US3251313A

US3251313A - Railway car mover

Info

Publication number: US3251313A
Application number: US351299A
Authority: US
Inventors: Harold K Nansel
Original assignee: Individual
Current assignee: Individual
Priority date: 1964-03-12
Filing date: 1964-03-12
Publication date: 1966-05-17
Anticipated expiration: 1983-05-17

Description

y 7, 1966 H. K. NANSEL 3,251,313

RAILWAY CAR MOVER Filed March 12, 1964 3 Sheets-Sheet l INVENTOR.

( X/droid 0%. /Vnsel H. K. NANSEL 3,251,313

RAILWAY CAR MOVER 3 Sheets$heet 5 May 17, 1966 Filed March 12, 1964 WW v R @w m 3k G 3 v .I\ w m N L W cl arozd d. Wnsel United States Patent- 3,251,313 RAILWAY CAR MOVER Harold K. Nansel, Waverly, Nehr. Filed Mar. 12, 1964, Ser. No. 351,299 Claims. (Cl. 10590) This invention relatesto powerized apparatus useful for imparting movement to railway cars and the like by acting against the outer periphery of one of the wheels of the railway car.

Railway car moving devices, both powerized and manual types, have been known for many years. However, such devices have been generally found to be unsatisfactory for various reasons. As to the manually'operated railway car movers, ordinarily a great deal of physical exertion is required to effect movement of heavy box cars; furthermore, these manual car movers are considered highly inefiicient and would require relatively long periods of time to move box cars even short distances. Although powerized movers are preferred'over the manual devices, the powerized movers have a number of significant drawbacks. Most of the known powerized units are large and cumbersome and are therefore difiicult to manage. Also, due to the excessive size of many of these powerized units, they cannot be readily placed between a pair of joined box cars in order to effect a separation of the two cars. Another problem encountered with both the manual and powerized railway car movers includes inability to effect movement of the railway cars across a grade crossing, where dirt or macadam is usually tight up against the rail, on the side opposite that which bears against the railway wheel flange. Further drawbacks include complexity of construction, excessively expensive to construct, ineifici'ency of operation, etc.

It is therefore a primary object of this invention to provide an improved railway car mover which substantially avoids disadvantages of prior railway car movers.

It is a further object of this invention to provide a railway car mover which is adapted to effectively move railway cars across grade crossings and the like, when dirt or macadam is up against the rail opposite the side on which the railway wheel flange is located.

It is also an object of this invention to provide a railway car mover which is lightweight and compact in con struction.

It is another object of this invention to provide an improved railway car mover which is readily transportable from a place of storage to a place of use, including relative ease of transportability across a plurality of railroad tracks.

It is still another object of this invention to provide an improved railway car mover whichis' adapted to move along with the railway car as movement is imparted to the car by the car moving apparatus.

It is yet another object of this invention to provide an improved railway car mover which is characterized by its simplicity and economy of construction.

Further purposes and objects of this invention will appear as the specification proceeds.

A particular embodiment of the present invention is illustrated in the accompanying drawings wherein:

FIGURE 1 is a perspective View of my railway car mover in position on a rail;

FIGURE 2 is a side elevational View, in schematic, of my car moving apparatus in position for propelling a railway car;

FIGURE 3 is an end, detail view, in schematic, of my railway car mover in operating position on a rail; and

FIGURE 4 is an enlarged, partially sectioned, side elevational view, in schematic, of my railway oar mover in operating position.

, 3,251,313 Patented May 17, 1966 Referring particularly to FIGURES l, 2 and 4, my railway car mover 10 includes an elongated base or support member 12 which is adapted to be slidably moved along the upper surface of a rail R. The base 12 has a substantially planar lower surface which is disposed above the upper surface of the rail R; since the lower surface of the base 12 does not extend downwardly along the sides of a rail R, the slidable base 12 readily passes over areas where dirt or other material is tight up against one side of the rail up to the upper surface of the rail R. The forward portion 14 of the base 12 includes a rail gripping member or wedge 16, which is carried in an inverted V-shaped slot in the underside of the base. As movement is being imparted to the railway wheel W, the wedge 16 bites or digs into the upper surface of the rail R so to prevent reverse slippage of the base 12 on the rail R; thus, forward movement of the wheel W is assured. A roller 20 is rotatably mounted at the rear portion of the base 12 member so as to readily permit forward advancement of the base 12 along the rail R.

Referring particularly to FIGURE 4, carried by the base member 12 are upright side support members 22 whichv provide lateral support for the rockable driving member or shoe 24 which acts against the outer periphery of the railway wheel W in order to impart movement thereto. The generally upward and downward rocking movement of the shoe 24 is laterally guided-between the uprights 22 by rollers 26 which are rotatably mounted on opposite sides of the shoe 24; the rollers 26 ride within the arcuate slots 28 provided in the uprights 22. Thus, the limits of the rocking movement of the shoe 24 are determined by the length of the slotted or grooved portions 28 of the side supports 22. Furthermore, a movable or slidable fulcrum, generally 30, is carried by and between the base 12 and the shoe 24. The fulcrum 30 includes an upper arcuate member 32 which is longitudinally slidable on and carried by the shoe 24 in aslot or track 34 in the lower surface thereof. The upper arcuate member 32 is maintained in association with a lower arcuate member 36' by a pin 38 which passes through the upper and lower

arcuate members

32 and 36; the pin 38 maintains the

parts

32 and 36 in operating relationship while permitting rolling movement therebetween as the shoe 24 is rocked on the base 12. The arcuate member 36 is slidably carried in a longitudinal slot or track 40 on the upper surface of the elongated base 12; the lower track 40 in the base 12 is in substantial alignment with the upper track 34 in the shoe 24. Both the upper and lower arcuate members are of the same general shape and may besubstantially semispherical or semi-cylindrical so that rolling movement can be provided therebetween.

Referring toFIGURES 1 and 4, manual control means, as a cable 42 actuated by a handle 44 is provided for effecting movement of the fulcrum 30. The handle 44 is securely mounted on a cross bar 46 carried between the for increasing the speed of the forward motion of the car, the fulcrum 30 is moved rearwardly.

The driving member 24 is operated by a link 50, which acts as a toggle in conjunction with a second link 52. The operating link 50 is pivotably mounted atone end to the shoe 24 by suitable means as a pin 54, while its opposite end is pivotably mounted on the lower end of =3 a piston rod 56 as by a pivot pin 58. The associated toggle link 52 is attached at one end to an upright support member 22 and is pivotably carried by a pin 60, while its opposite end is also pivotably attached to the piston rod 56 by the pin 58.

Referring to FIGURE 4, driving force is provided for the rockable shoe 24 by hydraulic means, generally 62. A hydraulic cylinder 64 is pivotably mounted at its upper end to the upright support members 22 by a pin 66. Reciprocal movement of the piston rod 56, effected by hydraulic fluid, is controlled by an elongated rod or bar 68 which is fixedly secured to a rearward projection 74) on the rod 56. The bar 68 is maintained substantially parallel to and is slidably mounted on the cylinder 64 by the guide member 72 which is fixed to the rod 68 and rides in a slot (not shown) in the supporting structure for the hydraulic cylinder 64. At the upper portion of the slide bar 68, a pair of upper and lower adjustably mounted stops 74 are secured; the stop members 74 are adapted to act on the portion of a switch lever 76 which is interposed between the stops 74. The switch lever 76 is pivotably carried by a valve support bracket 78, as by a pivot pin 80, whereby as the projecting leg 82 of the lever 76 is alternately contacted by the upper and lower stops '74, the generally U-shaped lever 76 is pivoted upwardly and downwardly.

A tension spring 84 is held by a support pin 86 on the leg of the Ushaped switch lever 76 which is adjacent the lever projection 82, while the opposite end of the spring 84 is secured to a support pin 88 on a valve actuator 99. The valve actuator 90 is a plate, pivotably carried by a valve support bracket 78, as by a pivot pin 92. As the slide bar 68 reciprocates in response to reciprocal movement of the piston rod 56, the stops 74 pivot the lever 76, whereby the tension spring 84 passes over the pivot point 92 of the valve actuator 99 and causes shifting of the actuator 90. Upon being shifted upwardly and downwardly, the actuator 9-0 causes inward and outward movement of a value spoot 94, which is reciprocally mounted within the hydraulic valve 96; movement is imparted from the actuator 90 to the spool 94 by a link 98. As the spool 94 reciprocates within the valve body 96, there is a reversal of hydraulic fluid pressure in the pressure lines 100 and 162 passing to the hydraulic cylinder 64. When the piston 104 on the piston rod 56 reaches the lower end of its stroke, fluid pressure is shifted from line 100 to line 102, so that the pressure acts on the underside of the piston 104 and moves it upwardly. Similarly, when the piston 104 reaches the upper end of its stroke, fluid pressure is shifted from line 102 back to line 100, whereby pressure acts against the upper side of the piston 164 for driving it downwardly. For compactness and simplicity, it is preferred that the valve assembly 96 and hydraulic cylinder assembly 64 be angularly mounted in a reaward direction.

Hydraulic fluid pressure is provided by suitable power means, as an internal combustion engine 106 which drives a fluid pump 103 through a coupling 109. Pressurized fluid passes from the pump 1% to the valve 96 through the, pressure line 116. As fluid is being expelled from one side of the piston 1114, it passes through either line 100 or line 102 to the valve 96 and is then directed back to the pump 103 through the return line 112.

The engine and pump assembly is mounted on a support 113 positioned between the handlebars 48; the location of this assembly contributes to the overall compactness of the applicants apparatus 10. Also, a hydraulic fluid storage tank or reservoir 114 is secured to one of the handlebars 48; the reservoir 114 is adapted tosupply fluid to the pump 108 through a suction line 116, while a fluid return line 118 is provided between the pump 108 and the reservoir 114.

The handlebars 48 are pivotably mounted to the side support members 22 at 129. A tension spring 122 is secured at one end to the valve bracket 78, while its opposite end is secured to the handlebars 48. The spring 122 biases the handlebars 48, and the apparatus carried thereby, towards the railway wheel W. Thus, the weight of the handlebars 48 and the apparatus therein causes a downward turning about the pivot 120. This causes a slight lifting on the forward portion 14 of the base 12, substantially freeing the rail gripping wedge 16 from association with the rail R and permitting the apparatus 10 to be moved forward relatively freely; in the forward movement the base 12 slides along the rail R, and the roller 20 at the rear of the base 12 further assists in free forward movement.

Transport wheels 124 are provided for readily moving the apparatus 10 from a distant point to the place of operation. The wheels 124 are pivotable from a working position to a rest position, as shown in FIGURE 2; the wheels 124 are carried by an axle 125 which is carried by pivotable arms 127. The arms 127 may be swung about an axis 129 for moving the wheels 124 in or out of the operating position. Also, suitable means (not shown) are provided for locking the wheels 124 in both positions. When in the operating position, it is desirable that the wheels 124 be at substantially the center of gravity of the apparatus 10 in order to provide relatively easy transportation thereof.

When the apparatus 10 is operating, it is highly desirable that the apparatus ll be both self-guiding and selfpropelling. As shown in FIGURES 1 and 3, in order to provide for self-guiding of the mover 10, guide members 126 are fixedly secured to and project outwardly from the outer surfaces of the upright members 22. One of these guide members 126, as the inner guide 126a, is maintained in close proximity to a flange of a railway wheel W, while the other guide 126, as the outer guide 126b, is spaced from the first or inner guide and is maintained in relatively close proximity to the opposite side of the wheel W so as to prevent slippage of the base 12 off the rail R in the opposite direction; thus, the guides 126 maintain lateral alignment between the outer periphery of the rail R and the operating surface of the shoe 24. It is important that the lateral guiding of the base 12 during its forward movement be accomplished without any members which encompass the sides of the rail, so that advancement of a railway car may be readily accomplished across a grade crossing. The apparatus 10 is also adapted to be moved along with a railway car C by use of a chain 130 which is adapted to be secured at one end to the handlebars 48 and at its opposite end, it may be hooked on any suitable support or projection on the car C.

In operation, when it is desired to use the car moving apparatus 10, the operator may readily transport the apparatus 10 across a plurality of railroad tracks since the transport wheels 124, when in the lowered and locked position, substantially support the apparatus at its center of gravity. After reaching its destination, the base 12 of the mover is placed longitudinally along the upper surface of a rail R and the upper operating surface of the driving member 24 is placed against the outer periphery of the railway wheel W; movement of the apparatus 10 into position is facilitated by the roller 20 mounted at the rear 18 of the base 12.

The wheel W is interposed between the side guide members 126 so as to substantially prevent lateral movement of the base 12 on the rail R. When the apparatus is in operating position, as shown in FIGURE 2, the chain 130 is hooked on a suitable support on the railway car C whereby the operator is not required to support the weight of the unit 10. At this time, the transport wheels 124 are pivoted to the rest position, so that they will not interfere with the forward movement of a railway car and the moving apparatus itself.

The engine 166 is started by conventional means so that the hydraulic fluid becomes pressurized by action of the pump 168. Fluid is conducted to the valve 96 and then to either pressure line 1% or pressure line 102.

Before starting the motor 106, the movable fulcrum 30 is moved to a position at which the greatest mechanical advantage is provided for effecting initial movement of the car C; this is accomplished upon depressing the handle 44 and cable 42 for moving the

arcuate members

32 and 36 in the slots 34 and 40 of the base 12 .and the shoe 24 to the full forward position.

Referring to FIGURE 4, the piston 104 has just reached the top of its stroke, and fluid pressure is acting in line 100, thereby acting against the upper side of the piston 104 and driving it and the rod 56 downwardly. 'The downward movement of the rod 56 imparts a downward rocking to the shoe 24 by the link 50, acting in conjunction with the'toggle link 52. v

The rocking movement of the driving member 24 is laterally guided by the rollers 26 which are slidably movable in the arcuate slots 28. During the rocking of the shoe 24, a rolling motion i occurring between the, mating

arcuate members

32 and 36 to thereby greatly reduce wearing of parts. As the piston 104 reaches the lower end of its stroke, the upper stop 74 on the slide bar 68 contacts the projecting leg 82 of the switch lever 76, pivoting it downwardly and causing the spring 84 to pass over the-pivot 92 of the valve actuator 90. This shifts the actuator 90 downwardly and moves the valve spool 94 outwardly by action of the spool link 98. This causes the hydraulic fluid pressure to be transferred from line 100 to line 102, so that pressurized fluid acts against the underside of the piston 104, driving it upwardly. The upward movement of the rod 56 causes upward rocking movement of the shoe 24, whereby the upper operating surface of the driving member 24 pushes upwardly against the outer periphery of the wheel W for imparting forward motion thereto. As motion is being .imparted, reverse slippage of the base 12 on the rail is substantially prevented by the gripping wedge 16 which digs into the upper surface of the rail R.

After the upward working stroke is completed, the valve spool again causes the pressurized fluid to shift from line 102 back to pressure line 100 and the shoe 24 again moves away from contact with the outer periphery of the wheel W. At this time, since the tension spring 122 biases the handlebars 48 towards the car C, the forward portion 14 of the base 12 is lifted slightly from the rail R whereby the gripping wedge 16 is raised therefrom so .the base 12 is adapted to slide freely along the upper surface of the rail R; the forward movement is assisted by the roller at the rear portion 18 of the base 12. By means of the support chain 130, the apparatus 10 is self-propelled land by means of the guide members 126 lateral alignment is maintained between the driving member 24 and the outer periphery of the wheel W. Also, after the railway car has started moving, the operator may move the fulcrum means rearwardly so as to increase the speed of the moving car by lengthening the stroke of the shoe 24. Thus, on upward movement, force is imparted to the wheel W while on each downward movement of the driving member 24, the apparatus 10 moves forwardly and remains in substantial contact with the railway wheel W.

While in the foregoing, there has been provided a detailed description of a particular embodiment of the present invention, it is to be understood that all equivalents obvious to those having skill in the art are to be included within the scope of the invention as claimed.

What I claim and desire to secure by Letters Patent is: 1. Apparatus for moving a railway car by acting against the outer periphery of one wheel of said railway car, said apparatus comprising, in combination, a base adapted to be slidably moved along the upper surface of a rail, a driving member operatively carried by said base for acting against the outer periphery of said railway car wheel, movable fulcrum means slidably carried by and positioned between said base and said driving member for varying the mechanical advantage of said driving member as it acts against said wheel, said fulcrum means including a first arcuate member slidably carried on said base and a second arcuate member slidably carried on said driving member, said arcuate members providing for a rolling motion between said base and said driving member to reduce wear during movement therebetween, and drive means for rockably moving said driving member on said fulcrum means, whereby movement is imparted to said railway car as said driving member acts, in its upward stroke, against the outer periphery of said railway car wheel.

2. The apparatus of claim 1 wherein means are provided for maintaining said driving member in lateral alignment with the outer periphery of said railway car wheel, said maintaining means including a pair of guide members fixed on said base for receiving said wheel therebetween to prevent lateral movement of saidbase on said rail, and means are provided for moving said apparatus along with said railway car.

3. The apparatus of claim 1 wherein rail gripping means are located at the forward and underside portion of said base for preventing rearward movement of said base on said rail, and a roller member is mounted at the rear portion of said base for assisting in the forward movement of said base on said rail. v

4. Apparatus for moving a railway car by acting against the outer periphery of one wheel of said railway car, said apparatus comprising, in combination, a base having a substantially planar lower surface adapted to slidably move along the upper surface of a rail, fulcrum means movably positioned on said base, said fulcrum means including a first arcuate member slidably carried on said base and a' second arcuate member slidably carried on said driving member, said arcuate members providing for a rolling motion between said base and said driving member to reduce wear during movement therebetween, a rockabledriving member carried on said fulcrum for acting against the outer periphery of said raliway car wheel, means for varying the position of said fulcrum for said rockable driving member on said base, whereby the mechanical advantage of said driving member is varied, and drive means for rockably moving said driving member, whereby forward movement is .impartedto said railway car as said driving member acts, in its upward stroke, against the outer periphery of said railway car wheel.

5. The apparatus of claim 4 wherein handlebars are pivotably mounted on said base, and means are provided for biasing said handlebars upwardly about its pivot on said base.

6. Apparatus for moving a railway car by acting against the outer periphery of one wheel of said railway car, said apparatus comprising, in combination, a base having a planar underside adapted to slide along the upper surface of a rail, rail gripping means mounted at the forward end of said base, roller means mounted at the rear of said base, a driving member rockably carried by said base for acting against the outer periphery of said railway car wheel, fulcrum meansmovably mounted between said base and said driving member forvarying the mechanical advantage of said driving member asit acts against said wheel, hydraulic drive means mounted on said base and being connected to said driving member for effecting rockable movement thereof, whereby movement is imparted'to said railway car as said driving member acts, in its upward stroke, against the outer periphery of a railway car wheel, handlebars pivotably mounted on said base, power means mounted on said handlebars for supplying hydraulic fluid to said hydraulic drive means, and means for biasing said handlebars toward said railway car, thereby causing slight lifting of the forward end of said base whereby said rail gripping means are substantially freed from the upper surface of said rail to provide for free advancement of said base towards said wheel.

7. The apparatus of claim 6 wherein means are provided for maintaining lateral alignment between said driving member and said railway wheel and means are provided for moving said apparatus along with said railway car as movement is imparted thereto.

8. The apparatus of claim 7 wherein transport wheels are pivotably mounted on said handlebars, said wheels, when in the operating position, supporting said apparatus at substantially the center of gravity.

9. Apparatus for moving a railway car by acting against the outer periphery of one wheel of said railway car, said apparatus comprising, in combination, an elongated base having a planar lower surface adapted to be slidably moved along the upper surface of a rail, rail gripping means at the forward end of said elongated base, roller means at the rearward end of said elongated base, a driving member rockably carried by said base for acting against the outer periphery of said railway car wheel, fulcrum means slidably carried by and mounted between said base and said driving member for varying the mechanical advantage of said driving member as it acts against said wheel, said fulcrum means including a first arcuate member slidably carried on said base and a second ar-cuate member slidably carried on said driving member, said arcuate members provided for a rolling motin between said base and said driving member to reduce'wear during movement therebetween, side support members for laterally guiding said driving member in its rockable movement, guide means mounted on said support member for maintaining lateral alignment between said driving member and said railway car wheel, handlebars pivotally mounted on said support members and being biased toward said support members whereby said gripping means are lifted slightly from said rail in order to provide for free advancement of said apparatus as said railway car moves along said rail, hydraulic drive means connected to said driving member for rockablymoving said driving member whereby movement is imparted to said railway car as said driving member acts, in its upward stroke, against the outer periphery of said railway car wheel, and means for supplying a pressurize-d hydraulic fluid to said hydraulic drive means.

10. The apparatus of claim 9 wherein means are provided for maintaining said driving member substantially against said railway ear wheel as said railway car is advanced along said rail.

EUGENE G. BOTZ, Primary Examiner.

MILTON BUCHLER, ARTHUR L. LA POINT, F. W.

MONAGHAN, Examiners.

5/1953 Germany.

Claims

1. APPARATUS FOR MOVING A RAILWAY CAR BY ACTING AGAINST THE OUTER PERIPHERY OF ONE WHEEL OF SAID RAILWAY CAR, SAID APPARATUS COMPRISING, IN COMBINATION, A BASE ADAPTED TO BE SLIDABLY MOVED ALONG THE UPPER SURFACE OF A RAIL, A DRIVING MEMBER OPERATIVELY CARRIED BY SAID BASE FOR ACTING AGAINST THE OUTER PERIPHERY OF SAID RAILWAY CAR WHEEL, MOVABLE FULCRUM MEANS SLIDABLY CARRIED BY AND POSITIONED BETWEEN SAID BASE AND SAID DRIVING MEMBER FOR VARYING THE MECHANICAL ADVANTAGE OF SAID DRIVING MEMBER AS ITS ACTS AGAINST SAID WHEEL, SAID FULCRUM MEANS INCLUDING A FIRST ARCUATE MEMBER SLIDABLY CARRIED ON SAID BASE AND A SECOND ARCUATE MEMBER SLIDABLY CARRIED ON SAID DRIVING MEMBER, SAID ARCUATE MEMBERS PROVIDING FOR A ROLLING MOTION BETWEEN SAID BASE AND SAID DRIVING MEMBER TO REDUCE WEAR DURING MOVEMENT THEREBETWEEN, AND DRIVE MEANS FOR ROCKABLY MOVING SAID DRIVING MEMBER AND ON SAID FULCRUM MEANS, WHEREBY MOVEMENT IS IMPARTED TO SAID RAILWAY CAR AS SAID DRIVING MEMBER ACTS, IN ITS UPWARD STROKE, AGAINST THE OUTER PERIPHERY OF SAID RAILWAY CAR WHEEL.