pole of said second lifting mechanism, and said safety bar being disposed within a slot through said safety bar guide. 13. The jack assembly according to claim 1, further characterized in that said power unit further comprises a control pendant, a motor, a hydraulic pump, and hydraulic valves. 14. - The jack assembly according to claim 3, further characterized in that said power unit includes a housing which is configured to be rotatable between an open position and a closed position. 15. The jack assembly according to claim 1, further characterized in that said second lifting mechanism is rotatable between a first operative position and a second operative position. 16. - The jack assembly according to claim 1, further characterized in that said first lifting mechanism and said second lifting mechanism are configured to drive said car coupling member between a first operative position and a second operative position. 17. - A jack assembly comprising: a wagon coupling member; at least one lifting mechanism connected to said wagon coupling member, and said at least one lifting mechanism is configured to raise and lower said wagon coupling member in a guided manner; and a power unit configured to drive said at least one lifting mechanism. 18. - The jack assembly according to claim 17, further characterized in that said power unit comprises hydraulic controls. 19. - The cat assembly in accordance with the claim 17, further characterized in that said power unit and said at least one lifting mechanism are supported on a base. 20. - A method for elevating a wagon above a pair of railroad track rails, comprising the steps of: providing a jack assembly having a pair of separate armature rails, a power unit, a first mechanism of lifting, a second lifting mechanism separated from said first lifting mechanism, and a rail coupling member operatively connected to said first and second lifting mechanisms; and applying hydraulic pressure to said first and second lifting mechanisms, wherein said hydraulic pressure drives said first and second lifting mechanisms, thereby causing said first and second lifting mechanisms and said car coupling section to move together between a first position and a second position.