US1798581A - Switch crane - Google Patents

Description

March 31, 1931. E. M. BENTLEY 1,798,581

SWITCH CRANE Filed July 21, 1927 3 Sheets-Sheet 1 INVENTOR March 31, 1931. E. M. BENTLEY SWITCH CRANE- Filed July 21. 1927 3 Sheets-Sheet 2 a I A Di C \lfi I 7 ggg um l I 2 i R /E INVENTOR aiznm/sa fl March 31, 1931. E. M. BENTLEY 1,798,581

SWITCH' CRANE Filed July 21. 1927 3 Sheets-Sheet 3 INVENTOR Gil Patented Mar. 31, 1931 UNETEE STTES .ATE

SWITCH GRAN E Application filed July 21, 1827. Serial No. 202412.

For a detailed description of the present form of my invention, reference may be had to the following specification and to the accompanying drawings, which illustrate my invention, wherein Fig. lis a track diagram;

Fig. 2 is a plan of bridge and trolley;

Fig. 3 is a side elevation of the-elevatorcage;

Fig.7 at is a circuit of the switch operator and Fig; 5 shows removal means.

My invention relates to a traveling crane organized to act as a switch-engine to shift cars or trains in a train yard or wherever it is needed. It consists in brief of an electric crane constructed and operated on familiar principles, with tracks which are preferably elevated tracks extending along opposite sides of the area to be served, a bridge having wheels at each end to travel along said tracks, a trolley traveling to and from on the bridge transversely to the tracks and a coupling member, here shown in Figs. 2 and 3 as an operators cage, which is mounted on the trolley and arranged to be raised and lowered thereon at will. This cage is strongly braced in a fore-and-aft direction and at its bottom is provided with car-couplers of the standard construction. The operator is preferably stationed on the floor of the cage just above the level of the couplers and has within reach the usual controllers for the propelling motors of the bridge and trolley with their brakes, also a controller for the hoisting motor that raises and lowers the cage, and for the air brakes on the switched cars. The cage is also equipped with an automatic air compressor and reservoir such as would'be provided for on an ordinary switch engine. The operator also has treadles by which he can, at a point as far in advance as maybe desired, set a track switch either ahead ofor behind him and get an answer-back signal when it is set. He likewise" controls the coupler-latch to unlock it.

By means of his control of the trolley and the brakes therefor, the operator can bring his cage into exact line with a car standing on one of the-groundtracksbelow, and'couple his cage thereto just as if said cage were an ordinary switch-engine. Then by his control of the bridge motors he can either'push or' pull the car, or a train, as far as the bridge has a track on which to travel. The car or train, being fast to the cage and trolley, will control their lateral position on the bridge which is at the same time under the control of the operator. The advantage is that while the crane can, by my device, perform all the functions of a switch engine, it does not require any ground trackage. The cage can be lifted up clear of any car or train and so hurdle it, being dropped down again wherever desired. It can also move directly from one track to another and pass alongside of a car, or evenbetween cars on adjacent tracks, in order to pass around them.

Referring'to Fig. 5 of the drawing, A. rep resents an elevated rail mounted on a girder A which is supported by posts A located at intervals along each side of the yard to be covered. In Fig. 1 one plan for such a yard is shown for illustration. Two throughtracks are indicated at 1 and 2, the latter being the left-bound track. Tracks 3, 4, 5 and 6 indicate four classification tracks for the left-bound traffic. The space on these four tracks between points a and b is the shiftover space. Assuming that incoming trains on trackQ are shunted onto tracks 3, l, 5 and 6, filling that portion of those tracks to the right of the point 5, then the switch-crane can, manifestly, take a car or group of cars from any one of the four tracks to the right of point 6 and transfer it to track 5 in the shift-over section and from that track 5 again transfer it to any one of the four tracks 3, 4, 5 and 6' at the left of point a. The reorganized trains can then be held on tracks 3, a, 5' and 6 at the left of point a until sent out on the leftbound through-track 2. Numerous other switching combinations can obviously be carried out in an analogous way.

Fig; Qshows at B, B the bridge-girders, I prefer to employ two duplicate bridges, each having twogirders B, B. The two are coupled by means of links C, one at each end. By using the bridges, the wheel base for the crane carriage E may be made as long as desired by spreading the bridges farther apart. Thereby the impact stress, also the pushing or pulling stress on the cage, has less leverage stress on the bridges. Each bridge is provided at each end with two drive-wheels I), D, one set being on an axle D extending the full length of the bridge. The electric motors for operating them are not shown, since they are familiar to the art. I have merely indicated a spur gear D on each wheel to be rotated by the motor in a well known fashion. Such a spur-gear may be applied only to wheels D on the long axle D and the others driven therefrom by link belts or parallel-rods. I prefer to rely for traction upon the weight of the bridges and to concentrate such weight at the ends thereof directly over rails A, A. That will limit the weight which is imposed on the center portion of the bridge to the weight of the trolleys, the cage and cage ca-rrier, which weight is not excessive. Hence the crane exemplified by the invention may be much lighter than those which carrv heavy loads across the bridge and is so organized that it can be given any adequate degree of resistance to push and pull stresses and normal impacts. I may, however, secure adequate traction by any one of several expedients which are ordinarily employed for that purpose, such as spring-pressed gripwheels, a rack alon the traflic rails, or a cable or chain anchored at the opposite ends of rails A, A and engaged by a motor-driven drum or sprocket wheel on the bridge. On each bridge is an eight-wheel crane carriage E which is to be propelled in the customary manner by one or more electric motors. The frame of this carria 'eis marked F. The cagecarrier G consists or a rectangular frame sliding longitudinally on the side bars of frame F and normally centered thereon by buffer springs H, H, H, II interposed between it and the cross bars of frame F. On frame G are four vertical guide-bars K, K, K, K for the four upright corner-posts It, II, R, R of the cage. These guide-bars may be reinforced as shown in Fig. 3 by external angle-braces K K K K It will be understood that when the cage is being raised and lowered it is not under fore-and-aft stresses and that the said angle-bars are designed for resisting such stresses when the cage is down and receiving the impacts and push-and-pull stresses of the cars or trains. The cornerposts R of the cage may be stiffened by lattice bracing as shown in Fig. 3 and under the floor of the cage is fastened a coupler-bar S with the usual standard couplers on each end. It will be understood that, when the cage is coupled to a car or train and the brakes on the trolley are released, the transverse pull of the car or train, as it is directed by the groundrails of the cross-over tracks, will be sufiicient ordinarily to pull the cage and trolley sidewise along the bridge, but at the same time the operator will have control of the trolley-propelling motors and can positively move the trolley along the bridge to keep it in line with the car or train as the same, together with the bridge, is moved longitudinally by the bridgepropelling motors.

The operator is preferably stationed in the cage at the bottom thereof, as indicated in Fig. 3, and, in the customary way, he is to have concentrated at his station within easy reach all of the control-handles for the sev eral motors employed in the structure. The motor for raising and lowering the cage is indicated in Fig. 2 at W'. It is mounted on the frame G together with the gearing that leads to the pinions J, J,.J, J which engage the respective upright racks on the corner-posts R of the cage. It will be understood that the lifting and lowering of the cage will follow the usual electric-elevator practice, the cage being counterbalanced-in this case by a spring instead of a weight-with the ordinary liinit-switches and brake-stops for its upper and lower positions. I also mount on the cage a tank and air compressor T as shown in Fig. 2, from which pipes T extend down to the customary brake-valve and hose-couplers. Thereby the operator can. have complete control of the car or train by means of its regular air brakes. Since the lateral stresses on the cage are of a minor magnitude the lateral cross-bracing can be omitted enough to leave its front and rear ends open so that the operator can step out on the ground, if necessary, and couple the air pipes to the car or train, which he is to shift, or he can carry a helper with him for that and other duties.

At present, the approach of a switchingengine to a car which it. is to grip, is regulated by the signals which a switchman gives to the engine-driver who is not stationed where he can himself see just how close his coupler is to the said car. By my device the operator is stationed right at the coupler and he himself controls the approach. Hence there is no need for the switchmen who now must walk about the switch-yard in constant danger of being struck. Moreover, by giving the cagelifting motors adequate power, the operator can quickly lift himself out of the way of a car or train to avoid a collision, or can quickly shift himself sideways by powerful trolleymotors. By these and other means theoperator has, in my crane, a greater degree of safety than the present enginemen.

I also provide simple means whereby the operator can set a track switch in the desired direction as he approaches it and as far ahead of it as may be desired, and also get an answer-back signal to let him know that it has been successfully set. That is shown in Fig. 4, wherein P represents a track switchpoint and X and Y are two insulated rails which are preferably outside of the track-rails and which extend as far as may be desired along the track.-. lhey are much like the ordinary third rail on electric railways but require less insulation because of the low voltage employed. On the cage are two pedals X and Y either of which may be depressed by the operators foot against one of the rails X or Y. Both pedals are connected to the current-supply of the crane-motors through an indicator N and a resistance Q. Thirdrail X is connected at the switch to a magnet 0 through a resistance Q and thence to ground at G while rail Y is similarly connected through resistance Q} to a magnet 0 These two magnets operate the switch-point P in opposite directions respectively by any suitable mechanism. Here shown is a screwthread'ed rod P projecting from sw itchpoint P into a nut M which is rotated to 1 throw the point in or out by means of a sector M The magnets O and O operate the sector in reverse directions respectively and throw the switch-point correspondingly. The limit-throw of sector h 2 to the right closes a switch L that short-circuits resistance Q and to the left similarly short-circuits resistance Q}. The indicator N on the cage is so adjusted that it will not respond to the our rent that is permitted to flow when either resistance Q or Q is in series with resistance Q. That current will, however, be suflicient to work the switch-point. But when the switch-point is fully set (and locked by the screw-thread in nut M, or by any other suitable means) the short-circuiting of Q and Q by switch L will so increase the current that the indicator N will respond and notify the operator that the switch has been set. There is no current in the switch setting apparatus except when the switch is being set and no battery or other separate source of E. M. F; is required so that the apparatus may be extremely simple in construction.

It may be added that, as shown in Fig. 5, each yard should be provided with one-or more off-side tracks with which the trolley tracks on the bridge which are on the same level therewith may be brought into line. Thereby an injured cage and trolley may be run off onto track 20 and removed, anew one being substituted for it. The yard may also have one or more tran verse groundt-racks Z whereby a bridge may be removed or applied by means of trucks on said groundtrack equipped with tower-jacks. In this way stoppages by accidents can be minimized. The lift of the cage may be such as to bring it within the clearance limit of the bridgebeams B as is indicated by dotted lines in Fig. 3 and the trolley will be held down on the bridgebeams by guard-hooks F At the right of Fig. 8 is represented a push-pole V pivoted on the side of the cage and normally held upright against a retainin stop 4) by a spring-barrel V It is provided with a pedal l -extending into the car, whereby the oper- Fig. 3, the cage in that case, being kept above the roof level.

V'Vhat I claim as new and desire to secure by Letters Patent'is: y

1. A switch crane of the character described comprising a longitudinally movable overhead bridge, a transversely movable carriage mounted on said bridge, a coupler member supported by said carriage so that it may beengaged with a car to be moved, means for raising and lowering said coupler member so as to adjust it todifferent elevations, and an air compressor, reservoir and train-pipe coupler also supported by said carriage 2. A switch crane of the character described comprising a longitudinally movable bridge, a carriage mounted on said bridge so as to travel transversely with respect thereto, a standard coupler member supported by said carriage, and a pulling hook also connected with said carriage.

3. A switch crane of the character described comprising a movably mounted overhead bridge, a carriage mounted on said bridge so as to travel transversely thereof, means providing an operators station supported by said carriage, a coupler connected with said operators station, railway switch operating means mounted on the operators station, and means for changing the elevation of said station.

4. A switch crane of the character described comprising a movably mounted overhead bridge, a carriage mounted on said bridge so as to move transversely thereof, a coupler member supported by said carriage so that it may be engaged with a car to be moved, and a push-pole mounted on said coupler member'and direct-able against a car to be moved.

5. A switch crane of the character described comprising a movably supported overhead bridge,a transversely movable carriage supported by said bridge, a coupler member supported by said carriage, and a push-pole carried by the coupler member and directable against a car to be moved, said push-pole being provided with a pulling hoo r.

'6. A switch crane of the character described comprising a movably supported overhead bridge, a carriagemounted on said bridge and movable transversely thereof, a coupler member supported by said carriage so as toengage a car to be moved,and an elec- V 'trically-controlled' railway-switch-moving means also supported by said carriage so as to be under the control of the crane operator.

' 7. A car switching crane comprising a movably mounted overhead bridge, a transversely movable carriage mounted to travel on said bride, means providing an operators station mounted on said carriage, a railwayswitch-operating means operable from said station, and an indicator at the operators sta- 'tion for showing the position of said switch.

8. A switch crane of the character described comprising a longitudinally movable overhead bridge having spaced apart bearings on fixed longitudinal rails, a carriage travelling transversely on said bridge, a standard horizontal car coupler depending from said bridge, and a thrust receiving connection between said coupler and said carriage for raising and lowering said coupler with respect to the carriage and also transmitting the coupler thrust to said spaced apart bridge bearings at all positions of the carriage on the bridge.

9. A switch crane of the character described comprising a longitudinally movable bridge spanning a plurality of railway tracks and having spaced apart bearings on fixed longitudinal rails, a carriage travelling transversely on said bridge, a standard horizontal railway car coupler depending from 'said carria-ge and movable vertically with respect thereto, and a thrust receiving connection between said coupler and said carriage for transmitting the thrust from a car on any one of the said plurality of railway tracks to the aforesaid spaced apart bridge bearings.

10. A switch crane of the character described. comprising a longitudinally movable overhead bridge spanning a plurality of railway tracks, a carriage travelling transversely on said bridge, a standard horizontal railway car coupler d pending from and opera able from said carriage, and means for raising said coupler with respect-to said carriage to an elevation higher than the several cars on the aforesaid plurality of railway-tracks.

11. A switch crane of the character described comprising a longitudinally movable overhead bridge spanning a. plurality of railway tracks, a propelling motor for the cars on said tracks mounted on the bridge, a vertically movable standard horizontal railway car coupler cooperating with a car on any one of the said plurality of cars by travelling transversely along said bridge, and a cont-roller for said propelling motor also capable of transverse travel along said bridge.

12. A switch crane of the character described comprising a longitudinally movable overhead bridge spanning a plurality of ground tracks, a propelling motor for the cars or trains on said ground tracks, said motor being mounted on said bridge, and propelling the same, and a shiftable coupler between thesaid bridge and any one of the cars or trains on the several ground tracks, said coupler being shiftable transversely from track to track and also shiftable vertically to jump over a car on the ground line which may be in its line of shift or in its line of longitudinal travel with said bridge.

r 13. A switch crane of the character described comprising a longitudinally movable overhead bridge spanning a plurality of railway tracks, a carriage travelling transversely on said bridge, and a standard horizontal railway car coupler depending from said carria-ge and movable vertically with respect thereto, said coupler being supported from said carriage by a horizontally rigid frame slidable vertically in guides on the carriage and having said coupler secured to its lower end.

14:. A switch crane of the character described comprising a longitudinally movable overhead bridge spanning a plurality of railway tracks,,said bridge being composed of a plurality of parallel girders, a carriage movable along said bridge and bearing on each of said parallel girders, and a vertically sliding frame depending from said carriage and composed of a set of vertical bars braced across horizontally with a standard railway car coupler on the lower end of said frame.

15. A switch crane of the character described comprising a longitudinally movable overhead bridge spanning a plurality of rail way tracks, a carrier movable transversely along said bridge with a standard railway car coupler-frame depending from said carrier and movable vertically with respect thereto and upwardly-engaging members resisting derailing thrust of said frame.

16. A switch crane of the character described comprising a longitudinally travelling bridge spanning two or more railway tracks, a carrier movable transversely along said bridge, a coupler-frame depending from and moving vertically on said carrier, a brake reservoir mounted on the frame to rise and fall therewith, and standard brake-couplers also on said frame.

Signed at New York city. borough of Manhattan, county of New York, State of New York, this 20th day of July, 1927.

EDWARD M. BENTLEY.

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