US3134341A - Means for switching railroad cars for connection with a moving train - Google Patents

Description

3,134,341 FOR M926. 9 a. J. GROESBECK MEANS FOR SWITCHING RAILROAD CARS CONNECTION WITH A MOVING TRAIN 6 Sheets-Sheet 1 Filed Feb. 8, 1963 INVENTQR BURT J- G'ROESBECK WJZSM May 26, 1964 Filed Feb. 8, 1965 B. J. GROESBECK 3,134,341 MEANS FOR SWITCHING RAILROAD CARS FOR CONNECTION WITH A MOVING TRAIN 6 Sheets-Sheet 2 May 26, 1964 B. J. GROESBECK MEANS FOR swrrcumc RAILROAD CARS FOR CONNECTION WITH A MOVING TRAIN 6 Sheets-Sheet 3 Filed Feb. 8, 1963 y 26, 1964 B. J. GROESBECK 3,134,341

MEANS FOR swncumc RAILROAD CARS FOR CONNECTION WITH A MOVING TRAIN 6 Sheets-Sheet 4 Filed Feb. 8, 1965 INVENTQR.

Boa-r GROESBECK BY MW 1- ATTORNEYS May 26, 1964 B. J. GROESBECK MEANS FOR SWITCHING RAILROAD CARS FOR CONNECTION WITH A MOVING TRAIN 6 Sheets-Sheet 5 Filed Feb. 8, 1963 INVENTOR QN I N .vow

ATTORNEYS May 26, 1964 B. J. GROESBECK MEANS FOR SWITCHING RAILROAD CARS FOR CONNECTION WITH A MOVING TRAIN 6 Sheets-Sheet 6 Filed Feb. 8, 1963 INVENTOR.

I. Grrzoesar-zcK ATTORN EY$ United States Patent 3,134,341 MEANS FOR SWITCHING RAILROAD (ZARS FOR CONNEQTIGN WITH A MOVDIG TRAIN Burt .I. Groesbeck, I53 Fay Ava, Ely, Nev. Filed Feb. 8, 1963, Ser. No. 257,122 Claims. (El. 104-147) This invention relates to the general field of railroad switching means and, more specifically, the invention per tains to means for switching one or more railroad cars from a side track to a main track.

One of the primary objects of this invention is to provide means for switching a railroad car from a side track to a main track for coupling with a moving train.

Another object of this invention is to provide means operable by a train moving on a main track to initiate movement of a car standing stationary on a side track to switch the latter onto the main track for coupling with the train while the train continues its travel.

A further object of this invention is to provide means operated by a railroad car on a main track to transmit motion to a railroad car on a side track to effect transference of the car on the side track to the main track for coupling with the car on the main track.

This invention contemplates, as a still further object thereof, the provision of means of the type briefly'described supra, the means being non-complex in manufacture and assembly, inexpensive to operate, and which is durable in use.

Other and further objects and advantages of the instant invention will become more evident from a consideration of the following specification when read in conjunction with the annexed drawings, in which: 7

FIGURE 1 is an exploded perspective view illustrating the means for switching railroad cars from a side track to a main track as constructed in accordance with this invention and illustrating the same in association with both the side and main tracks;

FIGURE 2A is a partial top plan view of the railroad car switching means shown in FIGURE 1 on an enlarged scale and showing a railroad car on a main track in an initial position relative to the means to effect the operation thereof to transmit motion to the two cars standing stationary on a side track;

FIGURE 28 is a partial top plan view of the switching means shown in FIGURE 2A, and comprises a continuation thereof;

FIGURE 3A is a partial side elevational view of the switching means and of the two railroad cars positioned thereunder on a side track to be switched to the main track, the car on the main track for operating the switching means being shown in phantom lines;

FIGURE 3B is a partial side elevational view of the switching means, and comprises a continuation of FIG- URE 3A;

FIGURE 4 is an enlarged detail cross-sectional view, FIGURE 4 being taken substantially on the line 4-4 of FIGURE 3A, looking in the direction of the arrows;

FIGURE 5 is an enlarged detail cross-sectional View, FIGURE 5 being taken substantially on the vertical plane of line 55 of FIGURE 3B, looking in the direction of the arrows;

FIGURE 6 is a top plan view of the switch means operating car and of the two cars to be switched from a side track to the main track, FIGURE 6 illustrating the relative positions thereof at a point during the operation of the switching means;

FIGURE 7 is a top plan view of the two cars standing on the side track, FIGURE 7 illustrating the lead car entering a track switch and approaching the switch means operating car on the main track; and

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FIGURE 8 shows the lead car of the two cars standing on the side track as having moved onto the main track and being coupled with the switch means operating car also on the main track.

Referring now more specifically to the drawings, reference numeral It) designates, in general, means operable to switch a railroad car or a plurality thereof from a side track to a main track, the means being constructed in accordance with the teachings of this invention.

As is seen in the drawings, and reference being specifically made to FIGURE 1 thereof, reference numeral 12 denotes an elongated substantially rectangular frame including a pair of elongated, parallel and substantially rectangular side frame members 14, 16 disposed in laterally-spaced relationship relative to one another, and an intermediate frame member 18 disposed between the side frame members 14, 16, the intermediate frame member 13 being spaced from the side frame members 14, 16, and extending parallel thereto. The opposed ends of the side frame members 14, 1d and the intermediate frame member Id are rigidly connected together by end frame members 20, 22 which are super-imposed thereon and are secured thereto by any conventional means (not shown). The end frame members are parallel to one another and are longitudinally-spaced from one another on the side and intermediate frame members 14, I6, and 18.

A substantially solid rigid base is indicated by reference numeral 24, the base being formed of any desirable material. As is seen in the several figures of the drawings, a plurality of nuts 26 are embedded in the base 24 adjacent the underside thereof, and the base is formed with a plurality of vertically-extending smooth bores or passages 28 which are in open communication, at their respective lower ends, with the nuts 26.

Reference numeral 29 designates, in general, standards for supporting the rectangular frame 12 in elevated position above the base 24. Each of the standards is seen to comprise an elongated bolt 30 threaded throughout its length, the bolt 30 having its lower end extending through the bore or passage 28 for threaded engagement within one of the nuts 26. Each bolt is locked on the base 24 by lock nuts 31 which are threaded downwardly thereon and engage the upper side of the base 24. The bolts 30 have an axial length sufficiently great so as to permit the upper ends thereof to project upwardly above the plane of the upper side of the base 24. Each standard 29 also includes an eye bolt 32 having a shank 34, and each of the eye bolts 32 is connected to the side frame members 14, 16 by means of bolts 36 in such a manner that the shanks 34 of the eyebolts 32 depend from the bolts 36. The shanks 34 of the eye bolts 32 are coaxial with the threaded bolts 30, and the adjacent ends of the shanks 34 and bolts 34? are rigidly connected together by means of turnbuckles 38. The turnbuckles 38 are adjusted to level the frame 12.

Reference numeral 4i) connotes, in general, a main line railroad track which comprises two side rails 42, 44 between which is interposed the central rail 46.

Reference numeral 48 designates, generally, a side track which angles inwardly toward the main track 40. The side track 48 is seen to comprise the side rails 50, 52, and a centrally-disposed central rail 54 positioned intermediate the side rails 56, 52.

-The main track 49 and'the side track 48 are fixedly secured to crossties 56 by conventional means, not shown, and the crossties 56 are, in turn, fixedly secured to the base 24 by any conventional means (not shown).

A switch generally denoted at 58 serves to connect the side track 48 with the main track 40, the switch 58 being of conventional construction with includes a platform 60 on which is fixedly secured an upstanding turning rail 62 and a straight rail 64. As is seen in FIGURE 1 of the drawings, the two rails 62, 54 are mounted on a substantially sector-shaped plate 66, and as is also seen in FIGURE 1, the rail 62 curves, at one end thereof, toward an adjacent end of the rail 64. This pair of adjacent ends of the rails 62, 64 do not join, one with the other, and pivot means 68 serve to pivotally connect the rail 44. The rail 64 of the switch 58 is normally aligned with the rail 44 when the switch 58 is in its closed position relative to the main track 40.

The switch 58 is normally spring-biased to its closed position relative to the track 40 by connecting a free end section 46' of the rail 46 to a pivot pin 70, the flexibility of the end section 46' being such as to cause the switch to pivot about the means 68 whereby the same is turned to its normally closed position.

The switch 58 is of conventional construction and is old and well-known in this art. Therefore, a more complete and detailed exxplanation of the construction of the same is not deemed necessary, at this time.

It is clearly seen in FIGURES 2A, 213, 3A and 3B that the frame 12 spans the switch 58 and portions of the main and side tracks 40, 48, on one side of the switch 58, and a portion of the main track 40 at the other side thereof.

Reference numeral 72 denotes one of a number of main cross shafts to be described in detail, infra, the cross shaft 72 being shown (see FIGURES 1, 2A and 4) as having its opposed ends journaled in bushings 74 of identical construction, the bushings 74 being set into the side frame members 14, 16, in a conventional manner. As is seen in these figures, the shaft 72 extends transversely through the intermediate frame member 18 and is also journaled in bushings 74. The bushings 74 are identical, one with respect to the other, and are identical with other bushings used in connection with the support of shafts to be described below.

Mounted on the shaft 72 between the side frame mem ber 14 and the intermediate frame member 18 and keyed thereto is a gear 76 to which furhter reference will be made. Also mounted on the shaft 72 immediately adjacent the intermediate or central frame member 18 is a second gear 78 of lesser diameter than the gear 76 and having fewer teeth thereon. The gear 78 is keyed to the shaft 72 for rotation thereon as is a third gear 80 of substantially the same diameter as the second gear 78 and having the same number of teeth. As is seen in FIGURE 2A, the third gear 80 is disposed between the side frame member and the central or intermediate frame member 18 and is located proximate to, but spaced from the side frame member 16. Also keyed to the shaft 72 for rotation therewith is a fourth gear 82 positioned intermediate the side frame member 16 and the third 'gear 80. The fourth gear 82 is of smaller diameter than the gear? 80 and is provided with fewer teeth around the circumference thereof.

As is seen in FIGURE 2A, the cross shaft 72 is spaced forwardly or to the right of the end frame member 20,

and interposed therebetween are a pair of shafts 84, 86

disposed in parallel relationship, one with respect to the other, the shafts 84, 86 having their opposed ends journaled in bearings 74 carried on the side frame member 16, and the central or intermediate frame member 18. The axes of the shafts 84, 86 are substantially parallel to the axes of the shafts 72. Mounted on the shaft and keyed thereto for rotation therewith is a gear 88 which is disposed proximate to, but spaced from the intermediate or central frame member 18. Reference numeral 90 denotes a sixth gear somewhat smaller in diameter than the gear 88, the gear having fewer teeth about its periphery than the gear 88.

A drive chain 92 connects the gears 80, 90 in driving relationship, whereby motion imparted to the gear 76 is transmitted via the shaft 72 and the gears 80, 90 to the gear 88 carried on shaft 84.

Mounted on the shaft 86 adjacent the side frame member 16 is a seventh gear 94 aligned with the gear 82 and which is connected thereto in driving relationship by means of the drive chain 96. Mounted on the shaft 86 is an eighth gear 98 which is disposed proximate to, but spaced from the intermediate frame member 18. The function of this gear will appear below.

Reference numeral 100 denotes an elongated shaft spaced forwardly from the shaft 72, or to the right as viewed in FIGURE 2A, the opposed ends of the shaft 100 being journaled in bushings 74 disposed in the side frame member 16 and the intermediate frame member 18. The shaft 100 has fixedly secured thereto for rotation therewith, a ninth gear 102 which is connected in driving relation with the gear 78 by means of a drive chain 104. A tenth gear 106 is also fixedly secured on the shaft 100 for rotation therewith. The purpose and function of this last-named gear will become apparent below.

Reference numeral 108 denotes a shaft journaled in bushings 74, the opposed ends of the shaft 108 being supported in the side frame members 16, 18. The shaft 108 has fixedly secured thereto for rotation therewith an eleventh gear 110 which is disposed proximate the intermediate frame member 18. Also fixedly secured on the shaft 108 for rotation therewith is a twelfth gear 112. This last-named gear is connected in driving relationship with a thirteenth gear 114 through a chain drive 116. The thirteenth gear 114 is mounted on a shaft 118 for rotation therewith, the opposed ends of the shaft 118 being journaled in bushings 74 carried by the side frame members 14, 16, and as is seen in FIGURE 2A, the shaft 118 is supported intermediate its ends in the intermediate frame member 18. Fixedly secured on the shaft 118 and disposed proximate the intermediate frame member 18 is a fourteenth gear 120.

Keyed to or otherwise fixedly secured on the shaft 118 for rotation therewith is a fifteenth gear 122 to which reference will be had infra.

Reference numeral 124 indicates a cross shaft supported in journals 74 and which has its opposed ends supported between the side frame member 14 and the intermediate frame member 18. Fixedly secured to the shaft 124 for rotation therewith and proximate the intermediate frame member 18 is a gear 126 (sixteenth) connected through the gear 122 through the endless driving chain 128. Also mounted on the shaft 124 between the side frame mmebers 14, 16 is a seventeenth gear 130.

A shaft 132 extends transversely between the side frame member 16 and the intermediate frame member 18 and is journaled in bushings 74. The shaft 132 has fixedly secured thereon for rotation therewith an eighteenth gear 134.

A nineteenth gear is mounted on the shaft 132 adjacent the side frame member 16 and connects, through the endless chain 138, with a twentieth gear which is keyed or otherwise secured to the shaft 142 for rotation therewith. As is seen in FIGURE 2A, the shaft 142 extends transversely through the intermediate frame member 18 and its opposed ends are journaled in the bushings 74 located in the side frame members 14, 16. Connected to the shaft 142 for rotation therewith are the twentyfirst and twenty-second gears, 144, 146 respectively, the gears 144, 146 being disposed on opposite sides of the intermediate frame member 18.

Reference numeral 148 denotes a shaft having its opposed ends journaled in bushings 74, the shaft 148 extending transversely of the frame 12 between the side frame member 16 and the intermediate frame member 18 (see FIGURE 23). Keyed or otherwise fixedly secured to the shaft 148 are twenty-third and twenty- fourth gears 150, 152, respectively.

A twenty-fifth gear 154 connects through the endless chain 156 with the gear 150, the gear 154 being fixedly secured to a shaft 158 for rotation therewith. The opposed ends of the shaft 158 are supported on the side frame members 14, 16 and are journaled for rotation in bushings 74. As is seen in FIGURE 2B, the shaft 158 is also journaled for rotation in the intermediate frame member 18. Secured on the shaft 158 on opposite sides of the intermediate frame member 18 are the twenty-sixth and twenty- seventh gears 160, 162, respectively.

Reference numeral 164 indicates a shaft having its opposed ends journaled in bushings 74 and supported by the side frame member 16 and intermediate frame member 18. Secured for rotation with the shaft 164 are the twenty-eighth and twenty-ninth gears 166, 168, respectively. Spaced longitudinally from the shaft 164 and extending transversely between the side frame member 16 and the intermediate frame member 18 is a shaft 170 journaled for rotation thereon. Fixedly secured to the shaft 170 for rotation therewith are the thirtieth, thirtyfirst and thirty- second gears 172, 174 and 176. An endless chain 178 connects the gear 174 with the gear 166.

A shaft 180 has its opposed ends journaled in bushings 74 carried on the side frame member 14 and the intermediate frame member 18. The shaft 180 has fixedly secured thereto for rotation therewith thirty-third and thirty- fourth gears 182, 184. An endless chain 186 connects the gear 146 with the gear 184.

Reference numeral 188 designates a shaft having its opposed ends supported on the side frame member 14 and the intermediate frame member 18, and the shaft 188 has fixedly secured thereto a thirty-fifth gear 190. Also mounted on the shaft 188 is a thirty-sixth gear 192. Both of the last-named gears are keyed or otherwise fixedly secured to the shaft 188 for rotation therewith. An endless chain 194 connects the gear 192 with the gear 162.

Reference numeral 196 connotes a shaft which has the opposed ends thereof journaled in bushings 74 and supported in the side frame members 14, 16. As is seen in FIGURE 2B, the shaft 196 extends transversely through the intermediate frame member 18. Mounted on the shaft 196 and disposed between the side frame member 14 and the intermediate frame member 18 is a thirtyseventh gear, and positioned on the shaft 196 between the intermediate frame member 18 and the side frame member 16 is a thirty-eighth gear 200. It is to be understood that both of the last-referred to gears are keyed or otherwise are fixedly secured to the shaft 196 for rotation therewith. An endless chain 202 connects the gear 200 with the gear 172.

It will be noted that the gears 76, 130, 182, 190 and 198 are positioned in vertically-spaced relation relative to the central rail 46 and are longitudinally-spaced from one another relative to the frame 12, and that the gears 88, 98 and 106 are substantially equally-spaced from the adjacent side of the intermediate frame member 18. The gears 120, 134, 144, 152, 160 and 168 substantially progressively are spaced from the intermediate frame member 18 at lesser distances. For reasons to be made clear below, the gear 176 is vertically-spaced above the rail 52 and at a greater distance from the intermediate frame member than any of the gears 88, 98, 106, 110, 120, 134, 144, 152, 160 and 168.

Reference numerals 204, 206 and 208 designate conventional railroad cars of which the cars 204, 206 have been modified in order to carry out the teachings of this invention. The cars 204, 206, and 208 are each provided with conventional wheels 209, and the car 204 is seen to be mounted on the main track or main line 40. The cars 206, 208 are shown to be movable over the side track 48.

The car 204, as Well as the cars 206, 208 are provided with the usual couplers 210 and, as is seen in FIGURES 6 7 and 8, the adjacent couplers 210 of the cars 206, 208 are interlocked. The adjacent couplers of the cars 204, 208 are shown to be free and do not interlock until the cars 206, 208 have been moved from the side track 50 onto the main track 40.

The essential modification of the car 204 resides in securing to the roof 214 thereof a longitudinally-extending, centrally-located gear rack 216. The gear rack 216 extends the entire length of the roof 214 and projects beyond one end of the car 204 as has been indicated at 216'. As is seen in the several figures of the drawings, the gear rack 216 is adapted to mesh with the gears 76, 130, 180, 190 and 198.

The car 206 is modified to the extent that two gear racks 220 are fixedly secured to the roof 222, the two gear racks 218, 220 being disposed in side-by-side relationship' with the 'gear rack 218 being more centrally located than the gear rack 220. The gear rack 218 extends only partially along the roof 222 While the gear rack 220 is substantially coextensive therewith.

The gears 88, 98, 106, 110, 120, 134, 144, 152, and 168 are adapted to mesh with the shorter gear rack 218, and the gear 17 6 meshes with the gear rack 220.

The gears 76, 130, 1-82, and 198 are of identical construction, while the gears 88, 98, 106, 110, 120, 134, 144,152, 168 and 176 progressively increase in the number of teeth and the intended function thereof is set forth below. It should also be noted that the spacing between the gears 88, 98, 106, 110, 120, 134, 144, 152, 160 and 168 is just sufiicient so that the lead gear of each adjacent pair of gears Will escape the gearrack 218 as the trailing gear meshes therewith.

The ratio of teeth between each chain-connected pair of gears is usually 1 to 1, although this value may be changed, if desired.

Having described the componentelements of the instant invention in detail, the operation thereof will be set forth infra.

Let it be assumed that the cars 206, 208 have been pushed into their respective positions as shown in FIG- URE 2A. In this figure the gear 98 is shown as being engaged with the gear rack 218. Let it further be assumed that the car 204 is being moved in the direction of the arrow shown in FIGURE 6, the car 204 forming a part of a moving train. Now, as the gear rack 216 engages with the gear 76 the shaft 72 will be caused to rotate, and this, in turn, rotates the gears 78, 89 and 82.

' Since the gear 82 is connected with the gear 94 through the chain 96, the gear 98 will rotate, and since the gear 98 meshes with the gear rack 218 the cars 286, 208 will be caused to move forwardly, or to the right, as viewed in FIGURE 2A. The gear 90, being connected to the gear 80, through the chain 92, will rotate simultaneously therewith and will initiate rotation of the shaft 84 on which is mounted the gear 88. Now, as the leading end of the gear rack 218 approaches the gear 88, the gear 98 is disengaged therefrom, and the speed of the two cars 206, 208 is accelerated with this engagement. Acceleration of the two cars is further increased as the succeeding gears 106, 110, 120, 134, 144, 152, 160 and 168 make successive engagements with the gear rack 218.

It will be understood that as the car 204 approaches the switch 58, the latter is in its normally closed position. As the leading end of the car 204 passes beyond the switch 58, the gear 198 is engaged by the gear rack 216, 216' causing rotation of the shaft 196 which, through the gears 200, 172 and the chain 202, turns the shaft 170. The gear 176 is thus caused to rotate and engages the gear rack 220. The gear 176 may be considered as a highspeed gear, and imparts the final degree of acceleration to the cars 206, 208. The cars 206, 208 now approach switch 58 and wheels 209 at the leading end of the car 208 begin to track the switch 58. The leading wheels 209, upon entering the switch 58, strike the turning rail 62 causing the same to pivot about the pivot point 68 and t 7 move the switch 58 to its closed position with respect to the side track 48. The gears 88, 98, 106, 110, 120, 134, 144, 152, 160, 168 and 176 have been operable to such a degree as to impart acceleration to the cars 206, 208 so that the cars 206, 208 overtake the car 204 to eifect joining of the adjacent couplers 211.

It should be clear that as the several pairs of Wheels 210 of the cars 206, 208 leave the rail 62 in moving onto the main track 40 the switch 58 opens with respect to the side track 48. This is accomplished through the bias of spring member 46'. Thus, as the wheels 210 at the trailing end of the car 206 mount the main track 40, the switch 58 will move to its normally closed position with respect to the main track 40.

It will be appreciated that the instant invention has utility in industrial fields, but the same could also find adaptation in the field of toy trains of the mechanical or electrical types. If it were to be incorporated with a toy electrical train, then both tracks 40, 48 would be electrified in the conventional manner.

Having thus described and illustrated one embodiment of this invention in detail, it is to be understood that the same is ofiered merely by way of example, and that this invention is to be limited only by the scope of the appended claims.

What is claimed is:

1. A device for imparting movement to a stationary railroad car standing on a side track from a railroad car moving on an adjoining main track comprising a first gear rack fixedly secured to the roof of said moving car, a second gear rack fixedly secured to the roof of said stationary car, support means suspended over said main and side tracks, said support means being elevated sufficiently high so as to permit said moving and stationary cars to pass thereunder, and gear means on said support means engageable with said gear racks, said gear means being operable by said first gear rack.

2. A device for imparting movement to a stationary railroad car standing on a side track from a railroad car A moving on an adjoining main track comprising a first gear rack fixedly secured to and extending longitudinally of the roof of said stationary car, a second gear rack fixedly secured to and extending longitudinally of the roof of said moving car, an elongated substantially open frame spanning said main and side tracks, means supporting said frame in elevated positions sufiiciently high to permit said cars to pass therebelow, and gear means supported on said frame and engageable with said gear racks, said gear means being operable by said second gear rack.

3. A device for imparting movement to a stationary railroad car standing on a side track from a railroad car moving on an adjoining main track comprising a first gear rack fixedly secured to and extending longitudinally of the roof of said moving car, a second gear rack fixedly secured to and extending longitudinally of the roof of said sta- 8 tionary car, an elongated substantially open rectangular frame of sufiicient width to span said tracks, means connected with said frame to elevate the same sufficiently high to permit said cars to pass therebelow, a first series of a pluarlity of longitudinally-spaced gears rotatably mounted on said frame successively engageable by said first gear rack, a second series of a plurality of longitudinally-spaced gears supported for rotation on said frame for engagement with said second gear rack, and means connecting said first series of gears in driving relation with said second series of gears.

4. A device for imparting movement to a stationary first wheeled railroad car having coupling means at one end thereof and standing on a side track from a second wheeled railroad car having coupling means thereon and moving on an adjacent main track, said device effecting a coupling of said first car with said second car, switch means to connect said side track with said main track, said switch means being normally closed with respect to said main track and open with respect to said side track, the positions of said switch being reversed upon engagement of said wheels of said first car with said switch whereby said first car may be switched from said side track to said main track, an elongated substantially open rectangular frame, said frame spanning said switch and adjacent portions of said tracks, means supporting said frame in elevated position above said switch and tracks sufficiently high so as to permit said cars to pass thereunder, an elongated first gear rack fixedly secured to the roof of said second car, gear means supported on said frame and engageable by said first gear rack and operable thereby, a second gear rack fixedly secured to the roof of said first car, said gear means operably engaging said second rack to impart acceleration to said first car whereby said first car is caused to cross said switch and to couple with said second car on said main track.

5. A device for imparting movement to a stationary first wheeled railroad car having coupling means at one end thereof and standing on a side track from a second wheeled railroad car having coupling means thereon and moving on an adjacent main track to effect the coupling of said first car with said second car, as defined in claim 4, and a second gear rack fixedly secured to said roof of said first car, and said gear means including gear means engageable with'said second gear rack to effect the final acceleration of said first railroad car to cause said coupling thereof with said second car.

References Cited in the file of this patent UNITED STATES PATENTS 1,496,550 Lamar June 3, 1924 1,598,686 Lamar Sept. 27, 1926 2,949,862 Klamp Aug. 23, 1960 3,045,610 Klamp July 24, 1962

Claims (1)

1. A DEVICE FOR IMPARTING MOVEMENT TO A STATIONARY RAILROAD CAR STANDING ON A SIDE TRACK FROM A RAILROAD CAR MOVING ON AN ADJOINING MAIN TRACK COMPRISING A FIRST GEAR RACK FIXEDLY SECURED TO THE ROOF OF SAID MOVING CAR, A SECOND GEAR RACK FIXEDLY SECURED TO THE ROOF OF SAID STATIONARY CAR, SUPPORT MEANS SUSPENDED OVER SAID MAIN AND SIDE TRACKS, SAID SUPPORT MEANS BEING ELEVATED SUFFICIENTLY HIGH SO AS TO PERMIT SAID MOVING AND STATIONARY CARS TO PASS THEREUNDER, AND GEAR MEANS ON SAID SUPPORT MEANS ENGAGEABLE WITH SAID GEAR RACKS, SAID GEAR MEANS BEING OPERABLE BY SAID FIRST GEAR RACK.

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