US3889604A

US3889604A - Draft gear handling carriage

Info

Publication number: US3889604A
Application number: US500302A
Authority: US
Inventors: Glendon R Lollis; Leroy C Lucke
Original assignee: Individual
Current assignee: GLOC Corp
Priority date: 1974-08-26
Filing date: 1974-08-26
Publication date: 1975-06-17
Anticipated expiration: 1992-06-17

Abstract

The disclosure concerns a self-propelled, on-rail, in-pit carriage for use in installing and removing the draft gears of railway locomotives and cars. The carriage is driven by an electric motor and incorporates an hydraulically operated scissors lift, a jack pad which is guided on the table of the scissors lift for limited sliding movement in a horizontal plane, and a manually operated jack which is carried by the pad and which raises and lowers a draft car-supporting platform. Electrical power for propulsion and coarse lifting is supplied to the carriage through a single cable.

Description

United States Patent 1 Lollis et al.

1 1 DRAFT GEAR HANDLING CARRIAGE [76] Inventors: Glendon R. Lollis, 10405 Mockingbird Dr.; Leroy C. Lucke, 10878 Iowa Plaza, both of Omaha, Nebr, 68127 [22] Filed: Aug. 26, 1974 [21] Appl. No.: 500,302

[52] US. Cl. 104/32 R; 254/8 R [51] Int. Cl. 13605 13/00 [58] Field of Search 104/32 R, 32 A; 187/843, 187/845, 8.47, 8,59, 18; 214/38 CC;

[56] References Cited UNITED STATES PATENTS 819,592 5/1906 Phillips 104/32 R 1,573,918 2/1926 Dewhirstm, 1,706,211 3/1929 Coffey 1,772,848 8/1930 Walsh l. 104/32 R 1 June 17, 1975 1,993,245 3/1935 Mcrorl 187/843 2,454,226 11/1948 Skinner l 104/32 R 2,655,115 10/1953 Holdeman et a1 104/32 R Primary E.raminerM. Henson Wood, Jr. Assistant ExaminerAndres Kashnikow Attorney, Agent, or Firm-Robert A. Ostmann [5 7] ABSTRACT The disclosure concerns a self-propelled, on-rail, in-pit carriage for use in installing and removing the draft gears of railway locomotives and cars. The carriage is driven by an electric motor and incorporates an hydraulically operated scissors lift, a jack pad which is guided on the table of the scissors lift for limited slid ing movement in a horizontal plane, and a manually operated jack which is carried by the pad and which raises and lowers a draft car-supporting platform. Electrical power for propulsion and coarse lifting is supplied to the carriage through a single cable.

7 Claims, 9 Drawing Figures SHEET PATENTEUJUN 17 I975 PATENTEDJUN 17 m5 3 8 89 .604

SHEET 5 5. LO Q") a 8 89.6 04 PATENTEDJUN 17 m5 SHEET 6 FIGB SHEET PATENTEDJUM 7 I975 adr- DRAFT GEAR HANDLING CARRIAGE BACKGROUND AND SUMMARY OF THE INVENTION In the past, the process of removing and installing the draft gears of locomotives was performed basically by hand using jacks and blocks. Inasmuch as the space bcneath the locomotive is limited and contains various obstructions which make access to and manipulation of the gear difficult, and the gear weighs approximately 500 pounds, it is apparent that the procedure entailed substantial safety risks for the maintenance crew. Moreover, it was very time-consuming. For example, in a typical case the replacement of a draft gear required eight manhours, e.g., two men working 4 hours each.

The object of this invention is to provide apparatus which facilitates the installation and removal of draft gears, and thereby reduces safety hazzards and the time required for the procedure. In accordance with the in vention, the preferred apparatus comprises a selfpropelled carriage which fits within the maintenance pit and is supported by and moves along the rails pro vided for the rolling stock. The carriage comprises a platform for supporting the draft gear which is guided and moved vertically by a fine lifting assembly, including a manually operated jack. This assembly, in turn, is supported by a pad carried on the table of a power operated scissors lift unit which effects coarse vertical movement of the gear. The pad is guided on the table for limited sliding movement in a horizontal plane so that the gear on the platform may be shifted easily as needed to clear obstructions beneath the locomotive. The carriage is propelled by a pair of axles which rest on the rails and are connected, through a chain and sprocket drive, with a reversible electric drive motor. The scissors lift incorporates an electric motor driven pump, and the electrical power for this motor as well as the propulsion motor is furnished from a distributor on the carriage which is supplied through a single cable. Thus, the presence of the carriage in the pit does not materially inconvenience the crew or present them with intolerable sources of entanglement. As an added safety feature, the carriage may incorporate a plurality of hand operated jacks which are arranged to engage the pit floor and thereby stabilize the carriage at times when the heavy gear is being elevated or-lowered.

The importance ofthe invention from the crew safety standpoint is obvious, and, from the labor-saving stand point, it has been found to reduce by one-half the number of manhours normally required to replace the draft gear of a locomotive.

BRIEF DESCRIPTION OF THE DRAWINGS The preferred embodiment of the invention is do scribed herein with reference to the accompanying drawings, in which:

FIG. 1 is a side elevation of the carriage.

FIGS. 2 and 3 are elevation views of the opposite ends of the carriage; FIG. 2 including a diagrammatic representation of the maintenance pit.

FIG. 4 is a plan view of the carriage.

FIG. 5 is a diagrammatic sectional view taken on line 5-5 of FIG. 1 showing the drive train.

FIGS. 6 and 7 are sectional views taken, respectively. on lines 6-6 and 7-7 of FIG. 1.

FIG. 8 is a side elevation similar to FIG. 1 but show-- ing the scissors lift in the raised position.

FIG. 9 is a schematic diagram of the electrical cirtuits.

DESCRIPTION OF PREFERRED EMBODIMENT As shown in the drawings, the preferred carriage incorporates a welded framework composed of a pair of end sections 1] and 11' which are joined together by two upper stringers l2 and 13 and by three lower stringers 14. End section 11 includes upper and

lower rails

15 and 16, respectively, which are interconnected by a pair of

bent corner posts

17 and 18 and a straight central post 19. End section 11' is generally similar, and its components are identified by primed versions of the numerals used for their counterparts in section 11. However, in this case, the upper rail consists of two

separate portions

21 and 22, the first spanning posts 17' and I9, and the second being secured solely to post 18'. Stringers 14 are made of square tubing, and lower rails 16 and 16' are made of channels welded together to form box beams. All the other structual components just mentioned are made from circular pipe. A C-shaped hoisting lug 23 is welded to the inner side of each corner post near its upper end.

The upper rail 15 of section II and the two

pieces

21 and 22 of the upper rail of section 11' are provided with grease fittings 24 and serve as bearings for supporting a pair of

axles

25 and 25 which are dimen sioned to span the maintenance pit and rest on the rails provided for the locomotives being serviced. Shifting of the framework along the axles is prevented by collars 26 made of short lengths of pipe welded to the axles. Similarly, shifting of the carriage in the transverse direction relatively to the pit is prevented by steel collars 2'7 welded onto the axles at locations adjacent the inboard sides of the rail heads.

Axles 25 and 25' are driven by a reversible electric motor 28 mounted on a shelf 29 which is welded to and projects from the end section II of the carriage frame, As shown in FIG. 5, the drive train includes a short rollcr chain 3] which engages

sprockets

32 and 33 fixed, respectively, to the output shaft 34 of the motor and to axle 25', and a long roller chain 35 which extends along one side of the framework and engages

sprockets

36 and 36 fixed to the axles 25 and 25', respectively. The

' two portions of the drive train are provided with guards 3? and 38, respectively, which are welded to the frame work, and the longer chain 35 is equipped with an idler pulley 39 which takes up slack. The pulley is journalled on a stub shaft 41 welded to the under side of stringer i3. A suitable drive motor is a T56TG16A Reliance Master XL Gearmotor, which is a one horsepower motor with a speed reducing gear train that affords an output speed of 30 R.P.M. The chain drive is designed to afford a further speed reduction so that the traversing speed of the carriage is on the other of two miles per hour,

The lover frame stringers l4 and rails 16 and 16' form a cradle which supports, and to which is welded, a power operated, scissors lift assembly 42. A suitable assembly is the Model M-l l-2AA of American Manufacturing Company, which is hydraulically actuated and has a load-handling capacity of 2 tons. This unit incorporates an electric motor driven hydraulic pump, which is energized to effect extension of a cylinder which raises the table 43, and a solenoid operated vent valve, which is opened to allow hydraulic fluid to es cape from the cylinder at a controlled rate during lowering operations. A roller table 44 rests on, and is welded to, the table 43 of lift assembly 42 and furnishes support and guidance for a manually operated jack assembly 45. Referring to FIGS. 1 and 6, the roller table comprises a base plate 46 to which are attached sixteen 1 inch transfer bearings 47, a pair of vertical side walls 48, two narrow top walls 49, and four end walls 51. These walls are welded together and, with the bearings 47, form a guideway which captures the rectangular pad 52 of jack assembly 45. The pad is free to slide across bearings 47 within the limits of movement permitted by the side and

end walls

48 and 51, and the bearings are so distributed that tilting of assembly 45 always is prevented, regardless of the position of the applied load. in the case of a typical carriage, pad 52 has a range of movement of about 18 inches in the direction of the rails, and a range of movement of about 3 inches in the transverse direction.

Jack assembly 45 includes a horizontal platform 53 for supporting draft gears and to which are welded four depending circular pipes 54 arranged at the corners of an imaginary rectangle. These pipes fit over a set of similarly arranged pipes 55 which are welded to and extend upward from pad 52. The

telescoping pipes

54 and 55 define vertical guides for platform 53 and prevent it from tilting under the action of off-center loads. Vertical movement of this platform is effected by a manually operated jack 56 which rests on pad 52 and is centered between the guides. The upper end of the jack plunger 57 is held captive in a short pipe 58 welded to the lower face of platform 53, so it is not necessary that the jack be secured to pad 52. A suitable jack is the Blackhawk No. FCJ l. it is hydraulically actuated and affords a 7 inches stroke.

Although not absolutely essential, it is considered desirable from the safety standpoint to provide a set of jacks which may be actuated to stabilize the carriage with respect to the pit floor while the draft gear is being raised or lowered. Four such jacks 59 are illustrated; two being attached to the underside of a shelf 61 welded to the outboard side of frame end section 11, and the other two being attached to frame end section 11' by a similar shelf 61 These jacks may be conventional pony or journal jacks, but, to conserve space and expedite operation, the normal pry bar actuator is replaced by a hand wheel 62 whose hub is welded to the jack ratchet.

The electrical power required by propulsion motor 28 and by the motor-pump of lift assembly 42 is delivered to the carriage through a single 115 Volt cable 63. The cable leads to an electrical control panel 64 which is attached to a mounting plate 65 welded to the outboard side of frame end section 11 and includes a pair of push button switches 66 and 67 which are used to effect movement of the carriage in opposite directions. Referring to FIG. 9, panel 64 is connected with propulsion motor 28 via a four-conductor cable 68 containing starting leads 69 and 71 and running leads 72 and 73, and includes circuitry for interconnecting these leads as required to cause the motor to run in opposite directions. This circuitry comprises a pair of relays F and R whose coils 74 and 75 are connected with the power leads 76 and 77 of cable 63 through

switches

66 and 67, respectively, and each of which has three normally open contacts a, b and c and a normally closed contact d. Under idle conditions, both of the

switches

66 and 67 are open, and the relays F and R are de-energized.

Therefore, motor lead 69 is isolated by the a contacts of the two relays, lead 72 isolated by contact c of relay F and contact b of relay R, and lead 73 is isolated by the b contact of relay F and the c contact of relay R. As a result, motor 28 is at rest. Although, motor lead 71 is permanently connected with power lead 77 through lead 78, this is immaterial because the opposite side of the start winding (i.e., lead 69) is open.

To effect forward movement of the carriage, the crewman depresses and holds closed switch 66. This action energizes coil 74 of relay F and causes its contacts to shift. Now, motor leads 69 and 73 are connected with power lead 76 through the a and b contacts of relay F, lead 79, jumper 81 and lead 82, and motor leads 71 and 72 are interconnected through contact c of relay F. Since, as mentioned above, motor lead 71 is permanently connected to power lead 77, motor 28 now runs in the forward direction, i.e. in that direction which causes the carriage to move under the locomotive. The motor, as usual includes a cut-out switch which disables the start winding when rated speed is attained. The carriage will continue to move only as long as the crewman holds switch 66 closed, and, therefore, unintended carriage motion is precluded.

Reverse movement of the carriage is effected by closing switch 67, and thereby energizing coil of relay R. In this case, power lead 76 is connected with motor lead 69 through lead 82, contact a of relay R and lead 83, and with motor lead 72 through lead 82, jumper 81 and contact b of the same relay. On the other hand, power lead 77, and the permanently connected motor lead 71, are joined to motor lead 73 through contact 1" of relay R. These interconnections cause motor 28 to run in the opposite direction and drive the carriage in reverse. As before, the carriage will continue to move only as long as the crewman maintains switch 67 closed.

It will be noticed in FIG. 9, that the energizing circuit for the coil 74 of relay F includes the normally closed contact d of relay R, and that the corresponding circuit for the coil 75 of the last mentioned relay includes the normally closed contact d of relay F. This arrangement insures that both relays cannot be energized simultaneously, and thus prevents accidental burn-out of the motor windings. It also will be noted that the coil circuits of the relays have a common lead 84 containing a normally closed switch 85. This switch forms part of a thermal overload protector which also includes current

responsive actuators

86 and 87 interposed in leads 73 and 82, respectively. Switch is automatively opened to de-energize the active relay F or R, and stop motor 28, in the event either winding draws excessive current.

The scissors lift 42 is controlled by a switch unit 88 which is attached to motor shelf 29 and which includes a pair of foot pedal actuated switches 89 and 91. Unit 88 receives electrical power through a cable 92 having three leads 93-95 which are connected with the corresponding leads of input cable 63 at a terminal strip 96 in control panel 64. Unit 88, in turn, is connected with lift assembly 42 via a four-conductor cable 97 having a pair of

leads

98 and 99 which connect switches 89 and 91 with pump motor 101 and solenoid 102 of vent valve 103, respectively, a third lead 104, which is connected with lead and completes the circuits for the motor and the solenoid, and a ground lead 105 which constitutes a continuation of lead 93.

Switches

89 and 91 normally are open, so pump 106 is at rest and valve 103 is closed. Therefore, under these conditions, assembly 42 maintains table 43 in its current position. In order to raise the table, the crewman depresses and closes foot pedal switch 89 to complete a circuit through motor 101 and cause it to drive the pump and effect the delivery of oil under pressure to the lifting cylinder of the assembly. On the other hand, lowering of the table 43 is accomplished by closing switch 91. This action energizes solenoid 102 to thereby effect opening of vent valve 103 and permit escape of oil from the lifting cylinder. As in the case of propulsion circuit, movement of the powered lift in either direction occurs only as long as the crewman maintains one of the controlling switches closed.

In use, the carriage is lowered into the maintenance pit 107 (see FIG. 2) and set so that the axles 25 and 25' rest on the

rails

108 and 109. Switch 66 is then depressed to cause the carriage to move forward to a position in which platform 53 is located beneath the draft gear of the locomotive unit. The four stabilizing jacks 59 may now be extended to engage the pit floor III, and then foot pedal switch 89 is depressed to cause lift assembly 42 to raise table 43 to the elevated position shown in FIG. 8. The crewman then actuates jack 56 as required to bring platform 53 into engagement with the under side of the draft gear. After the cover plate bolts are cut out to free the gear, the latter is then lowered by means of jack 56, and maneuvered by shifting assembly 45 across table 44, as required to clear obstructions, and then lift assembly 42 is operated to cause the gear to descend to a position below the upper margin of the carriage. Now, jacks 59 are retracted, and the carriage is propelled in reverse to a position in which it is clear of the locomotive so that the old draft gear can be removed from platform 53 and new gear put in its place. The carriage is then again propelled to a position beneath the locomotive, jacks 59 are reengaged, the new gear is raised and maneuvered into place by means of lift assembly 42 and jack assembly 45, and installation is effected. Finally, table 43 and platform 53 are lowered to the positions illustrated in FIGS. 1-3, the jacks 59 are retracted, and the carriage is propelled to a location clear of the locomotive and then lifted from the pit.

Although the carriage of this invention is useful mainly in connection with replacing the draft gear of a locomotive, it also may be used in connection with the replacement of the draft gear on a loaded freight car in cases where movement of such a car must be expedited.

We claim:

1. A draft gear handling carriage adapted to be used in a railroad maintenance pit and to be carried by the pit rails which support railway rolling stock during servicing, the carriage comprising a. a framework,

b. means, including a pair of parallel axles carried by bearings fixed to upper portions of the framework, for supporting the carriage on the pit rails and for providing driving traction therebetween;

c. a reversible electric propulsion motor carried by the framework;

d. a drive train interconnecting the propulsion motor and the axles for transmitting driving torque to the latter;

e. an electrically operated scissors lift located within the framework and supported by a lower portion thereof, the lift having a table movable between a retracted position near the bottom of the framework and a raised position in the region of the elevation of the axles;

f. a jack pad supported and guided on the table for sliding movement in a horizontal plane;

g. a manually operated jack assembly mounted on the pad and serving to raise and lower a platform which carries draft gears; and

h. an electrical power distributor mounted on the framework and including a single inlet through which power is applied to the carriage, a reversing circuit for the propulsion motor, and power outlets connected, respectively, with the propulsion motor and the scissors lift.

2. A carriage as defined in claim 1 including a plurality of manually operated stabilizing jacks fixed to the framework near its bottom and arranged to be extended downward to engage the floor of the pit in which the carriage is employed.

3. A carriage as defined in claim 1 in which a. the axles are sized to span and rest on the pit rails,

whereby the axles themselves provide motive traction for the carriage; and

b. each axle carries a pair of collars which are positioned to engage the inboard faces of the rail heads and thereby center the carriage in the pit.

4. A carriage as defined in claim 3 in which a. the propulsion motor is located outside the framework at one of its ends; and

b. the drive train comprises a pair of chain and sprocket drives, one drive interconnecting the two axles and being located outside the framework along one of its sides, and the other interconnecting one of the axles and the propulsion motor.

5. A carriage as defined in claim 1 including a roller table which is mounted on said lift table and supports the jack pad, the roller table comprising a. a plurality of transfer bearings on which the pad rests and across which it slides;

b. first wall means defining a limited range of sliding motion for the pad; and

c. second wall means which cooperates with the transfer bearings to prevent tilting of the pad under the action of off-center loads applied to the platform of the jack assembly.

6. A carriage as defined in claim 5 in which the platform is guided for vertical movement by a plurality of telescoping guide and guideway members carried, respectively, by the pad and the platform.

7. A carriage as defined in claim 1 in which said bearings for the axles are defined by circular pipes which form an integral part of the framework.

Claims

1. A draft gear handling carriage adapted to be used in a railroad maintenance pit and to be carried by the pit rails which support railway rolling stock during servicing, the carriage comprising a. a framework, b. means, including a pair of parallel axles carried by bearings fixed to upper portions of the framework, for supporting the carriage on the pit rails and for providing driving traction therebetween; c. a reversible electric propulsion motor carried by the framework; d. a drive train interconnecting the propulsion motor and the axles for transmitting driving torque to the latter; e. an electrically operated scissors lift located within the framework and supported by a lower portion thereof, the lift having a table movable between a retracted position near the bottom of the framework and a raised position in the region of the elevation of the axles; f. a jack pad supported and guided on the table for sliding movement in a horizontal plane; g. a manually operated jack assembly mounted on the pad and serving to raise and lower a platform which carries draft gears; and h. an electrical power distributor mounted on the framework and including a single inlet through which power is applied to the carriage, a reversing circuit for the propulsion motor, and power outlets connected, respectively, with the propulsion motor and the scissors lift.

3. A carriage as defined in claim 1 in which a. the axles are sized to span and rest on the pit rails, whereby the axles themselves provide motive traction for the carriage; and b. each axle carries a pair of collars which are positioned to engage the inboard faces of the rail heads aNd thereby center the carriage in the pit.

4. A carriage as defined in claim 3 in which a. the propulsion motor is located outside the framework at one of its ends; and b. the drive train comprises a pair of chain and sprocket drives, one drive interconnecting the two axles and being located outside the framework along one of its sides, and the other interconnecting one of the axles and the propulsion motor.

5. A carriage as defined in claim 1 including a roller table which is mounted on said lift table and supports the jack pad, the roller table comprising a. a plurality of transfer bearings on which the pad rests and across which it slides; b. first wall means defining a limited range of sliding motion for the pad; and c. second wall means which cooperates with the transfer bearings to prevent tilting of the pad under the action of off-center loads applied to the platform of the jack assembly.