US3427044A

US3427044A - Self-propelled road vehicle for moving rail cars

Info

Publication number: US3427044A
Application number: US597264A
Authority: US
Inventors: George J Lynch
Original assignee: GEORGE J LYNCH
Current assignee: CENTRAL MAUFACTURING Inc A CORP OF MISSOURI
Priority date: 1966-11-28
Filing date: 1966-11-28
Publication date: 1969-02-11
Anticipated expiration: 1986-02-11

Description

3,427,044 SELF-PROPELLEDROAD VEHICLE FOR MOVING RAIL CARS Filed NOV. 28, 1966 G. J. LYNCH Feb. 11, 1969 Sheet INVENTOR.

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Sheet G. J. LYNCH SELF-PROPELLED ROAD VEHICLE FOR MOVING RAIL CARS Feb. 11, 1969 Filed Nov. 28, 71966 INVENTQR.

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A770M6Y$ Feb. 11, 1969 G. J. LYNCH 5 3- SELF-PROPELLED ROAD VEHICLE FOR MOVING RAIL CARS Filed Nov. 28, 1966 Sheet 3 of 3 INVENTOR.

GEOQGZ' J LYA/Cl/ Burg 4 My 4 Arraewsy:

Patented Feb. 11, 1969 5 Claims ABSTRACT OF THE DISCLOSURE A self-propelled vehicle having a single set of Wheels adapted for operation on a highway and for pushing and pulling railroad cars on and along a railroad track.

Background of the invention This invention relates to self-propelled vehicles for moving railroad cars on and along tracks and particularly to such vehicles intended to accomplish a high number of limited car movements on plant sidings and the like. This invention relates especially to such vehicles that can operate with equal facility on the highway and on and along railroad tracks.

In addition to their long-distance, over-the-road travels, railroad cars need to be moved and are moved many times compartively short distances that can be measured in yards or even in feet. On plant sidings, small terminal areas and yards, the loading and unloading, arranging and rearranging and the general handling of freight cars require their frequent movement. They are generally han dled in small groups or one at a time, loaded and unloaded. It is expensive and inconvenient to employ conventional railroad locomotives, even of the small switching type, to accomplish such car movements. Yet even an empty railroad car may weigh as much as twenty tons. It is not easily moved with safety. Slight grades increase the force required to start and to stop the rolling of railroad cars.

Aside from conventional railroad locomotives, several different devices have been used in the past to shuttle freight cars. Stationary winches, hand jacks, even ordinary tractors and front end loaders have been employed. None of these means has been too satisfactory or practical. Most of them, for example, require that cars on a downgrade be held back by the railroad car hand brake. This is impractical and unsafe. The handler riding the car can easily be thrown or fall off the car unless he is strapped to it.

In addition to conventional railroad locomotives, special-purpose combined highway and track vehicles have been employed. Such vehicles usually have a set of flanged railroad wheels and a retractable and extendable set of rubber-tired highway wheels. Such vehicles are mechanically complicated and expensive to build and to operate. In addition, some time is lost in converting from railroad to highway operation or vice versa. Their ability to move railroad cars on and along the track depends upon the tractive effort they can apply to the set of flanged wheels and upon the traction they can develop between the set of flanged Wheels and the tracks. These vehicles are, therefore, necessarily small locomotives of very heavy construction, sometimes having complicated mechanism for transferring some of the railroad car weight to the locomotive. The addition of a retractable and extendable set of highway wheels, including a steerable pair, seriously complicates the device and generally adds cost and expense disproportionate to the benefits realized.

Summary of the invention The objects of this invention are generally to provide a self-propelled vehicle for moving one or more loaded or unloaded railroad cars on and along a railroad track economically and with facility and safety and which can operate with equal ease on the highway and on and along a railroad track; and, more particularly, to provide such a vehicle that develops an unusually large amount of traction; that is especially adapted to maneuver on and along a railroad track Without flanged railroad wheels; that is able to push railroad cars with both its ends; that has an air brake system easily and normally connectable to the air brake system of a conventional railroad car for the positive and safe control thereof from the operating position in the self-propelled vehicle; and, that may be coupled to and uncoupled from the drawbar of a railroad car, even from the vehicles operating position remote from the drawbar.

According to the present invention, there is provided a self-propelled vehicle for moving a railroad car on and along a railroad track. The vehicle has a plurality of rubber-tired wheels for supporting and propelling it, and power means such as, for example, an internal combustion engine, connectable to the wheels. The vehicle also has a drawbar secured to and projecting rearwardly from it for coupling engagement with the drawbar of a railroad car on a railroad track. The center line of the vehicles drawbar is laterally offset from the longitudinal axis of the vehicle and of the laterally spaced pair of rear Wheels.

According to another aspect of the invention, an energyabsorbing means is mounted on the end of the vehicle opposite the drawbar for energy-absorbing and pushing engagement with the drawbar of a railroad car on a railroad track.

According to yet another aspect of the invention, the supporting and propelling wheels of the vehicle are so arranged laterally of the vehicle that they contribute to the increased traction and maneuverability of the vehicle.

Brief description of the drawings FIGURE 1 is a side elevation view of a preferred embodiment of this invention;

FIGURE 2 is an almost complete rear elevation view of the vehicle shown in FIGURE 1;

FIGURE 3 is a diagrammatic representation of the wheels of the FIGURE 1 vehicle showing their spacing relative to each other and to a conventional railroad track when the drawbar of the vehicle is aligned with the drawbar of a railroad car on the railroad track shown;

FIGURE 4 is a perspective view of the energy-absorbing pusher device mounted on the front of the FIGURE 1 vehicle showing it engaged with a railroad car drawbar;

FIGURE 5 is a sectional view of the front-mounted pusher device taken in the plane of line 55 of FIG- URE 4;

FIGURE 6 is a partial perspective view of the rear portion of the FIGURE 1 vehicle showing the rear deck, the vehicles drawbar mounted and in coupling engagement with the drawbar of a railroad vehicle; and

FIGURES 7 and 8 are a rear and a side elevation of the rear portion of the vehicle showing details of the drawbar mounting and operating mechanism.

Description of the preferred embodiment The general arrangement of the self-propelled vehicle comprising a preferred embodiment of this invention includes a frame or chassis 10, a bed section indicated generally at 11, a cab 12, an engine compartment 13, a front pair of laterally spaced apart steerable wheels 14 supporting the forward end of frame and a rear pair of laterally spaced apart, non-steerable wheels 15 supporting the rearward end of frame 10. Mounted at the rear end of frame 10 is a drawbar 16. An energy-absorbing pusher device 17 is mounted on the forward end of the vehicle. These components or elements of the vehicle are arranged most conveniently in the configuration of a truck having a forward-mounted engine and cab; and, for convenience of description only, they have been characterized above as front or rear as they relate to a truck.

In particular, frame 10 comprises a pair of laterally spaced apart longitudinal rails 18 held together and in fixed relationship with respect to each other by various transverse members. Rear wheels 15 are mounted on the ends of axles in axle housing 19 connected to frame 10 by conventional spring suspension assemblies. The front wheels 14 are mounted on a front axle and are steerable in a conventional manner by means of steering wheel 20 in cab 12.

Engine compartment 13 is located adjacent the front wheels 14 and houses an internal combustion engine. Although the details are not shown, it will be understood that the engine is conventional and provides power through a conventional transmission and drive train to each of the four wheels. The engine, of course, may be of any suitable type and kind so long as it is able to deliver sufiicient power to the transmission and drive train to satisfactorily power the vehicle.

Cab 12 is provided with an entrance door 21, side windows 22, front window 23, and rearward window 24. The vehicle can be operated by a single operator from within the cab and generally seated in a forwardly facing position as will be explained more fully below.

Pusher device 17 is mounted directly on the front end of frame 10. Its construction and relationship to the vehicle will be described more fully below.

Drawbar 16, which comprises a draft gear assembly and knuckle coupler 26, is supported on a transverse structure extending between rails 18 of frame 10 and in a position laterally offset from the longitudinal center line of frame 10. Draft gear assembly 25 and knuckle coupler 26 are of a conventional type and kind used in railroading. The knuckle coupler is particularly of a type which opens to an uncoupling position when unlocked by an upward thrust or movement of unlocking pin 27. The complete means for remotely operating unlocking pin 27 will be explained below. Also, knuckle coupler 26 is of the type which automatically closes and locks in a coupled condition when bumped into and together with another conventional railroad coupler. Further, the construction of knuckle coupler 26 preferably permits its relative vertical displacement with respect to the coupler of a railroad car to which it is coupled. This permits, for example, the self-propelled vehicle to operate on surfaces at different and variably different levels from the level of the rails supporting the railroad car to which the vehicle is coupled.

Draft gear assembly 25, as is known, consists of energyabsorbing means designed to take the shock of buffing and draft forces applied to coupler 26. Externally, the assembly 25 has a generally short rectangular shape and preferably is able to be mounted between and within the depth of rails 18 of frame 10. As shown in FIGURE 7, rails 18 are channel shaped and arranged so that the short parallel legs of each are directed toward the other. A heavy mounting plate 28 extends transversely between and rests on and is fastened to, as by welding, the two lower inwardly directed short legs of rails 18. Draft gear assembly 25 is, in turn, securely fastened, as by welding,

to mounting plate 28, the intention being to positively secure draft gear assembly 25 in a fixed position with respect to frame 18 and to associate the assembly in alignment with and within the frame so that the buffing and draft forces applied to it are transmitted to and resisted by the full columnar and tensile strength, respectively, of frame 10. Knuckle coupler 26 is free, of course, to swing from left to right in a conventional manner for permitting the vehicle and railroad cars coupled to it to go around curves and through switches, for example.

In order that the vehicle may be operated completely by an operator from within cab 12, special means are provided to unlock and uncouple knuckle coupler 26. As shown more clearly in FIGURES 7 and 8, an operating shaft 30 extends transversely beneath the rear end of frame 10 and is mounted for rotation in bearing blocks 31 depending from rails 18 of frame It) by means of box section bearing supports 32. A11 arcuate rod 33 extends generally transversely of the vehicle and is supported at its ends by swinging arms 34 fixed to and extending in parallel fashion generally rearwardly and downwardly from operating shaft 30. When shaft 30 is rotated, arcuate rod 33 is caused to swing at a fixed distance about it. A crank 35 is also fixed normally to the axis of shaft 30 and extends from it in a direction parallel to swinging arms 34. Arcuate rod 33 is supported and positioned by swinging arms 34 generally beneath unlocking pin 27 of coupler 26 and the radius of its arc conforms substantially to the arcuate path of travel of the free end of unlocking pin 27 when coupler 26 is swung left and right. A connecting link 36 extends between and connects unlocking pin 27 to arcuate rod 33. Link 36 is pivotally connected to unlocking pin 26 and receives arcuate rod 33 in a loose-fitting oversize hole that permits link 36 to slide freely and easily on and along arcuate rod 36 whenever knuckle coupler 26 is swung or moved. Connecting link 36, together with whatever freedom of movement in a fore and aft direction is provided by coupler 26 for unlocking pin 27 also allows for a limited fore and aft movement of coupler 26 within draft gear assembly 25 during buffing and draft operations. Crank 35 is connected by conventional means, such as rod 37 and clevis 38, to cab-mounted lever means (not shown). This arrangement permits the operator, by means of a lever connected to rod 33 and mounted in the cab at a point convenient and close to him, to pull on crank 35 and turn operating shaft 30 and swing arcuate rod 33 upwardly about shaft 30. This thrusts unlocking pin 27 upwardly by virtue of its connection to rod 33 by connecting link 36 and unlatches the coupler, regardless of the direction it is pointing. The coupler automatically and conventionally latches when in a closed position and when the unlatching mechanism is unoperated. Thus, the unlatching system permits the full use and function of the coupler in coupling and uncoupling operations by a sole operator stationed in the cab of the vehicle.

The rear bed 11 is preferably formed of a heavy sheet of steel securely fastened to and supported on rails 18 of the frame. Low side walls may be provided. The bed 11 is very serviceable for handling and hauling heavy loads when the vehicle is not engaged in shuttling railroad cars. This extra feature and advantage is always available with no changes required for conversion from one duty to another. Further, mud flaps 39 may be suspended from the side overhang of bed 11 forwardly and rearwardly of each of the rear wheels 15.

Although not shown in the drawings, a semitrailer coupling device or fifth wheel may be conveniently mounted on rear bed 11 and the vehicle operated on the highway as a tractor for a semitrailer. The position of drawbar 16 between the rails 18 of frame 10 permits such semitrailer operation free of interference with trailers of conventional construction and design.

The energy-absorbing and pusher device 17 mounted on the forward end of the vehicle performs much the same functions as does the rear-mounted drawbar 16 when operating in pushing only. The forward pusher device 17, as shown in greatest detail in FIGURES 4 and 5 of the drawings, consists of a strong, heavy rear plate 40, backed and supported in a vertical plane transversely of the vehicle by means of a heavy reinforcing and mounting channel 41. Channel 41 preferably extends across the entire back of rear plate 40 for reinforcement. Also, by means of channel 41, the pushing device is securely bolted to the forward end of rails 18 of frame by mounting angles 42 and mounting shims 43. Projecting forwardly from each corner of mounting plate 40 is a heavy angle or post 44 which, together, tend to form the four corners of a box-like configuration. Corner angles 44 are braced in position by diagonal bracing 45. The forwardmost ends of angles 44 are closed by end plates 46 welded to them. Fitted within corner angles 44 and behind end plates 46 at their ends is a large, heavy bufling plate 47. A small I beam 48 is preferably Welded in a transversely extending position across the back of buffing plate 47. Buffing plate 47 is held away from rear plate 40 and against the corner end plates 46 by a number of compression springs 49 acting between the two plates. A number of heavy coil springs 49 are preferably symmetri cally arranged and held in position by oppositely located cylindrical stubs 50 fastened to

plates

40 and 47 and inserted into the ends of the springs.

When starting a railroad car with the vehicle, for example, bufiing plate 47 engages the coupler of the car and moves rearwardly as the compression springs 49 absorb the shock of engagement and transmit the pushing force subsequently applied by the vehicle in starting and moving the railroad car. Buffing plate 47 is free to move inwardly until coil springs 49 are solid. The number and strength of the springs can be varied to provide any desired energy-absorbing characteristic. Buffing plates 47 should be large enough so that railroad car couplers can be cleanly engaged with no more than a convenient amount of precision and, in fact, with considerable room to spare so that posts 44 will not interfere with or engage any part of the railroad car or coupler being pushed.

A particular innovation of this invention resides in the arrangement and lateral positioning of the front and rear sets of

wheels

14 and 15, respectively. A diagrammatic representation of such a preferred arrangement is shown in FIGURE 3. First of all, it should be noted that the front set of wheels 14 are steerable in the normal manner of a conventional truck or automobile. The sets of wheels are shown together with a pair of rails 51 comprising a railroad track having a center line 52. Center line 52 of the track is also, of course, the cetner line of a conventional railroad car standing on the track and of its couplers projecting from its ends. Broken line 53 represents the center line of the vehicle frame 10 and the shorter broken line 54 represents the center line of the vehicle coupler.

As described above and shown also in FIGURE 3, the center line of the vehicle coupler is offset laterally to one side of the center line of frame 10 of the vehicle as far as possible while still remaining between rails 18 comprising the frame. In order that the vehicle drawbar be able to transmit substantial bufiing and draft forces to and between the ralroad car and vehicle Well within the greatest structural limitations of the vehicle, it is preferred and convenient to mount the draft gear assembly of drawbar 16 inside rails 18 of the vehicle frame. By itself, this lateral offset of the drawbar center line from the center line of the vehicle throws the wheels on one side of the vehicle between the rails 51 of the railroad track and the wheels on the other side of the vehicle to the outside of rails 51 and comprises an important aspect of this invention.

Looking at FIGURE 3, it Wlll be noted that each of Wheels 14 and 15' of the vehicle is laterally spaced from the vehicle center line a distance different from the spacing of any other one. That is, the distances A, B, C, and

D are all different. This asymmetrical arrangement, first of all, results in each wheel moving along its own track and not on the track of any other wheel as the vehicle proceeds forward or backward in a straight line. Each wheel thus travels on fresh ground, so to speak. This has been found to increase substantially the traction which can be developed.

In addition, such an arrangement of the Wheels provides for increased maneuverability and adaptability of the vehicle to its task. One of the foremost advantages of this vehicle thus aided is its ability to perform on and along a railroad track and on the highway on only a single set of wheels. This eliminates the need for another set of wheels, such as flanged railroad wheels, and the attendant complexities and time lost in changing from one set to the other. In the vehicle disclosed herein, each of the rubbertired sets of wheels is arranged with respect to the vehicle and its offset coupler so that it runs on and along the ties between and beside and rails comprising the tracks. When the vehicle is operated directly on the railroad ties and below the tops of the rails, its turning maneuverability is or can be limited if the vehicle wheels must be operated close along the sides of the rails 51. In order to increase the vehicles maneuverability under these conditions, the wheels on that side of the vehicle which run inside rails 51 of the track are spaced closer to the vehicle center line, and, of course, the vehicle drawbar center line, than the spacing of those wheels which run outside the rails. In this manner, the wheels are kept farther from the sides of the rails when the offset drawbar 16 is connected to and in line with a railroad car on the track. By this departure from a conventional and symmetrical arrangement of vehicle elements, the vehicle is adapted to successfully perform and function in a manner unexpected and entirely different from conventional vehicles.

In keeping with the one-man operation design criteria, the coupler is preferably laterally offset to the right of the vehicle center line in a vehicle having its steering position on the left side. The wheels are offset toward the left, the left-hand side set running outside the rail and the right-hand side set running between the rails. In this fashion, the operator can get the best view through his rear window of the railroad cars he is working with and coupling to with the least turning from his forwardlyfacing operating position in the cab.

A convenient and effective Way of providing the asymmetrical arrangement of wheel tracks with respect to the vehicles center line is to selectively employ conventional single-disc wheels available with the rims mounted thereon at different positions with respect to the wheel hub face. For example, the rims may be mounted so that the plane of the hub face lies laterally in the center of the rim. The Wheel may be made so that the hub face is offset to one side or the other of the lateral center line of the rim. In the tire and wheel industry, such wheels are known as center line mounting wheels and inside and outside mounting wheels. The latter two are used conventionally in pairs as dual sets.

While it is simple and convenient to accomplish and practice this invention through the use of various styles of wheel and tire mountings, it will be understood that the criteria and considerations employed in making these selections grow out of the teachings of this invention.

A highly successful vehicle embodying this invention has been constructed and successfully operated. The vehicle is an extensively modified conventional four-wheel drive chassis-cab truck on a 157-inch wheel base. A drawbar is mounted at the rear end of the truck and between the rails of the truck frame. The coupler is of conventional railroad construction and can be coupled and uncoupled to and from a railroad car by means of the novel linkage described above. The coupling knuckle used is able to float up and down inside the railroad cars coupling so that the surface upon which the vehicle travels need not be level or of a fixed elevation with respect to the rails. The truck operates successfully on ties that are fully exposed or on and along a track whose ties are covered to their upper surface in order to provide a relatively smooth way for the vehicle. The vehicle will also operate on track recessed so that the tops of the rails are generally even with surrounding surfaces. The front end pusher is fitted with eight coil springs comprising a total classified spring load of 12,400 pounds. When this pusher engages a stationary railroad car, the front plate moves inwardly and compresses the springs as much as three inches to four inches, representing a very substantial shock-absorbing capacity.

The rear bed is conveniently provided by one-inch steel plate. This provides a heavy-duty deck in a convenient manner for increasing the traction obtainable. Altogether, approximately 4000 pounds are added to the almost 7000 pounds weight of the conventional truck by the modi fications.

When the vehicle is equipped wtih an approximately ZOO-horsepower engine and modified in accordance with this invention, its recommended maximum operating load is three SO-ton loaded railroad cars or ten empties or any equivalent combination of loaded and empty railroad cars. Movement can be made at speeds of 3 to 5 miles per hour. Utilizing the front-mounted pusher device, as many cars can be pushed as can be pulled.

The vehicle, in its preferred form, has an air brake system comprising an underhood air compressor and air reservoirs to provide an air brake system carrying 110 p.s.i. on the primary side and reduced to 75 p.s.i. on the railroad car side. The vehicle system is connected to the railroad car system through a standard railroad equipment air hose as shown in the drawings. It will uncouple automatically when the vehicle pulls away from the railroad car. This feature is in accordance with the normal one-man operation possible with this vehicle. Primary system pressure is controlled and automatically reduced by a control valve mounted in the cab of the vehicle. The valve permits the brakes in the railroad car to be set up, to be released, and to hold all pressures constant.

Conventional safety features are recommended, such as a long-distance, high powered horn Warning device for use when pulling or pushing railroad cars across roadways and yard crossings. Forward and rear lights are mounted for nighttime operation. Appropriate grab handles may be installed.

In operation, the vehicle may be easily and simply driven from the highway to a position of pulling and pushing engagement with a parked railroad car on a railroad track without any preliminary preparation or conversion. It can be returned to the highway with equal ease. The asymmetrical arrangement of the wheels with respect to the coupler and railroad center line, which itself is also oifset from the vehicle frame center line, provides the increased traction development through the individual wheel tracks and the maneuverability along and between exposed railroad track rails necessary to maneuver the vehicle to and out of position with respect to railroad cars and especially to match, mate, and couple the vehicles coupler and a railroad car coupler.

Those skilled in the art will appreciate that various changes and modifications can be made in the apparatus described herein without departing from the spirit and scope of the invention.

I claim:

1. A self-propelled vehicle for moving a railroad car on and along a railroad track, said vehicle having a frame and longitudinally spaced forward and rear pairs of laterally spaced apart rubber-tired wheels for supporting said frame, power means connectable to said wheels for propelling said vehicle, said vehicle also having a drawbar secured to and projecting rearwardly from the vehicle for coupling engagement with the drawbar of a railroad car on a railroad track, the center line of said drawbar of said vehicle being offset laterally from the longitudinal axis of said vehicle frame and said forward pair of wheels being steerable from a position on the forward half of the vehicle and laterally offset from the longitudinal axis of said vehicle frame in a direction laterally opposite the oifset of the center line of the drawbar from said frame axis.

2.. The vehicle according to claim 1 in which said frame comprises a pair of laterally spaced apart and longitudinally extending main structural elements and in which said offset axis of said drawbar lies laterally between said structural elements.

3. A self-propelled vehicle for moving a railroad car on and along a railroad track, said vehicle having a frame and pairs of laterally spaced apart rubber-tired wheels for supporting said frame, power means connectable to said wheels for propelling said vehicle, said vehicle also having a drawbar secured to and projecting rearwardly from the vehicle for coupling engagement with the drawbar of a railroad car on a railroad track, the center line of said drawbar of said vehicle being offset laterally from the longitudinal axis of said vehicle frame and from the lateral midpoints between said laterally spaced pairs of wheels. means for remotely unlocking said rea wardly projecting drawbar coupler, said drawbar having a downwardly projecting unlocking pin and being mounted in said vehicle for swinging movement about a substantially vertical axis through a limited angle in a horizontal plane, said operating means comprising a horizontal shaft mounted on said vehicle below said drawbar for rotation about a fixed and generally horizontal axis normal to the substantially vertical axis of swinging movement of said drawbar, laterally spaced apart arms fixedly mounted on said shaft at laterally spaced points on either side of said vertical axis of said drawbar and extending in the same direction from and fixed to said shaft for rotation therewith, an arcuate bar extending between the ends of said arms and beneath and along the arouate path of travel of said unlocking pin during swinging movement of said drawbar about its vertical axis, a link pivotally connected to said unlocking pin and fastened to said arcuate bar for sliding engagement therealong, and means for rotating said shaft and thereby swinging said arcuate Jar about the shaft axis at a point remote from said drawbar.

4. A self-propelled vehicle for moving railroad car on and along a railroad track, said vehicle having a frame and longitudinally spaced forward and rear pairs of laterally spaced apart rubber-tired wheels for supporting said frame, power means connectable to said wheels for propelling said vehicle, said vehicle also having a drawbar secured to and projecting rearwardly from the vehicle for coupling engagement with the drawbar of a railroad car on a railroad track, the center line of said drawbar of said vehicle being offset laterally from the longitudinal axis of said vehicle frame and from the lateral midpoints between said laterally spaced pairs of wheels, the spacing of said wheels from the longitudinal center line of said vehicle being such that one-half of said wheels making up said forward and rearward pairs runs generally along one side of said vehicle and the other half runs generally along the other side of said vehicle and in which all of said wheels run in different tracks when the vehicle is driven in a straight line.

5. The vehicle according to claim 4 in which said forward and rear pairs of laterally opposite wheels are each laterally spaced apart a distance greater than the spacing between the rails of said track upon which said vehicle moves railroad cars and said wheels running generally on one side of said vehicle run Ibetween the rails of said track and said wheels running generally on the other side run outside said track when said vehicle drawbar is coupled to a railroad car on said rails.

(References on following page) 9 References Cited 3,243,203

UNITED STATES PATENTS 3%??? 11/1910 Janney 213122 3 2 7 1/1916 Krakau 213136 7/1941 Osman 280481 12/1959 Winget 280-481 1/1964 Stilley 280-447 11/1964 French et a1.

8/1965 White 10526 Hermiz et a1 280-481 Goff 280-481 Butler 280468 Kampert 2 -481 X LEO FRIAGLIA, Primary Examiner.

US. Cl. X.R.