US3139997A

US3139997A - Loading apparatus for variable height railway cars

Info

Publication number: US3139997A
Application number: US206262A
Authority: US
Inventors: Glenn W Merritt; Cecil G Hunt
Original assignee: Nolan Co
Current assignee: Nolan Co
Priority date: 1962-06-29
Filing date: 1962-06-29
Publication date: 1964-07-07
Anticipated expiration: 1981-07-07

Description

July 7, 1964 G. w. MERRITT ETAL 3,139,997

LOADING APPARATUS FOR VARIABLE HEIGHT RAILWAY CARS Filed June 29, 1962 9 Sheets-Sheet l aa/ Z6 m Q \F' Q 3; Q X\ '1 =3 R o B mw w I "o INVENTORS.

GLENN W MERR/TT u m CECIL G. HUNT MAHONEY, MILLER & RAMBO ATTORNEYS.

y 1964 G. w. MERRITT ETAL 3,139,997

LOADING APPARATUS FOR VARIABLE HEIGHT RAILWAY CARS Filed June 29, 1962 9 Sheets-Sheet 2 INVENTORS. GLENN W MERR/TT CECIL G. HUNT MAHONEY.M/LLE & RAMBO BY 7%4 M A TORNEYS.

y 1964 G. w. MERRITT ETAL 3,139,997

LOADING APPARATUS FOR VARIABLE HEIGHT RAILWAY CARS Filed June 29, 1962 9 Sheets-Sheet a '1 O 0 g I O A O -L 1 11 0 m 0 INVENTORS. O GLENN w. MERR/TT K CECIL a. HUNT BY MAHONEY. MILLER & RAMBO BY TTORNEYS.

y 1964 G. w. MERRlTT ETAL 7 LOADING APPARATUS FUR VARIABLE HEIGHT RAILWAY CARS Filed June 29, 1962 9 Sheets-Sheet 4 INVENTORS. GLENN w. MERRITT CECIL G. HUNT MAHONEY. MILLER & RAMBO BY I 2 m WVETTORNEYS.

July 7, 1964 G. w. MERRlTT ETAL 3,139,997 LOADING APPARATUS FOR VARIABLE HEIGHT RAILWAY CARS Filed June 29, 1962 9 Sheets-Sheets INVENTORS. GLENN W MERR/TT CECIL G. HUNT MAHONEY, MILL R & RAMBO BYW W TTORNEYS.

July 7, 1964 a. w. MERRITT ETAL 3,139,997

L;O/IDI NG AP RARAFIUS FOR VARIABLE HEEEGHT RAILWAY CARS Filed J-une 219, 1962 9 :Sheets-Sheet 6 INVENTORS.

E GLENN w. MERR/TT CECIL G. HUNT MAHONEY. MILLER & RAMBO ATTORNEYS.

ly 7, 1964 G. w. MERRITT ETAL 3,139,997

LOADING APPARATUS FOR VARIABLE HEIGHT RAILWAY CARS Filed June 29, 1962 9 Sheets-Sheet 7 INVENTORS.

34E GLENN w. MERR/TT CECIL a. HUNT MAHONEY, MILLER & RAMBO TTORNEYS.

LQADING APPARATUS FOR VARIABLE HEIGHT RAIBLWAY CARS 9 Sheets-Skew 8 Filed June %9 1962 INVENTORS. GLENN W MERRITT CECIL G. HUNT BY MAHONEY, MILLER & RAMBO BY WM, W

ATTORNEYS.

United States Patent 3,139,997 LOADING APPARATUS FOR VARIABLE HEIGHT RAILWAY CARS Glenn W. Merritt and Cecil G. Hunt, Bowerston, Ohio,

assignors to The Nolan Company, Bowerston, Ohio, a

corporation of Ohio Filed June 29, 1962, Ser. No. 206,262 22 Claims. (Cl. 214-42) Our invention relates to a loading apparatus for variable height railway cars. More specifically, it relates to an extremely simple but efficient and foolproof unit designed for loading railroad cars automatically and uniformly, regardless of the nature of the coal and the height 'or length of successive cars, without the need of an attendant at the loading station. It is designed for operation with car moving apparatus which is employed to move a trip of railroad cars past the loading station and with a hopper at the station which is suitably supplied with coal from the mine and which discharges it into the railroad cars as they are automatically moved into association with and away from the hopper.

The automatic loading station of this invention is capable of use with any of various means of car propulsion which moves a trip of railroad cars along a track to and from the loading station where they receive the coal from the loading hopper.

The present invention provides a simplified design of automatic loading station which eliminates the need for separate track-mounted car control devices but which will operate with railroad cars whether or not they are of uniform size. This simplified design is accomplished by providing a sled-like frame which is mounted for vertical movement in association with the loading hopper and which will engage the tops of the railroad cars as they are moved beneath the hopper regardless of the height and lengths of the cars. This sled-like frame carries an automatic loading paddle for engaging the coal in each car as it comes to a proper level therein to thereby actuate the car moving means, a car change control lever for engaging the trailing end of the filled car also to operate the car moving means, and means for moving a movable discharge chute section which is part of a doubleloading chute associated with the hopper, as well as means for operating controls which actuate a movable gate that directs the coal through the double chute first in the car being loaded and then in the succeeding car to be loaded.

More specifically, the loading station of this invention comprises a hopper which is suitably mounted at a proper level to supply coal or other material to a trip of cars moving therebeneath on a suitable track. As indicated above, the coal or other material is supplied into the hopper by suitable means such as a conveyor or belt running from the mine. The railroad cars are moved beneath and away from the hopper by a suitable carpropelling unit. The loading hopper includes a double loading chute having a forwardly directed movable section and a rearwardly directed fixed section. Associated with this double chute is a material directing gate which is swung through substantially ninety degrees for directing the material either through the forward movable chute section or through the rearward fixed chute section. Suspended beneath the hopper for vertical swinging movement is a sled-like frame for engaging the tops of the cars as they move beneath the loading hopper. This sled-like frame carries various control devices which are always in the same initial dependent relationship to the frame regardless of the height of the car which it engages. The loading of the cars is controlled by operation of an automatic loading paddle which is carried by the sled frame in a dependent position. When the coal piles up in the car beneath the hopper to a pre-set height, the pressure of the coal against the loading paddle causes it to be deflected from its normal dependent vertical position and, through suitable controls, actuates the car propulsion unit to advance the cars a short distance until the pressure on the loading paddle is relieved, due to its new position in an unloaded part of the car, thereby causing the propulsion unit to stop. This action is repeated each time the coal piles suflicientiy high in the car to deflect the loading paddle until the car is fully loaded throughout its length. As the car is moved relative to the hopper, the runners of the sled-like frame merely slide along the opposite top edges of the car.

When a car has been advanced to a position Where it is fully loaded, the rear or trailing end of that car is engaged by a car change control lever. This lever is also carried by the loading sled or frame and, through suitable controls, initiates the car change cycle. This change consists in reversing the chute gate so that the discharge will be through the rear chute section into the succeeding car, actuating the car moving means or propulsion unit to move continuously for a limited time the said succeeding car relative to the hopper so that its forward or leading end is ahead of the forward chute, and after the delay time interval, stopping the continuous travel of the car and returning the movable chute gate to its normal forward discharge position for discharging coal through the forward chute section into the forward end of the car. Also, the control of the travel of the car now being loaded reverts to the loading paddle to continue the automatic loading cycle described above. As the loading sled moves from a high car to a low car, or vice versa, the movable chute section is thereby swung to different dependent positions to properly direct the coal into the car.

In the accompanying drawings, we have illustrated an automatic loading station and associated controls in accordance with our invention. In these drawings:

FIGURE 1 is a side elevational view of the automatic loading station with a railroad car passing underneath the loading hopper and associated car-engaging loading sled thereof, the broken lines indicating the position of the sled and the movable loading chute section when the sled engages a low car.

FIGURE 2 is an elevational view of the loading sled and associated controls at the car-engaging end of the sled taken at the position indicated at line 2-2 in FIG- URE 1.

FIGURE 3 is an enlarged vertical longitudinal sectional view taken along line 3-3 of FIGURE 2 showing the automatic car change control lever.

FIGURE 4 is a transverse vertical sectional view taken along line 4-4 of FIGURE 3.

FIGURE 5 is an enlarged vertical longitudinal sectional view taken along line 55 of FIGURE 2 showing the automatic loading paddle.

FIGURE 6 is a transverse vertical sectional view taken along line 6-6 of FIGURE 5.

FIGURE 7 is an enlarged vertical longitudinal sectional view taken along line 77 of FIGURE 2 and 3 showing the movable loading chute section, the movable chute gate, and the associated controls, the broken lines showing the position of the movable chute section when the loading sled engages a relatively low car.

FIGURES 8 to 19, inclusive, are schematic views illustrating the operation of the loading station, both with a string of cars of uniform height and a string of cars of varying heights.

FIGURE 20 is a schematic diagram of the electrical control circuit for the loading station.

With reference to the drawings, in FIGURE 1 we have illustrated an automatic loading station indicated generally by the numeral 25. This loading station is at a suitable location at the mine along a railroad track over which a string or trip of longitudinally spaced but coupled railroad cars is moved. The loading station includes a loading hopper 26 which may be suitably supported at a selected level which is such as to permit proper passage of the railroad cars, to be loaded, therebeneath.

The string or trip of coupled railroad cars may be moved beneath and away from the loading hopper 26 by any suitable car-moving or propulsion apparatus. For example, the car propulsion unit may be in the form of a simple winch unit which is disposed along the track at a suitable location beyond or forwardly of the loading station 25, as indicated generally by the numeral 30 in FIGURES 8 and 12. The hoist 30 winds in a cable 31, which is coupled to the forwardmost of the string of cars, when it is desired to move such cars relative to the loading station 25. The winch unit 30 is shown as being of an electrically actuated type and is controlled in a manner to be described later. This car propulsion unit is given only as an example and various types of propulsion units can be employed. These may be in the form of units for applying a positive propelling force or conversely the tracks may be inclined so that the string of cars will move, because of gravity, whenever released. Thus, a winch unit (not shown), like the unit 30, may be disposed behind the cars and the tracks will be inclined in the opposite direction, the winch unit including electromagnetic brakes which may be released, as desired, to permit automatic forward movement of the string of cars.

The hopper 26, as shown in FIGURES 1 and 7, has depending from it a double loading chute. This chute comprises a forwardly directed movable section 35 and a rearwardly directed fixed section 36. These sections connect with

throats

35a and 36a, respectively, which converge at their upper ends where they join at the downwardly opening outlet of the hopper. At this junction, there is provided a reversible material directing chute gate 40. This gate is in the form of a plate which is fixed at a rocket shaft 38 which is mounted for rotation in bearings on the opposed walls of the throats of the chute at the angle where the lower walls thereof converge. The normal discharge from the hopper 26 is through the chute section 35 and, therefore, the gate 40 is normally positioned as indicated in FIGURES 1 and 7 where it closes off the throat section 36a and directs the material from the hopper into the throat section 35a. A reversible electric motor 45 which is geared to the shaft 38, as shown in FIGURE 7, is preferably employed to actuate the gate 46. However, as will be understood, the electric motor 45 may be replaced by any equivalent actuating means, such as a solenoid, or a valve-controlled pneumatic or hydraulic motor.

The forwardly directed movable chute section 35 is pivoted for vertical swinging movement by means of the attached brackets 41 and a transverse shaft 42 to a supporting frame 43. The frame 43 is at a fixed elevation below the hopper 26 and is suitably supported in association therewith so that the double chute sections extend downwardly therethrough. The upper end of the chute section 35 always extends over the associated throat section 35a. Thus, the section 35 is swingable relative to the communicating throat 35a to different angular dependent positions. This swinging movement is accomplished in a manner and for a purpose to be described later. The rearwardly directed chute section 36 has its upper end fixed to and communicating with the throat 36a.

As indicated above, the frame 43 is suitably supported in a horizontal position at a proper elevation below the hopper 26. The means for supporting the horizontal frame 43 may include four posts or columns 49 (FIG- URE 2) arranged in forward and rearward pairs with the columns of each pair on opposite sides of the track. This frame will support all the mechanism of the loading station with the exception of the parts of the double loading chute carried by the hopper 26. This mechanism includes a vertically movable frame or sled 50 which is adapted to carry the actuating members of the loading station and to position them in a predetermined initial relationship to the railroad cars regardless of the height of the cars.

The sled 50 comprises suitably fabricated open framework opposed sides 53, each of which is pivoted at its rear end for vertical swinging movement, as illustrated best in FIGURES l, 2, 3, and 7. The pivotal support includes the yoke brackets 51 depending from opposite sides of the frame 43 and between which bearing collars 52 mounted on the upper ends of the side frames 53 are disposed and are rotatable on bearing pins 55. The side frames 53 are rigidly connected together by means of transversely extending rods or braces including the members 54 (FIGURE 2) so that the frame or sled 50 is a rigid unit. These connections also include a relatively large tube 56 which is flanged at its ends and is bolted to the side frame members 53 at a location slightly forwardly and downwardly of the pivots 55. Each of the side frame members is provided with a runner 53a which, as indicated best in FIGURE 1, extends forwardly and downwardly to a substantially flat portion 57 and then curves upwardly and outwardly to a substantially straight upright outer portion 58, assuming that the sled 50 is in the substantially horizontal position indicated in FIGURE 1. The important formation of the runner is at its outer end where the portions 57 and 58 are at an obtuse angle, almost a right angle, and are joined by a curved connecting portion 59. The sled S0 is partially counterbalanced by means of counterbalance weights 60 guided for vertical movement by the forwardmost columns 49 and connected to the outer end of the sled by cables 61 attached to one of the members 54.

An electric motor-operated chain hoist 62 is supported on the outer end of the frame 43 and provided with a chain 63 connected with the outer end portion of the sled 50. In the normal operation of the loading apparatus, the chain 63 is arranged with sutficien't slack to permit the sled to move between its high and low car positions without interference. However, when it is desired to elevate or lower the sled independently of its engagement with the railroad cars, the hoist 62 may be controlled manually to raise or lower the sled 50.

As previously indicated, the main control devices of the loading station include an automatic loading paddle and a car change lever. Both of these control members are carried by the sled 50. Thus, in FIGURE 1, the control paddle is indicated at 65 and the car change lever is indicated at 70. These members 65 and are spaced longitudinally relatively on the sled 50, the member 65 being forward of the member 70.

The paddle 65 (FIGURES 5 and 6) is carried at the lower end of a pendulum arm 66. This arm carries a pivot sleeve or collar 67 at its upper end which is freely rotatable on a transversely disposed pin or rod 68. The pin or rod 68 is rigidly carried by a longitudinally extending support bar 69 which is part of the adjacent side frame 53. The arm 66 comprises two telescoping sections which are relatively extensible and extractable by means of a threaded collar 71. The paddle 65 is carried at the lower end of the lowermost arm section and comprises a plate having a tubular border 72. The paddle is connected by a pivot bolt 73 for lateral swinging movement relative to the depending arm 66 as indicated by the broken line position in FIGURE 6. At the pivot bolt 73, a cam 74 is provided which swings about the axis of the bolt 73 with the paddle. This cam controls a limit switch LS2 which is mounted on the arm 66 adjacent the pivot 73.

The car change lever 70 (FIGURES 3 and 4) is carried at the forward end of a right triangular frame 7 5. It comprises a pendulum arm 76 which is freely pivoted at 77 on a support bar 78 carried by the frame 75. A cam 79 is fixed on the arm 76 adjacent the pivot 77 and will swing therewith to actuate, at the proper instant, a limit switch LS3 which is carried adjacent thereto by the bar 78. The frame 75 includes a lower side 80 which is always held in substantially horizontal position. The rear side of the frame 75 comprises a tubular arm 81 which is provided with a pivotsleeve or collar 82 on its upper end that is freely rotatable on a pin or rod 83. The pin or rod 83 extends transversely and has its outer end rigidly attached to a longitudinally extending support bar 84 which is part of the adjacent side frame member 53. Thus, the longitudinally disposed triangular frame 75 pivots about the axis of the transverse pin 83. However, the frame is always held in such a position that the lower side 80 is horizontal regardless of the vertical position of the swinging loading sled 50. This is accomplished by means of a stabilizing or pantograph link 85 which is pivoted at one end by a movable pivot 86 to the diagonal side of the frame 75 and is pivoted by a fixed pivot 87 at its upper end to a rigid bar 88 depending from a fixed transverse support 89 that extends between the brackets 51. The pivot 87 is preferably in the form of a removable bracket and the rod 85 is provided with a flat end portion 91 which has a series of longitudinally spaced openings, any one of which may receive the bolt 87. This permits proper initial positioning of the frame 75 about its pivot 83.

For controlling the angle of the movable loading chute section in accordance with the angle at the loading sled 5t) which may change considerably when shifting between low and high cars, a link mechanism 90 of the type shown best in FIGURES l, 2 and 7 may be provided. This structure comprises a pair of laterally spaced rigid arms 92 which are carried by the tube 56 and which extend downwardly and slightly forwardly. A pair of links 93 are provided and have their rear ends pivoted at 94 to the arms by means of adjustable clevis members 96. These links extend forwardly at opposite sides of the chute section 35 and their forward ends are provided with flat pivot bars 95'that extend inwardly of pivot bars 97 attached to the sides of the chute section 35. Both bars 95 and 97 are provided with a series of pivot openings for selectively receiving a pivot pin 100. When the sled 50 swings about the pivot axis 55, the arms 92 will be rocked and this will rock the chute section 35 through the links 93. The upper end of the section 35 (FIGURE 7) is larger than the throat 35a to permit this relative movement.

It will be apparent from the above that most of the control mechanism of the loading station is carried by the car-engaging sled 50. However, reversing switches RLS and FLS are carried by the loading chute and are actuated by an arm 38:: fixed to the gate shaft 33 (FIGURE 7). The wide runners 53a at each side of the sled will engage the upper edges of each car as indicated in FIG- URE 2. This will be true regardless of the height of the car as indicated best in FIGURE 1. The portions 57, 58 and 59 of the runners will be the portions which engage the cars. Furthermore, it will be apparent that due to the linkage 90, as the sleds 50 move between high and low cars, the chute section 35 is pivoted so that the coal will be. directed more effectively into the succeeding car as it is loaded. Also, the parallel or pantograph linkage 85 will serve to keep the car change lever supporting frame 75 in the same position relative to the vertical at all times so that the lower side thereof will always be horizontal. The purpose of this is to maintain the cam 79 in the same relative position to the limit switch LS3 when the arm 70 is in its normal dependent hanging position. Therefore, when the lever 70 strikes the end of the car, the same degree of movement will always be required thereof to actuate the limit switch LS3. No linkage is needed to control the loading paddle 65 since it swings laterally about the pivot 73 to actuate the limit switch LS2 and it will always be hanging in dependent position. It is desirable that the lower edge of this paddle 65 be slightly below the mean of the normal angle of repose laterally in the car of the various types of coal loaded.

The electrical control circuit for the loading station is indicated schematically in FIGURE 20. The various parts thereof will be referred to in connection with the following description of the operation of the entire loading station. It will be noted that the car advancing motor 30, the chute gate control motor 45, the limit switch LS2 actuated by the loading bar or paddle 65, and the limit switch LS3 actuated by the car change control lever 70 are connected in this circuit.

The operation of the loading station with a string of railroad cars of uniform height is indicated schematically in FIGURES 8 to 11, inclusive. The operation of the loading station with a string of cars of varying heights is illustrated in FIGURES 12 to 19, inclusive.

Assuming the car A in FIGURE 8 is being loaded by our loading station, the loading sled 50 is engaged with the upper edge of the car adjacent its forward end and the chute section 35 is discharging forwardly, since the chute gate 40 is in its rear normal position where the chute section 36 is closed and the chute section 35 is open. The coal discharged through the loading chute section 35 piles up in the car to a preselected height where it engages the paddle 65 and causes it to be deflected laterally. This trips the limit switch LS2 which starts the car puller 30 to operate to pull the string of cars along relative to the loading station. The contacts of the limit switch LS2 are closed and complete a circuit to the motor 30 to advance the car A, which will be apparent from the diagram of FIGURE 20. After the car puller 30 advances the car sufliciently until the pressure of the coal on the loading paddle 65 is relieved, the paddle is allowed to swing downwardly to its normal vertical position, thus opening the LS2 switch contacts and disconnecting the motor of the puller 30. This operation is repeated each time the loading paddle is deflected. until the car A is completely loaded. Thus, in FIGURE 9, the continuation of the automatic loading operation is illustrated. In FIG- URE 10, the condition is illustrated where the car A has advanced to a position where it is fully loaded. At this position, the car change control lever 70 is actuated by engagement with the rear end or wall of the car A. This trips the limit switch LS3 thus initiating the car change cycle. Also, when the switch LS3 is tripped, the chute gate 40 is reversed to discharge coal into the succeeding car B. Also, the car mover or puller 30 is started and will continue to run uninterrupted for a predetermined time under control of time delays 1T and 2T. The manner in which this sequence of operations is produced will be apparent from FIGURE 20. It will be noted that the switch LS3 includes a normally open contact L830 and a normally closed contact LS3C. L830 is connected in series with a relay coil 1CR through a normally closed contact 1CR1 controlled by coil 1CR. When the trailing end of the car A has been filled to its maximum level, the paddle 65 closes the limit switch LS2 to advance the car. As the lever 70 engages the trailing end of the car A and actuates the switch LS3, the contact L830 is closed to energize the relay coil 1CR. Relay contact 1CR1 will be open but the coil 1CR is not deenergized as a holding circuit, including a normally open contact 1CR2, is connected in parallel with the contacts L830 and ICRl. Simultaneously upon opening of the relay contacts ICRI, contacts 1CR2 close to maintain the coil 1CR energized. The relay coil 1CR also controls the normally open contacts 1CR5, which are connected in parallel with the contacts of switch LS2, and normally open contacts 1CR6, which are connected in series with a reverse limit switch RLS and the associated reversing contactor for the motor 45. The switch RLS is normally closed and is opened when the gate 40 swings to its normal rearward position shown in FIGURE 7 thereby stopping the motor 45. This motor, as previously indicated, is reversible to operate the loading chute gate 40. Energizing the relay coil 1CR will, therefore, close the contacts 1CR5, maintain the puller motor 30 operating regardless of the condition of the limit switch LS2, and continue the advancement of the cars. At this time, the relay contacts 1CR6 are also closed to start the gate motor 45 to shunt the material to the succeeding car B as illustrated in FIGURE 10, through the rearwardly directed fixed chute section 36.

A relay coil 2CR is provided and is connected in series with the switch contacts LS3C and the normally open contacts 1CR3. At this time, the contacts 1CR3 will have been closed by the coil 1CR and when the lever 70 is disengaged from the trailing end of the car A, switch contacts LS3C close to energize the coil ZCR. Relay coil ZCR controls normally closed contacts 2CR1 connected in series with the coil 1CR. The coil ZCR is energized when the contacts LS3C close (contacts L830 open simultaneously as they are mechanically coupled with contacts LS3C) and open the contacts 2CR1 deenergizing the coil 1CR. The coil ZCR also closes the normally open contacts 2CR2 in a holding circuit connected in parallel with contacts LS3C and relay contacts 1CR3. Thus, deenergizing the coil 1CR does not interrupt the circuit of the coil ZCR. The normally open relay contacts 2CR4, controlled by the coil ZCR, are connected in parallel with the switch contacts LS2 and the relay contacts 1CR5 and will be closed to maintain operation of the puller motor 30 even though switch contacts LS2 will be open as are con tacts 1CR5 when the coil 1CR is deenergized. The normally open relay contacts ZCRS are connected in parallel with the relay contacts 1CR6 to maintain operation of the gate motor 45 when the relay contacts 1CR6 open.

The time delay relay 1T, which controls a normally open contact 1T1, is of the time delay closing type and is also connected in parallel with the coil ZCR. Its timing interval will thereby be initiated when the coil 2CR is energized. During advancement of the cars, the chute gate motor 45 will have fully reversed the gate 40. When the gate is fully reversed, RLS is actuated and opens to stop the gate motor 45.

After expiration of the time interval of the time delay relay 1T, the contacts 1T1 close. These contacts are connected in series with a relay coil 4CR which is thereby energized. The coil 4CR controls the normally closed contacts 4CR1 connected in series in the holding circuit of the coil ZCR, the normally open contacts 4CR3 in a holding circuit for the coil 4CR, which are connected in parallel with the contacts 1T1, and the normally open contacts 4CR4 which are connected in series with the forward position chute gate limit switch FLS and the associated reversing contactor of the motor 45. Energization of the coil 4CR thus deenergizes the coil ZCR, permitting the contacts 2CR4 to open and disconnect the motor 30 from the circuit stopping the advancement of the cars, car B now being in the proper loading position shown in FIGURE 11. The runners 53a of the frame will bridge the space between the cars A and B as it passes from one to the other. The coil 4CR remains energized maintaining operation of the gate motor 45.

When the chute gate 40 has been fully returned to its rearward position by the reversing contacts so as to shunt the material forwardly, the contacts FLS open to stop the motor 46. Thus, when the time delay cycle expires, the continuous car movement is stopped, the gate is returned to said forward feed position to discharge coal into the front of the car B, and the controls of the car revert to the automatic loading paddle 65 to continue the automatic loading cycle as described above.

The coil 4CR remains energized but has no further effect on the loading of the car B. Advancement of the car B has reverted to switch LS2 as the contacts 2CR4 opened when the coil ZCR was deenergized. When the trailing end of the car B engages the lever to again actuate the switch contacts LS3, closing the contacts L530, 1CR is again energized to initiate a car change cycle. The normally closed contacts 1CR4, connected in series in the holding circuit for the coil 4CR, are thereby opened to deenergize the coil 4CR which permits the contacts 4CR4 to open. The gate motor will then reverse the gate 40 to its rearward position for forward discharge.

A longer time interval is required for the loading sled to move from one car to another of the same size, either high or low, or to move from a low car to a high car as compared to the time interval required in moving from a high car to a low car. A longer time interval than that provided by the timer IT is necessary in the car change indicated in FIGURES l0 and 11, to further delay energization of the coil 4CR. The second time interval is initiated at some time during the first time interval to move the cars continuously. This is accomplished when the car change lever engages the forward or leading edge of the car B as the sled 50 bridges the space between the cars A and B and actuates the switch LS3. To obtain this longer time interval, the second time delay relay 2T is actuated. This time delay relay controls the normally open contacts 2T1 which are connected in series with the relay coil 4CR. The timer ET is controlled by a parallel connected relay coil 3CR which is connected in series with normally open contacts 2CR3 and L830. During the interval timed by the timer 1T, contacts ZCRS will be closed but the coil 3CR will not be energized until the lever 76 engages the leading end of the car B to close the contacts L830. This will occur at some time during the interval timed by the timer 1T which is at least of sufficient duration to bring the car B to this point.

When the switch contacts LS30 are closed by the lever 70 engaging the leading end of the car B, thus energizing coil 3CR, the timer 2T is also energized. A holding circuit for the coil 3CR consists of the normally open contacts 3CR1 and the normally closed contacts 4CR2 connected in series therewith. Simultaneously, the coil ZCR is deenergized, as normally closed contacts 3CR3, connected in series with its holding circuit, will be opened by the coil 3CR. The time delay relay IT is also deenergized and reset. The contacts 2CR4 also open but the normally open contacts 3CR2, connected in parallel therewith, close to maintain the car moving motor 39 in operation. The contacts 2CR5 are also opened as are the contacts 2CR3. Although the contacts 2CR1 close when the coil ZCR is energized, the coil 1CR will not again energize even though the contacts L830 may be closed, as the normally closed contacts 3CR4, connected in series therewith, are opened by the coil 3CR.

As car B continues to move, the lever 70 is disengaged from the leading end thereof and the switch contacts L830 open and the switch contacts LS3C close. The contacts LS3C are connected in series with the coil 4CR, through the normally open, timed closing contacts 2T1 of the time delay relay 2T. At the expiration of the timing period of the timer 2T, its contacts 2T1 close to energize the relay coil 4CR which, in turn, opens its normally closed contacts 4CR1, which have no effect in this instance, opens the contacts 4CR2, which deenergizes the coil 3CR and closes the normally open contacts 4CR3 in its series connected holding circuit. The contacts 4CR4 are also closed to reverse the gate 40 as previously explained. Contacts 3CR1 open, contacts 3CR2 open, and contacts 3CR3 and 3CR4 close. Control of the car motion produced by the motor 30 now reverts to the switch LS2. The circuit is set up for another car change cycle which will deenergize the coil 4CR thereby opening contacts 1CR4 in its holding circuit.

Thus, both timers IT and 2T are used in the circuit to control the movement of the cars when the movement is between cars of equal height as illustrated in FIGURES and 11.

The automatic loading operation with cars of unequal height is illustrated in FIGURES 12 to 19. This operation is the same as described above except that the pivoted loading sled 50 which carries the automatic paddle 65, the car change control lever 70 and the control arms 92 for the movable discharge chute section 35, gradually rides down over the end of the high car to the low car or gradually rides up from the low car onto the end of the high car, thereby automatically positioning the chute section 35 for proper discharge into the car to be loaded and properly positioning the paddle 65 for the loading operation as well as the lever 70 for the next car change operation.

The change from a high car to a low car is illustrated in FIGURES 12 to 15. The high car H is gradually filled, as previously described, and as illustrated in FIG-

URES

12 and 13. The lever 70 engages the end of the high car, as shown in FIGURE 14, to start the car change sequence. A shorter interval of time is required for the sled 50 to move from the high car H to the low car L than from the car A to the car B of equal height as described above. This time interval is measured by the timer 1T only, which is the only timer connected in the circuit in this instance, since the lever 70 will not engage the leading edge of the car L as the sled slides from the car H to the car L.

The operation of the loading station when the sled 50 moves from a low car L to a high car H is illustrated in FIGURES 16 to 19. Automatic loading of the car L is accomplished in the manner previously described. The change from the low car L to the high car H is illustrated in FIGURES 18 and 19. The distance the sled 50 must travel from the low car to the high car is greater than that required in the travel from the high car to the low car and is about the same as the distance in traveling between the cars of equal height. During this travel the lever 70 first engages the trailing end of the low car L and then engages the leading end of the high car H. Consequently, both timers 1T and 2T are connected in the circuit and the longer period of car movement is obtained as previously described with reference to FIG- URES 10 and 11 when the cars A and B are of uniform height.

It will be apparent from the above description that we have provided an automatic car loading station which will function efiiciently with a string of railroad cars whether the cars are of uniform height or not. The sledlike frame makes it possible to actuate the various controls regardless of relative height of adjacent cars, since this frame continuously engages the upper edges of the cars and slides from one car to another regardless of relative heights. The main control members, that is the car-loading paddle and the car change lever, are carried by the sled-like frame and are always in a predetermined initial dependent position relative to the car being loaded regardless of the height of that car which is engaged by the sled-like frame. The position of the car change lever is controlled positively since it is carried by the subframe, which is connected to the sledlike loading frame, by control linkage of the parallel or pantograph type. The advancing movement of the cars is controlled by the electric circuit actuated by the car change control lever. This movement is varied in accordance with movement of the loading sled between cars of uniform height, from a high car to a low car, and from a low car to a high car. As brought out previously, movement from a low car to a high car and between uniform height cars requires a greater time interval than movement from a high car to a low car. This difference in time interval is provided selectively by the two time delay relays in the circuit, both of which are operated when the longer period is required and only one of which is actuated when the shorter period is required. The sled-like loading frame also controls, in its movements from one car to the next, the position of the movable loading chute section so that material Will be directed properly as the loading operation switches to a different car, regardless of whether the car is lower or higher than the previously loaded car.

According to the provisions of the patent statutes, the principles of this invention have been explained and have been illustrated and described in what is now considered to represent the best embodiment. However, it is to be understood that, within the scope of the appended claims, the invention may be practiced otherwise than as specifically illustrated and described.

Having thus described our invention, what we claim is:

1. A- car loading station comprising a material-supplying unit, means for moving a string of cars having gaps between adjacent cars to and from said unit, means for controlling the loading of material from said unit into the successive cars moved into association therewith, said means including a loading frame mounted for vertical movement at said material-supplying unit and engageable with the successive cars moved into association therewith, said loading frame carrying controls for controlling said car-moving means and said material-supplying unit, said frame having continuous car-engaging means which extend from one car to the next bridging the gap therebetween, said controls including a loading bar movably supported by the frame in a dependent position and adapted to engage the material as it piles up in the car, and a car change lever movably supported by the frame in a dependent position and adapted to engage the ends of the cars as they are moved past the material-supplying unit, and a control circuit for controlling said material-supplying unit and said car moving means actuated by said loading bar and said car change lever, said material-supplying unit including a loading chute, a movable gate for controlling flow of material from said chute, means for moving said gate, said control circuit including means for actuating said last-named means.

2. A car loading station according to claim 1 in which said loading bar is supported by a pendulum arm on said loading frame, said arm being mounted on said frame for free swinging movement longitudinally thereof, said car change control lever comprising a pendulum arm mounted on a subframe which extends longitudinally of the loading frame and being mounted thereon for swinging movement longitudinally thereof, said subframe being pivoted to said loading frame for swinging movement in a longitudinal direction relative thereto, and parallel linkage connected between said loading frame and said subframe for controlling swinging movement thereof during swinging movement of said loading frame.

3. A car loading station according to claim 2 in which said loading bar is in the form of a paddle mounted on said arm for transverse swinging movement, and a limit switch connected in said circuit and actuated by said transverse swinging of said paddle.

4. A car loading station according to claim 3 in which said subframe carries a limit switch mounted adjacent the pivot of said lever and actuated by swinging movement of said lever.

5. A car loading station according to claim 1 in which said loading chute is a double chute having a pair of sections diverging in forward and rearward directions at their lower portions and converging at their upper portions, the forward extending section being mounted for swinging in a direction longitudinally of said loading frame, and linkage connected between said loading frame and said movable chute section for controlling the position of said chute section in accordance with the swinging position of said loading frame.

6. A car loading station according to claim 5 in which said gate is mounted at the converging portions of said chute and is selectively swingable to close one section and open the other section.

7. A car loading station according to claim 6 including limit switches connected in said circuit and mounted adjacent said gate to be selectively operated by movement of the gate to its opposite positions.

8. A car loading station according to claim 7 in which said circuit includes a first circuit means controlling said car moving means and actuated by said limit switch which is controlled by said loading paddle, and a second circuit means connected in parallel with said first circuit means for controlling the operation thereof including the limit switch actuated by said car change lever for initiating the operation of said moving means, and a first timer actuated by said last-named switch for controlling a set of contacts at a predetermined time subsequent to the actuation of said timer, said contacts being operatively connected in said circuit to terminate the operation of said car moving means.

9. A car loading station according to claim 8 wherein said second circuit means includes a second timer actuated by said last-named switch at a time subsequent to the actuation of said first timer for controlling a set of contacts at a predetermined time subsequent to the actuation of said second timer, said last-named set of contacts being connected in said circuit to alternately operate said car moving means.

10. A car-loading station according to claim 1 in which the frame is a sled-like frame pivoted at one end for vertical swinging movement, said car-engaging means being in the form of runners which engage and slide along the opposite side edges of the ear and control vertical movement of the frame.

11. A car-loading station according to claim 10 in which each of said runners comprises inner and outer portions disposed relatively at an obtuse angle and a connecting curved portion.

12. A car-loading station comprising a material-supplying unit, means for moving a string of cars having gaps between adjacent cars to and from said unit, means for controlling the loading of material from said unit into the successive cars moved into association therewith, said means including a loading frame mounted for vertical movement at said material-supplying unit and engageable with the successive cars moved into association therewith, said loading frame carrying controls for controlling said car-moving means and said material-supplying unit, said frame having continuous car-engaging means which extend from one car to the next bridging the gap therebetween, said controls including a car change lever movably supported by the frame in a dependent position and adapted to engage the ends of the cars as they are moved past the material supplying unit, and a control circuit for controlling said material-supplying unit and said car.- moving means actuated by said car change lever, said material-supplying unit including a loading chute, a movable gate for controlling flow of material from said chute, means for moving said gate, said control circuit including means for actuating said last-named means.

13. A car-loading station comprising a material-supplying unit, means for receiving a string of cars having gaps between adjacent cars to and from said unit, means for controlling the loading of material from said unit into the successive cars moved into association therewith, said means including a loading frame mounted for vertical movement at said material-supplying unit and engageable with the successive cars moved into association therewith, said loading frame carrying controls for controlling said car-moving means and said material-supplying unit, said frame having continuous car-engaging means which extend from one car to the next and bridging the gap therebetween, and a control circuit for controlling said material-supplying unit and said car-moving means actuated by said frame-carried controls, said material-supplying unit including a loading chute, a movable gate for controlling fiow of material from said chute, means for moving said gate, said control circuit including means for actuating said last-named means.

14. In combination with a string of cars having gaps between adjacent cars and each of the cars having side and end walls with upper edges, a material-supplying unit, means for moving the string of cars to and from said unit, means for controlling the loading of material from said unit into the successive cars moved into association therewith, said means including a sled-like loading frame mounted for vertical movement at said materialsupplying unit and engageable with the successive cars moved into association therewith, said loading frame carrying controls for controlling said car-moving means and said material-supplying unit, said frame having continuous car-engaging runners at its opposite sides which engage and slide along the said upper edges of the car side walls and bridge the gaps between successive cars to control vertical movement of the frame.

15. The combination of claim 14 in which said sledlike frame is pivoted at one end for vertical swinging movement, said controls carried by the frame including a loading bar movably supported by the frame in a dependent position and adapted to engage the upper edges of the end walls of the cars as they are moved past the material-supplying unit, and a control circuit for controlling said material-supplying unit and said car-moving means actuated by said loading bar.

16. The combination of claim 15 in which said circuit includes a first circuit means controlling said carmoving controlling means and including a switch controlled by said loading bar, and a second circuit means connected in parallel with said first circuit means for controlling the operation thereof and including a switch actuated by said car change lever for initiating the operation of said car movement controlling means, and a first timing mechanism actuated by said last-named switch for controlling a set of contacts at a predetermined time subsequent to the actuation of said timing mechanism, said last-named contacts being operatively connected in said circuit to terminate the operation of said car movement controlling means.

17. The combination of claim 16 wherein said second circuit means includes a second timing mechanism actuated by said last-named switch at a time subsequent to the actuation of said first timer mechanism for controlling a set of contacts at a predetermined time subsequent to the actuation of said second timing mechanism, said lastnamed set of contacts being connected in said circuit to alternately operate said car movement controlling means.

18. The combination of claim 14 in which said sledlike frame is pivoted for vertical swinging movement at said material-supplying unit, one of said controls carried by the frame being a car-change lever, said lever being pivoted to a sub-frame in a freely swingable dependent position, said sub-frame being pivoted to said sled-like frame for swinging movement relative thereto, and linkage connected between said sub-frame and said sled-like frame for controlling the swinging of said subframe during swinging of said sled-like frame.

19. A car-loading station according to claim 18 in which said sub-frame carries a limit switch which controls the car-movement controlling means, said switch being mounted in a fixed position relative to said swinging lever and being actuated by swinging of said lever.

20. A car-loading station according to claim 19 in which said sub-frame also carries a loading bar in a freely 13 swingable dependent position, said loading bar including a transversely swingable paddle, and a limit switch actuated by swinging of said paddle.

21. A car-loading station according to claim 18 in which the material-supplying unit includes a loading chute having a movable section mounted for swinging movement in a direction longitudinally of said sled-like frame, and linkage connected between the chute section and the frame for controlling the position of the chute section in accordance with the position of the sled-like frame.

22. A car-loading station according to claim 18 in which each of said runners of the sled-like frame comprises inner 14 and outer portions disposed relatively at an obtuse angle and a connecting curved portion.

References Cited in the file of this patent UNITED STATES PATENTS 1,550,239 Billings et al Aug. 18, 1925 2,659,498 McCarthy Nov. 17, 1953 2,788,134 Miller et a1. Apr. 9, 1957 3,002,637 Miller Oct. 3, 1961 FOREIGN PATENTS 459,899 Great Britain Jan. 18, 1937

Claims

1. A CAR LOADING STATION COMPRISING A MATERIAL-SUPPLYING UNIT, MEANS FOR MOVING A STRING OF CARS HAVING GAPS BETWEEN ADJACENT CARS TO AND FROM SAID UNIT, MEANS FOR CONTROLLING THE LOADING OF MATERIAL FROM SAID UNIT INTO THE SUCCESSIVE CARS MOVED INTO ASSOCIATION THEREWITH, SAID MEANS INCLUDING A LOADING FRAME MOUNTED FOR VERTICAL MOVEMENT AT SAID MATERIAL-SUPPLYING UNIT AND ENGAGEABLE WITH THE SUCCESSIVE CARS MOVED INTO ASSOCIATION THEREWITH, SAID LOADING FRAME CARRYING CONTROLS FOR CONTROLLING SAID CAR-MOVING MEANS AND SAID MATERIAL-SUPPLYING UNIT, SAID FRAME HAVING CONTINUOUS CAR-ENGAGING MEANS WHICH EXTEND FROM ONE CAR TO THE NEXT BRIDGING THE GAP THEREBETWEEN, SAID CONTROLS INCLUDING A LOADING BAR MOVABLY SUPPORTED BY THE FRAME IN A DEPENDENT POSITION AND ADAPTED TO ENGAGE THE MATERIAL AS IT PILES UP IN THE CAR, AND A CAR CHANGE LEVER MOVABLY SUPPORTED BY THE FRAME IN A DEPENDENT POSITION AND ADAPTED TO ENGAGE THE ENDS OF THE CARS AS THEY ARE MOVED PAST THE MATERIAL-SUPPLYING UNIT, AND A CONTROL CIRCUIT FOR CONTROLLING SAID MATERIA-SUPPLYING UNIT AND SAID CAR MOVING MEANS ACTUATED BY SAID LOADING BAR AND SAID CAR CHANGE LEVER, SAID MATERIAL-SUPPLYING UNIT INCLUDING A LOADING CHUTE, A MOVABLE GATE FOR CONTROLLING FLOW OF MATERIAL FROM SAID CHUTE MEANS FOR MOVING SAID GATE, SAID CONTROL CIRCUIT INCLUDING MEANS FOR ACTUATING SAID LAST-NAMED MEANS.