Note: Descriptions are shown in the official language in which they were submitted.
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RAILROAD CAR POSITIONING APPARATUS
BACKGROUND OF THE INVENTION
1. Field of the Invention:
. . _ . .
The present invention relates to an apparatus for
positioning a railroad car at a particular desired location along
a railroad track, for example, at a loading/unloading site, at a
weight scale, etc.
2. ~ack~_ound Information:
Devices for positioning railroad cars are generally known in
the prior art. Generally, such devices have operated by exerting
a pushing orce or pulling force upon the railroad cars.
Accordingly, such devices have not been capable of positively
positioning and locking a railroad car at a particular desired
location along the railroad track.
OBJECTS OF THE INVENTION
One object of the present invention is the provision of a
railroad car positioning apparatus which is capable of positively
positioning and locking a railroad car at a particular desired
location along the railroad track.
SUMMARY OF THE INVENTION
In general, the invention features a railroad car
positioning apparatus for positioning a railroad car, the
railroad car having at least two axles spaced apart along a
longitudinal axis of the railroad car, each of the at least two
axles being provided with wheels on the opposing ends thereof,
the railroad car positioning device apparatus including: a
carriage member; a first dog member mounted on the carriage
member and a second dog member mounted on the carriage member;
a device for positioning the first dog member for extending the
first dog member to at least a first position wherein the first
dog member extends ~rom the carriage member to at least the
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height of the axle members of the railroad car for contacting at
least one of the axle members of the railroad car; a device for
selectively positioning the second dog member for extending the
second dog member to at least either of a first position wherein
the first dog member extends from the carriage member to at least
the height of the axle members of the railroad car for contacting
at least one of the axle members of the railroad car, and a
second position wherein the second dog member is fully disposed
beneath the height of the axle members of the railroad car; and a
displacement apparatus for displacing the carriage member in a
direction parallel to the longitudinal axis of the railroad car
and for exerting a force between at least one of the first and
second dog members and at least one of the axle members of the
railroad car and for thereby moving the railroad car.
One aspect of the invention resides broadly in a railroad
car positioning apparatus for positioning a railroad car, the
railroad car havlng at least two axles spaced apart along a
longitudinal axis of the railroad car, each of the at least two
axles being provided with wheels on the opposing ends thereof,
said railroad car positioning device apparatus comprising: a
carriage member; a first dog member mounted on said carriage
member and a second dog member mounted on said carriage member
means for positioning said first dog member and for extending
said first dog member to at least a first position wherein said
first dog member extends from said carriage member to at least
the height of the axle members o~ the railroad car for contacting
at least one of the axle members of the railroad car; means for
selectively positioning said second dog member and for extending
said second dog member to at least either of a first position
wherein said first dog member extends from said carriage member
to at least the height of the axle members of the railroad car
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NHL-SA~-S-17 CA
for contacting at least one of the axle members of the railroad
car, and a second position wherein said second dog member is
fully disposed beneath the height of the axle members of the
railroad car; and displacement means for displacing said carriage
member in a direction parallel to the longitudinal axis of the
railroad car and for exerting a force between at least one of
said first and second dog members and at least one of the axle
members of the railroad car and for thereby moving the railroad
car.
Another aspect of the invention resides broadly in a
railroad car positioning apparatus for positioning a railroad
car, the rallroad car having at least two axles spaced apart
along a longitudinal axis of the railroad car, each of the at
least two axles being provided with wheels on the opposing ends
thereof, said rallroad car positioning device apparatus
comprising: a carriage member; dog means mounted on said
carriage member; means for positioning said dog means and for
extending said dog means to at least a first position wherein at
least a portion of said dog means extends from said carriage
member to at least the height of the axle members of the railroad
car for contacting at ieast one of the axle members of the
railroad car; means for selectively positioning said dog means
and for extending at least a portion of said dog means to at
least either of a first position wherein at least a portion of
said dog means extends from said carriage member to at least the
height of the axle members of the railroad car for contacting at
least one of the axle members of the railroad car, and a second
position wherein at least a portion of said dog means is fully
disposed beneath the height of the axle members of the railroad
car; displacement means for displacing said carriage member in a
direction parallel to the longitudinal axis of the railroad car
and for exerting a force between at least a portion of said dog
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means and at least one of the axle members of the railroad car
and for thereby moving the railroad car; and loc~ing means for
holding in place at least a portion of said dog means when said
at least portion of said dog means is disposed in said first
position.
Yet another aspect of the invention resides broadly in a
railroad car positioning apparatus for positioning a railroad
car 7 the railroad car having at least two axles spaced apart
along a longitudinal axis of the railroad car, each of the at
least two axles being provided ~ith wheels on the opposing ends
thereo, said railroad car positioning device apparatus
comprising: a carriage member; dog means mounted on said
carriage member; means for positioning said dog means and for
extending said dog means to at least a first position wherein at
least a portion of said dog means extends from said carriage
member to at least the height of the axle members of the railroad
car for contacting at least one of the axle members of the
railroad car; means for selectively positioning said dog means
and for extending at least a portion of said dog means to at
least either of a first position wherein at least a portion of
said dog means extends from said carriage member to at least the
height of the axle members of the railroad car for contacting at
least one of the axle members of the railroad car, and a second
position wherein at least a portion of said dog means is fully
disposed beneath the height of the axle members of the railroad
car; displacement means for displacing said carriage member in a
direction parallel to the longitudinal axis of the railroad car
and for exerting a force between at least a portion of said dog
means and at least one of the axle members of the railroad car
and for thereby moving the railroad car; said positioning means
comprising at least one of: a hydraulic cylinder; and a cable;
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and said hydraulic cylinder being attached to said cable for
moving said cable.
A further aspect of the invention resides broadly in a
railroad car positioning apparatus for positioning a railroad
car, the railroad car having at least two axles spaced apart
along a longitudinal axis of the railroad car, each of the at
least two axles being provided with wheels on the opposing ends
thereof, said railroad car positioning device apparatus
comprising: a carriage member; dog means mounted on said
carriage member; means for positioning said dog means and for
extending said dog means to at least a first position wherein at
least a portion of said dog means extends from said carriage
member to at least the height of the axle members of the railroad
car for contacting at least one of the axle members of the
railroad car; means for selectively positioning said dog means
and for extending at least a portion of said dog means to at
least either of a first position wherein at least a portion of
said dog means extends from said carriage member to at least the
height of the axle members of the railroad car for contacting at
least one of the axle members of the railroad car, and a second
position wherein at least a portion of said dog means is fully
disposed beneath the height of the axle members of the railroad
car; displacement means for displacing said carriage member in a
direction parallel to the longitudinal axis of the railroad car
and for exerting a force between at least a portion of said dog
means and at least one of the axle members of the railroad car
and for thereby moving the railroad car; said displacement means
comprising a plurality of hydraulic cylinders; and at least one
of said hydraulic cylinders being disposed in series with at
least another of said hydraulic cylinders.
A yet further aspect of the invention resides broadly in a
railroad car positioning apparatus for positioning a railroad
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car, the railroad car having at least two axles spaced apart
along a longitudinal axis of the railroad car, each of the
at least two axles being provided with wheels on the opposing
ends thereo~, said railroad car positioning device apparatus
comprising: a carriage member; dog means mounted on said
carriage member; means for positioning said dog means and for
extending said dog means to at least a first position wherein at
least a portion of said dog means extends from said carriage
member to at least the height of the axle members of the railroad
car for contacting at least one of the axle members of the
railroad car; means for selectively positioning said dog means
and for extending at least a portion of said dog means to at
least either of a first position wherein at least a portion of
said dog means e~tends from said carriage member to at least the
height of the axle members of the railroad car for contacting at
least one of the axle members of the railroad car, and a second
position wherein at least a portion of said dog means is fully
disposed beneath the height of the axle members of the railroad
car; displacement means for displacing said carriage member in a
direction parallel to the longitudinal axis of the railroad car
and for exerting a force between at least a portion of said dog
means and at least one of the axle members of the railroad car
and for thereby moving the railroad car; and means for auto-
matically acquiring one of the at least two axles.
Yet another further aspect of the invention resides broadly
in a railroad car positioning apparatus for positioning a
railroad car, the railroad car having at least two a~les spaced
apart along a longitudinal axis of the railroad car, each of the
at least two axles being provided with wheels on the opposing
ends thereof, said railroad car positioning device apparatus
comprising: a carriage member; dog means mounted on said
NHL-SAI-S-17 5A
carriage member; means for positioning said dog means and for
extending said dog means to at least a first position wherein at
least a portion of said dog means ex-tends from said carriage
member to at least the height of the axle members of the railroad
car for contacting at least one of the axle members of the
railroad car; means for selectively positioning said dog means
and for extending at least a portion of said dog means to at
least either of a first position wherein at least a portion of
said dog means extends from said carriage member to at least the
height of the axle members of the railroad car for contacting at
least one of the axle members of the railroad car, and a second
position wherein at least a portion of said dog means is fully
disposed beneath the height of the axle members of the railroad
car; displacement means for displacing said carriage member in a
direction parallel to the longitudinal axis of the railroad car
and for exerting a force between at least a portion of said dog
means and at least one of the axle members of the railroad car
and for thereby moving the railroad car; electrical cable means
for providing electrical power at least to said carriage member;
conveyance means for directing said electrical cable means to
said carriage member; and said conveyance means further
comprising means for directing said electrical cable means to
said carriage member during displacement of said carriage member.
An additional aspect of the invention resides broadly in a
railroad car positioning apparatus for positioning a railroad
car, the railroad car having at least two axles spaced apart
along a longitudinal axis of the railroad car, each of the at
least two axles being provided with wheels on the opposing ends
thereof, said railroad car positioning device apparatus
comprising: a carriage member; dog means mounted on said
carriage member; means for positioning said dog means and for
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NHL-SAI-S-17 CA
extending said dog means to at least a first position wherein at
least a portion of said dog means extends from said carriage
member to at least the height of the axle members of the railroad
car for contacting at least one of the axle members of the
railroad car; means for selectively positioning said dog means
and for extending at least a portion of said dog means to a~
least either of a first position wherein at least a portion of
said dog means extends from said carriage member to at least the
height of the axle members of the railroad car for contacting at
least one of the axle members of the railroad car, and a second
position wherein at least a portion of said dog means is fully
disposed beneath the height of the axle members of the railroad
car; displacement means for displacing said carriage member in a
di.rection parallel to the longitudinal axis of the railroad car
and for exerting a force between at least a portion of said dog
means and at least one of the axle members of the railroad car
and for thereby moving the railroad car; and means for covering
at least a portion of said carriage member to protect said
carriage member from at least environmental hazards.
~ yet additional aspect of the in~ention resides broadly in
a railroad car positioning apparatus for positioning a railroad
car, the railroad car having at least two axles spaced apart
along a longitudinal axis of the railroad car, each of the at
least two axles being provided with wheels on the opposing ends
thereof, said railroad car positioning device apparatus
comprising: a carriage member; dog means mounted on said
carriage member; means for positioning said dog means and for
extending said dog means to at least a first position wherein at
least a portion of said dog means extends from said carriage
member to at least the height of the axle members of the railroad
car for contacting at least one of the axle members of the
NHL-SAI-S-17 CA
railroad car; means for selectively positioning said dog means
and for extending at least a portion of said dog means to at
least either of a first position wherein at least a portion of
said dog means extends from said carriage member to at least the
height of the a~le members of the railroad car for contacting at
least one of the axle members of the railroad car, and a second
position wherein at least a portion of said dog means is fully
disposed beneath the height of the axle members of the railroad
car; displacement means for displacing said carriage member in a
direction parallel to the longitudinal axis of the railroad car
and for exerting a force between at least a portion of said dog
means and at least one of the axle members of the railroad car
and for thereby moving the railroad car; sensing means for
producing an electrical signal when said carriage member is
displaced past at least one of the railroad car wheels; said
sensing means comprising means for counting the at least one of
the railroad car wheels; and means for covering at least a
portion of said sensing means to protect at least portion of said
sensing means from at least environmental hazards.
BRIEF DESCRIPTION OF THE DRAWINGS
The disclosure now turns to a detailed description of a
preferred embodiment of the invention, after first briefly
describing the accompanying drawings, wherein:
Figures la-lc each form part of a schematic plan view of the
basic components making up a railroad car positioner constructed
according to the present invention, and wherein Figures la-lc are
to be aligned at the ends with one another at the match lines X-X
and Z-Z indicated thereon;
Figure 2 is a partial plan view of a linear system of
hydraulic power c~linders, which also depicts the flow of
hydraulic fluid required for forward motion of a carriage
assembly disposed at the end of the system of cylinders;
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Figure 3 is substantially the same view as Figure 2, but
which also depicts the flow of hydraulic fluid required for
reverse motion of the carriage assembly;
Figure 4 is a plan view of a carriage assembly utilized in
the present invention, wherein axle dogs provided thereon are
shown in a fully raised position, and wherein a lock bar provided
thereon is shown in a locking position;
Figure 5 is an elevational view of the carriage assembly of
Figure 4, taken along the line V-V, wherein the axle dogs are
shown in their fully raised position;
Figure 6 is substantially the same view as Figure 3, but
showing the carriage assembly with the axle dogs in a fully
lowered position, and also showing the lock bar in a retracted
posi.tion;
Figure 7 is substantially the same view as Figures 5 and 6,
but showing the carriage assembly with the axle dogs in an
intermediate position between the fully raised and fully lowered
positions of Figures 5 and 6, respectively;
Figure 8 is a sectional elevational view taken along the
line VIII-VIII o~ Figure 4;
Figure 9 is an enlarged plan view of a rear portion of the
carriage assembly, showing in detail a set of axle dog position
sensors;
Figure 10 is an enlarged partial sectional, elevational view
taken along the line X-X of Figure 9;
Figure 11 is an enlarged plan view of a front portion of the
carriage assembly, showing in detail a set of lock bar position
sensors;
Figure 12 is an enlarged plan view of a rear portion of the
carriage assembly, showing a hydraulic pump and a hydraulic
reservoir provided thereon;
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Figure 13 is a plan view of a front portion of the carriage
assembly, showing a wheel counting assembly provided thereon;
Figure 14 is a detailed elevational view of the wheel
counter mechanism shown in Figure 13, taken along the line
Y~IV-XIV thereof;
Figure 15 is an end elevational view of the wheel counting
assembly shown in Figure 13, taken along the line X~-XV thereof,
with the addition of a railroad car wheel activating the counter
mechanism;
Figure 16 is a partial plan view of the carriage assembly,
showing an electrical power and control cable assembly provided
thereon;
Figure 17 is an end elevational view, taken along the line
XVII-XVII shown in Figure 16;
Figure 18 is an elevational view of a flexible power chain
and an associated cable tray therefor;
Figure 19 is a cross-sectional view of the flexible power
belt and cable tray of Figure 18, taken along the line XIX-XIX
thereof;
Figure 20 is an elevational view of an operator's panel
arrangement;
Figure 21 is a schematic block diagram depicting various
components of electrical and hydraulic control syste~s employed
in the present invention;
Figure 22 is a cross-sectional plan view of one of the
hydraulic power cylinders of the linear system of hydraulic power
cylinders shown in Figure 2; and
Figure 23 is substantially the same view as Figure 4, but
showing a set of cover plates disposed upon the carriage
assembly.
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DESCRIPTION OF THE PREFERRED EMBODIMENTS
STRUCTUR~:
Referring first to Figure la, a guide way 10, preferably
consisting of two parallel guide tracks, is disposed in between
and parallel to two rails 12 of a railroad track. The guide way
10 is preferably rigidly fastened to railroad ties 14. Steel ties
16 extend between and thereby brace the two parallel guide tracks
of the guideway 10. Preferably, the steel ties 16 are oriented
parallel to the railroad ties 14, and one steel tie 16 is located
between every second pair of adjacent railroad ties 14.
A series of hydraulic cylinders 18 is disposed between the
guide tracks of the guide way 10. The longitudinal axis of the
cylinders 18 is preferably oriented parallel with and midway
between the guide tracks of the guide way 10. Guide roller
brackets 20, which span the width of the guide way 10, are
provided for supporting the hydraulic cylinders 18. The guide
roller brackets 20 are preferably equipped with rollers 70 (see
Figure 2) which are set into and ride within recesses provided in
the parallel guide tracks of the guide way 10. The series of
hydraulic cylinders preferably includes a first cylinder 22 and a
last cylinder 26 (See Figure lb). Additionally, the series of
hydraulic cylinders 18 may also include at least one cylinder 24,
preferably five in number, disposed in series between the firs~
cylinder 22 and the last cylinder 26.
One end of the guide way 10, as shown in Figure la, is
designated as being the reverse travel end 28. At the reverse
travel end 28 of the guide way 10, a hydraulic power unit 30 is
disposed, preferably alongside and outside of the rails 12 of the
railroad track. The hydraulic power unit 30 is provided with
connecting hoses 32 and 34 which place it in fluid communication
with the first hydraulic cylinder 22.
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The hydraulic power unit 30, which may be a commercially
available component, includes an electric motor driving a fluid
pressurizing pump, valves to route the p~essurized fluid to
either of the connecting hoses 32 or 34, pressure and flow
control elements, and hydraulic fluid filters, all mounted on a
fluid reservoir of suitable volume. Such hydraulic power units
are well known in the art. An example of a similar hydraulic
power unit may be found in U.S. Patent 4,570,661, issued on
February 18, 1986 to Neale A, Chaplin.
As shown in Figure lb, connected to the last hydraulic
cylinder 26 in the series of cylinders 18, there is disposed a
carriage assembly 36. The carriage assembly 36 is preferably in
the form of a rectangular structure and is disposed between the
guide tracks of the guide way 10. The carriage assembly 36 is
equipped with wheels 78 and 82 (See Figure 4) which ride within
recesses provided within the guide tracks of the guide way 10.
Disposed on the guide tracks of the guide way 10 are a set of
limit switches 38-44. More particularly, on one side of the
guide way 10, progressing away from the direction of the reverse
travel end 28 of the guide way 10 (as shown in Figure la),
an end travel limit switch 38, a wheel detector limit switch 40,
and a creep limit switch 42 are preferably disposed. Directly
opposite this series of three switches 38-42, on the other side
of the guide way 10, a wheel clear limit switch 44 is located. A
power cable Junction box 46 9 to which power cables are connected
from other parts of the apparatus, is preferably located outside
of the rails 12 of the railroad track, in the vicinity of the
limit switches 38, 40 and 42. One preferred embodiment of the
invention includes a retractable wheel stop 48, located on one
rail 12, between the end travel limi~ switch 38 and the reverse
travel end 28 (as shown in Figure la) of the guide way 10.
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Pre~erably, -the apparatus according to the invention further
includes a cable tray 50 disposed parallel to and in between one
guide track of the guide way 10 and one rail 12. Another power
cable junction box 52, to which power cables are connected from
other parts of the apparatus, is preferably located outside of
the rails 12 near the midpoint of the ler.gth of the cable tray
50.
Referring now to Figure lc, the end of the guide way 10
shown there will be referred to herein as the forward travel end
54 of the guide way 10. The forward travel end 54 of the
guideway 10 is preferably located in a railroad car loading shed
56. Towards the forward tra~el end 54 of the guide way 10, a
creep limit switch 58 and an end travel limit switch 60 are
preferably located. Additionally, an operator's panel 62, which
has connectors which preferably control the entire apparatus, may
be located as shown near the forward travel end 54 of the guide
way 10.
Figures 2 and 3 provide a more detailed view of the series
of hydraulic cylinders 18. A fixed anchor plate 64, disposed
between the railroad track rails 12, has a connection bracket 66
on which the first hydraulic cylinder 22, herein referred to as
the anchor hydraulic cylinder, is pin-mounted. Preferably,
originating from an intermediate point along the anchor hydraulic
cylinder 22 are the hydraulic fluid connections 32 and 34 leading
to the hydraulic power source 30 shown in Figure la. The anchor
hydraulic cylinder 22, as well as the other cylinders 18, is
provided with a piston rod 68.
Preferably, connected in series wi~h the anchor hydraulic
cylinder 22, is at least one other hydraulic cylinder 26 of
similar construction. The anchor hydraulic cylinder 22 and the
at least one other hydraulic cylinder 26, are preferably
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interconnected by means of provided guide roller brackets 20,
which brackets have holes 71 with pins 73 inserted therein. The
roller brackets 20 span the width of the guide way 10 and
preferably include horizontal and vertical rollers 70 on either
side. The rollers 70 are set into the recesses of the guide way
10 in order to permit longitudinal movement of the series of
cylinders 18 within the rails 12 (See Figure la). The at least
one other hydraulic cylinder 18 is also provided with a piston
rod 68.
In an embodiment wherein more than two hydraulic cylinders
18 are employed, the cylinder located furthest from ~he anchor
cylinder 22 is the last cylinder. For purposes of illustration,
this last cylinder will be herein referred to as the carriage
cylinder 26. The carriage cylinder 26 is preferably connected to
a previous intermediate cylinder 24 by means of one of the guide
roller brackets 20 (see Figure lb). Additionally, the carriage
cylinder 26 is preferably connected to the carriage assembly 36
by being pin-mo~mted on a bracket 72.
The system of piping for transporting hydraulic fluid for
the extension and retraction of the hydraulic cylinders 18 is
also illustrated in Figures 2 and 3. As used herein, the "blind
end" of each hydraulic cylinder 18 shall be defined as that end
located or oriented towards the anchor plate 64. Likewise, the
"rod end" of each hydraulic cylinder 18 shall be defined as that
end located or oriented towards the carriage assembly 36.
The blind end fluid connection 32 and the rod end fluid
connection 34 are routed from the hydraulic fluid source 30 to
the anchor cylinder 22. On one side of the series of cylinders
18, a series of blind end hoses 74 distributes hydraulic fluid to
the blind end of each hydraulic cylinder 18. Likewise, a set of
rod end hoses 76, along the opposite side of the cylinders 18,
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dPlivers hydraulic fluid to the rod end, that is, the end where
the rod emerges, of each cylinder 18.
Figure 2 illustrates the hydraulic fluid flow which actuates
forward motion, which motion is defined in the drawing, by means
of the delivery of pressurized hydraulic fluid through the blind
end hoses 74 and the return of fluid through the rod end hoses
76. Conversely, Figure 3 illustrates the actuation of reverse
motion, which motion is also defined by an arrow in the drawing,
by means of the delivery of pressurized fluid through the rod end
hoses 76 and the return of fluid through the blind end hoses 74.
Referring now to Figure 4, the carriage assembly 36 includes
a structural frame supported by four preferably vertically
mounted wheels 78, for movement along the guide way 10 (See
Figure lb). One wheel 78 is positioned at each end of provided
carriage side bars 80. The side bars 80 also bear thereon four
additional horizontally mounted wheels 82, for guidance of the
carriage within the guide way 10, wherein one horizontal wheel 82
is mounted adjacent to each wheel 78. As used herein, the
forward end of the carriage assembly 36 shall be defined as that
end lacking an interconnecting hydraulic cylinder 18. Likewise,
the reverse end of the carriage assembly 36 shall be defined as
that end to which a hydraulic cylinder 18 is interconnected. It
will be u~derstood that the "forward end" and "reverse end" of
the carriage assembly 36 are correspondingly oriented towards the
forward travel end 54 and the reverse travel end 28,
respectively, of the guide way 10 (as shown in Figures lc and la,
respectively).
On the frame of the carriage assembly 36 are pusher dogs 88
and 90, as shown in Figures 4-8, which dogs are preferably
mounted on a single axle. The single axle pusher dogs consis~ of
a pair of forward dogs 88 and a pair of reverse dogs 90.
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~ s shown in Figure 5, both pairs of dogs 88 and 90 are
pivotally mounted to the carriage assembly 36 near the center
thereof by means of a rod 92, and are disposed to pivot about
this rod 92. Additionally, a holding pin 94 is disposed above
the rod 92, which interconnects the dogs 88 and 90 in such a way
that it causes the front dogs 88 to pivot independently of the
reverse dogs 90 up to a certain angle of separation between the
forward dogs 88 and the reverse dogs 90, this aspect of the
invention being discussed more fully below. The extending end of
each of the forward dogs 88 and the reverse dogs 90 is preferaDly
equipped with a rotatably mounted upper roller 96 and lower
roller 98.
In Figure 5, the dogs 88 and 90 are shown in a fully raised
position, flanking a railcar axle 100. As shown, a cable 102
runs from an intermediate point along the forward dogs 88, around
a guide wheel 104 mounted on the reverse end of the carriage
assembly 36, and hence to a piston rod 106 of a reverse end
hydraulic cylinder 86. The piston rod 106 and hydraulic cylinder
86 are preferabl.y mounted within the carriage frame ~etween the
axle dogs 88 and 90 and the guide wheel 104.
In Figure 6, the axle pusher dogs 88 and 90 are shown in a
fully lowered position within the carriage assembly 36. In this
position, the reverse dogs 90 lie substantially horizontally
along the bottom of the carriage assembly 36 and the forward dogs
88 lie collapsed on top of the reverse dogs 90~ In other words,
the forward dogs 88 and the reverse dogs 90 are only minimally
separated from each other and occupy a relatively compact space
within the s~ructure of the carriage assembly 36. This compact
arrangement of the dogs 88 and 90 gives the carriage assembly 36
a very low profile, thereby allowing for free, unhindered passage
of the carriage assembly 36 below the railroad car axles 100 and
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any protruding railroad car hopper attachments which may be
present in the working environment.
In Figure 7, the axle pusher dogs 88 and 90 are shown in an
intermediate position, in which the dogs 88 and 90 are not fully
raised. It may be seen that, in this position, the forward dogs
88 are preferably at a level substantially as high as or slightly
above the axle 100 and the reverse dogs 90 are preferably at a
level below that of the axle lO0.
Figure 8 is an enlarged elevational view, wherein the dogs
88 and 9Q are shown again in their ~ully raised position. Also
illustrated in Figure 8 is a preferred arrangement of a lock bar
110 and a locking slide 112 connected to the cylinder 84, as
shown in Figure 4. The loc~ bar 110, sitting in a notch 114 at
the base of the reverse dogs 90, supports the dogs 88 and 90
while the dogs 88 and 90 are in their fully raised position.
When the dogs 88 and 90 are not in the fully raised position
illustrated in Figure 8, the lock bar 110 is disposed in a
horizontal position some distance away from the dogs 88 and 90.
A ramp 116 is provided on the carriage assembly 36, which is
preferably located alongside one side thereof and which is
situated so as to guide the movement of the lock bar llO. As
shown in Figure ll, a substantially similar ramp 118 is disposed
substantially opposite the ramp 116 and on the opposite side of
the carriage assembly 36.
Figure 8 also shows, in greater detail, the interconnection
between the forward dogs 88 and the reverse dogs 90. As shown,
the holding pin 94 is disposed within a hole 120. The hole 120
passes through both pairs of dogs 88 and 90 and is of a greater
diameter than that of the holding pin 94. As discussed more
fully below, this construction permits first the raising of the
forward dog 88, followed by a subsequent raising of the reverse
dog 90,
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Referring now to Figure 9, position limit switches 122, 123
and 124 are preferably provided for determining the position of
the axle dogs 88 and 90, along with associated side push rollers
126 and 128 and lever 125. A plunger 130 is positioned between
the limit switches 122 and 124 and the lower end of one of the
reverse dogs 90.
Figure 10 shows, in elevational view, the plunger 130, one
side push roller 128 and one limit switch 122. It will be seen
that the plunger 130 is disposed to displace longitudinally
within a sleeve bearing 132.
As shown in Figure 11, position limit switches 134 and 136
are preferably provided for determining the position of the lock
bar 110. The limit switches 134 and 136 are positioned on the
carriage assembly 36, directly underneath the level of the path
of travel of the lock bar 110.
Figure 12 shows a hydraulic fluid reservoir 138 and a fluid
pump 140, preferably positioned at the reverse end of the
carriage assembly 36. The pump 140 is used for pumping and
extracting the hydraulic fluid between the reservoir 138 and the
cylinders 86 and 84 as shown in Figure 4. A fill cap 142, which
is disposed atop the reservoir 138, is provided for the addition
of hydraulic ~luid to the reservoir 138.
As shown in Figure 13, a railroad car wheel counting
assembly 144 extends outwardly from the forward end, that is the
left end, o~ the carriage 36 on one end of a cross-bar 146. The
assembly 144 preferably includes a protection cover 148, which
cover is disposed perpendicular to the cross bar 146.
As shown in Figure 14, the counting assembly 144 preferably
comprises a downwardly displaceable wheel 150 mounted on one end
of a pivoting cam 152. The pivoting cam 152, which has a
bevelled surface 154 at one end, pivots about a pin 156.
lg
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7J D f ~ ~ ~
Additionally, a limit switch 158 is disposed near the bevelled
surface 75 of the pivoting cam 152.
Figure 15 shows the displaceable wheel 150 of the counting
assembly 144 in relation to part of a railroad car wheel 160
positioned directly above the displaceable wheel 150
Also positioned on the carriage assembly 36, as shown in
Figure 16, on the side opposite that containing the counting
assembly 144, is an electric power and control cable assembly 162
for leading electrical cables 164 into the carriage assembly 36.
The assembly 162 is preferably supported on the side of the
carriage assembly 36 by the cross-bar 146 located at the forward
end of the carriage assembly 36 and an arm 166 located at the
reverse end of the carriage assembly. A wireway 168, disposed
substantially parallel to the si.de bar 80 of the carriage
assembly 36, runs between the outermost portions of the cross-bar
146 and the arm 166. ~dditionally, a mounting bracket 170 is
disposed at the protruding end o the arm 166.
A power chain 172, discussed in more detail below, carries
the cables 164 and terminates at the mounting bracket 170. The
cables 164 then continue, through a cable connector 174 and the
wireway 168. From there, the cables 164 enter the carriage
assembly 36.
As shown in Figure 17, the wireway 168 is supported
alongside one guide track of the guide way 10 and over the cable
tray 50, wherein part of the power chain 172 lies. Such a power
chain 172 and cable tray 50 are commercially available from the
Gleason Reel Corp. of Mayville, Wisconsin under the name
"Powertrak" J as well as from other vendors.
Figure 18 shows the positioning of the power chain 172 in
relation to the cable tray 50. It may be seen here that the
cable tray 50 preferably includes two sections 176 and 178,
preferably of equal length.
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~ ~f~ ~3
The power chain 172 is provided to allow the electrical
cables 164 to travel with the carriage assembly 36 and to
eliminate any physical problems which may otherwise be associated
with collecting and paying out the cables 164 during travel of
the carriage assembly 36. Consequently, the chain 172 is of an
appropriate length to be paid out or collected from the cable
tray 50 as the carriage assembly 36 moves in either direction.
At the midpoint of the tray 50, the chain 172 terminates at a
stationary mounting bracket 180, whence the cables 164 go out
through the bottom of the cable tray 50 and to the junction box
52 as shown in Figure lb. As mentioned above, the other end of
the chain 172 terminates at the movable moun~ing bracket 170
mounted on the carriage assembly 36.
When the carriage assembly 36 is at one end of its extent of
travel, the power chain 172 housing the cables 164 is completely
uncoiled. ~t this point, most of the power chain 172 lies flat
in the cable tray 50, except for the end mounted on the carriage
mounting bracket 170, where the power chain 172 is bent in the
manner of a hairpin in order to meet the carriage mounting
bracket 170. As the carriage 36, along with the movable mounting
bracket 170, moves towards the opposite carriage travel end, an
increasingly greater length of the power chain 172 doubles back
on itself and settles into the tray 50.
Figure 19 is an elevational cross-sectional view of the
section 176 of the cable tray 50. The cable tray 50 has kick
angles 182 to aid in the positioning of the power chain 172. When
the power chain 172 settles into section 176 of the tray 50, the
power chain rests and slides on support angles 270.
OPER~TOR'S PANEL:
_ _
Figure 20 shows a preferred arrangement of an operator's
panel 62, which may be used for both manual and automatic
NHL-SAI-S-17 CA
operation of a railroad car positioner according to the present
invention. Buttons for manual operation include start and stop
buttons 220 for the hydraulic drive unit 30. ~ control 198,
which is preferably in the form of a selector switch, activates
forward or reverse travel, and a potentiometer 200 controls the
speed of travel. Additionally, the pusher dogs 88 and 90 are
raised and lowered by means of buttons 196, and the locking bar
assembly 110 and 112 is activated and deactivated by buttons 206.
An indicator light 218 indicates activation of the hydraulic
power unit, lights 192 indicate when the carriage assembly 36 has
reached the limit of its travel in the two opposing directions of
travel, and lights 194 and 204 indicate the positional status of
the dogs 88 and 90 and the lock bar 112, respectively.
Controls for the automatic acquisition of a railroad car
axle include a selector switch 216, for the direction of
acquisition, and an acquisition cycle start button 212.
Additionally, an acquisition cycle stop switch 214 may be used to
interrupt the acquisition cycle at any time. An indicator light
210 indicates activation of the cycle sequence, and indicator
lights 208 indicate the completion of a cycle in a particular
direction of travel An indicator light 184 is activated when the
wheel counting assembly 144, on the carriage 36, detects a
railroad car wheel.
Further, the operator's panel 62 preferably includes
indicator lights 202, for indicating the status of the control
panel power, the carriage assembly oil level and temperature, the
carriage assembly oil filter, and the hydraulic power unit oil
level and temperature. A large emergency stop button 222 is
preferably provided for shutting down all power. An indicator
light 186 illuminates ln response to activation of either the
wheel clear limit switch 44 or wheel detector limit switch 40 as
NHL-SAI-S-17 CA
c ~ ,r~. ~
shown in Figure lb. Finally, in an embodiment of the invention
whlch includes wheel stops 48 (See Figure lb), buttons 190 for
the lowering and raising of the wheel stops 48 may be provided,
as well as indicator lights 188, for indicating the positional
status of the wheel stops 48. All circuitry is appropriately
wired from the controls and lights to appropriate parts of the
embodiments of the invention described herein, and this circuitry
defines appropriate means for carrying out the functions to be
performed by the apparatus as descri~ed herein.
CONTROL CIRCUITRY:
Figur 21 is a simplified schematic diagram of the preferred
electrical control circuitry and the main hydraulic fluid
connections utilized in the present invention. In general, a
main control unit 224 serves as a nucleus for the processing,
receiving, and transferring of electrical informatian. Included
within the main control unit 224 are motor starters, circuit
breakers, and, preferably, an industrial programmable logic
controller (or "PLC"). The operator's panel 62, as mentioned
earlier, sends commands from the operator in the form of
electrical signals to the main control unit 2~4, whence the
signals are processed and routed to the appropriate destinations.
Conversely, signals sent from various sensors throughout the
apparatus activate appropriate controls in the main control unit
224, and also activate appropriate indicator lights at the
operator's panel 62.
Communication from the maln control unit 224 to the
hydraulic power unit 30 includes electrical means for starting
and stopping the power unit 30, and for controlling the rate and
direction of hydraulic fluid flow therefrom or thereto.
The fluid connections 32 and 34 from the power unit 3Q to
the hydraulic cylinders 18 actuate either forward or reverse
NHL-SAI-S-17 CA
motion of the carriage assembly 36. Preferably, at leas~ a pair
of limit switches 226 disposed at various locations within the
power unit 30 serves to indicate the status of the internal
components of the power unit 30 by the activation of the
appropriate indicator lights 202 on the operator's panel 62, as
shown in Figure 20, and as was discussed earlier. Additionally,
the limit switches 22~ provide for a shutting down of the power
unit 30, in the event that a given control limit, such as the
fluid reservoir level, has been exceeded.
The creep limit switches 42 and 58 provide for deceleration
of the carriage assembly 36 by signalling the control unit 224
and the hydraulic power unit 30 to supply less hydraulic fluid to
the hydraulic cylinders 18. Likewise, the end travel limit
switches 38 and 60 are provided to completely stop motion of the
carriage assembly 36, by signalling the control unit 224 and the
hydraulic power unit 30 to completely cease supplying the
hydraulic cylinders 18 with hydraulic fluid.
Communication from the main control unit 224 to the axle
pusher dogs 88 and 90, and to the lock bar assembly 110 and 112,
includes electrical means for controlling the hydraulic pump 140
and the hydraulic reservoir 138 of the carriage assembly 36, to
achieve results similar to those discussed immediately above for
the main hydraulic power unit 30. Therefore, the control unit
224~ by way of the carriage hydraulic pump 140, is able to
control the rate and direction of hydraulic fluid flow from or to
the carriage hydraulic reservoir 138. A hydraulic fluid
connection 228 supplies hydraulic fluid to the axle dog hydraulic
cylinder 86, and another hydraulic fluid connection 230 supplies
hydraulic fluid to the lock bar hydraulic cylinder 84. Both
hydraulic cylinders 86 and 84 are, therefore, then able to
actuate motion of the axle dogs 88 and 90 and of the loc~ bar
24
~~ N~L-SAI-S-17 CA
assembly llO and 112, respectively, in a manner described in more
detail below.
The limit switches 122, 123 and 124 indica~e the positions
of the axle dogs 88 and 90, and the limit switches 134 and 136
indicate the positioning of the lock bar 110. The limit switches
122, 123 and 124 also serve to stop movement of the axle dogs 88
and 90 and, likewise, the limit switches 134 and 136 also serve
to stop movement o~ the lock bar assembly 110 and 112.
As mentioned above, one preferred embodiment of the
invention may include at least one retractable wheel stop 48, for
preven~ing any drift of a railroad car. In such a case,
communication from the main control unit 224 to the wheel stop 48
preferably includes electrical means for lowering and raising the
wheel stop 48. Additionally, position limiL switches 232 are
preferably provided to detect the position an~ cease the movement
of the wheel stop 48. The position of the w~eel stop 48~ as
detected by the limit switches 232, activates t~e appropriate
indicator light 188 on the operator's panel 62 (See Figure 20).
Further, the wheel detector limit switch 40, which is situated
between the creep limit switch 42 and the end travel limit switch
38 at the reverse travel end 28 of the guide way 10 is preferably
actuated by a cam provided on the carriage assembly 36. Also,
the wheel clear limit switch 44, which is situated on the
opposite side of guide way 6 from wheel detector limit switch 40
is actuated by a railroad car wheel flange, when the carriage
assembly 36 is moving a railroad car. Both limit switches 40 and
44 are used to detect wheel clearance for the wheel stop 48 to be
raised or lowered. Either limit switch 40 or 44, when activated,
will illuminate the "wheel clear" indicator light 186 on the
operator's panel 151 (See Figure 20).
NHL-SAI-S-17 CA
As mentioned above, the control circui~ry of the main
control unit 224 is programmable. This implies that the control
circuitry may be programmed and customized in a way that best
suits the needs of the user. In one preferred embodiment, the
control circuitry 224 is preferably a "SLC 150" industrial
programmable controller.
OPE~ATION-
-
In operation of the railroad car positioner according to the
present invention, it is first assumed that a string of railroad
cars has been positioned on the railroad track such that at least
the first car slated for acquisition is located at a point within
the travel range of the carriage assembly 36. For manual
acquisition of an axle 100, the carriage assembly 36 must first
be moved to a position, as shown in Figure 6, under the axle 100
desired for acquisition. Preferably, the axle 100 desired for
acquisition will be either the first or ~hird axle of the
railroad car.
Referring now to Figure 2, if such acquisition requires
forward motion of the carriage assembly 36, then a quantity of
pressurized fluid is delivered from the hydraulic power unit 30
by way of the fluid connection 32 to the blind end of the anchor
cylinder 22. Such fluid delivery actuates outward extension of
the piston rod 68 of the anchor cylinder 22.
If acquisition of an axle 100 requires reverse motion of the
carriage assembly 36 then, as seen in Figure 3, a quantity of
pressurized fluid is delivered from the hydraulic power unit by
way of the fluid connection 34 to the rod end of the anchor
cylinder 22. Such fluid delivery then actuates retraction of the
piston rod 68 of the anchor cylinder 22.
Referring now to Figure 22, it will be seen that one
hy~raulic cylinder of the series of hydraulic cylinders 18
26
~~ NHL-SAI-S-17 CA
includes a piston 232 positioned within an outer cylinder wall
234. The piston rod 68 (see Figure 2) comprises a central
cylindrical chamber 236, a concentric annular chamber 238 and an
outer wall 240. The space between the piston rod wall 240 and
the cylinder wall 234 forms an outer annular chamber 242. A
plurality of sealing rings 243 are circumferentially disposed
within the outside perimeter of the piston 232. Other sealing
rings are disposed about the end of the piston rod wall 240 at
the end opposite the piston 2320 Finally, at least one orifice
244 is disposed through the piston rod wall 240 and permits the
flow of hydraulic fluid between the piston rod annular chamber
238 and the outer annular chamber 242. It should be noted that
the chambers 236, 238 and 240 are filled with hydraulic fluid at
all times.
For forward motion or extension of the piston rod 68, a
quantity of hydraulic fluid is caused to flow through the blind
end fluid connection 32 to the central cylindrical chamber 236.
As part of this action, a certain quantity of fluid presses
against an annular surface 246 indented in the piston 232,
thereby causing the piston head 232, and therefore the piston rod
68, to move forward. At the other end of the piston rod 68, a
quantity of hydraulic fluid continues through a hydraulic fluid
connection 248 to the next cylinder. Additionally, the forward
movement of the piston 232 causes the size of the outer annular
chamber 242 to decrease and thereby forces hydraulic fluid in the
outer annular chamber 242 to flow out of the cylinder 22 through
the fluid connection 34 back to the hydraulic power unit 30 (See
Figure la).
For reverse motion or retraction of the piston, a quantity
of hydraulic fluid is caused to flow through the rod end fluid
connection 34 to the piston rod annular chamber 242. The
N~L-SAI-5-17 CA
~ r
incoming fluid then presses against an annular surface 2~0,
thereby causing the piston 232, and therefore the piston rod 68,
to move rearward. At the other end of the piston rod 68, a
quantity of hydraulic fluid continues through a hydraulic fluid
connection 252 to the next cylinder. Additionally, the rearward
movement of the piston 232 causes a quantity of hydraulic fluid
to flow out of the cylinder 22 through the fluid connection 32
back to the hydraulic power unit 30 (See Figure la)
It should be understood that the process of extending and
retracting the piston 68 in an intermediate cylinder or in the
carriage cylinder 26 is substantially similar to the process
described above. The main difference in this regard is that the
intermediate cylinders 24 and the carriage cylinder 26 are
supplied with hydraulic fluid not by the hydraulic fluid
connections 32 and 34, but by the cc~,necting hoses 74 and 76
which connect the cylinders 18 in series (See Figure 2).
Fundamentally, automatic acquisition of a railroad car axle
100 (See Figure 6) is carried out in much the same way as that of
manual acquisition, the primary difference being a procedure for
automatic location of the railroad car axle 100 to be acquired.
Activation of the automatic acquisition cycle start button 212 on
the operator's panel 62 (See Figure 20) initiates an automatic,
pre~programmed sequence of actions to be carried out by the
railroad car positioner. Preferably, the cycle of automatic
acquisition is initiated only if an axle 100 has already been
acquired manually. Subsequently, primarily in reference to
Figure 4, the sequence of actions making up the automatic
acquisition cycle preferably comprises the steps of: returning
the lock bar 112 to its rest position; lowering the dogs 88 and
90; actuating motion of the carriage assembly 36 in the direction
desired; counting four wheels by means o~ the counting assembly
NHL-SAI-S-17 CA
144; stopping motion of the carriage assembly 36 at the fourth
axle; and grasping the axle 100 by raising the dogs 88 and 90
first to their intermediate position (See Figure 7) and then, as
described earilier, to their raised position (See Figure 5); and
re-activating the lock bar 110. The fourth axle, in either
direction from the previous axle acquired, is generally
preferably chosen in the automatic acquisition cycle because it
occupies the same relative position on an adjacent railroad car
as the position occupied by the previous axle acquired on the
previous railroad car.
Referring now to Figures 14 and 15, as the counting assembly
144 passes under a railroad car wheel 160, the counting wheel 150
is displaced downwardly, causing the cam 152 to pivot. This
pivoting motion causes a bevelled surface 15~ on the opposite end
of the cam 152 to engage the limit switch 158. In addition to
producing signals to count the number of railroad car wheels 160,
the limit switch 158 also produces an electrical signal which
activates the "axle detected" indicator light 184 on the
operator's panel 62 (See Figure 20). Once the appropriate number
of railroad car wheels 160 (and, therefore, axles) has been
counted, motion of the carriage assembly 36 is terminated.
The disclosure now turns to aspects of the operation of the
railroad car positioner, once the carriage assembly 36 has been
positioned under the axle 100 desired for acquisition. Figure 9
shows a simplified overview of the preferred system of limit
switches used in association with the axle pusher dogs 88 and 90.
In general, the plunger 130, extending from one reverse dog 90
back towards the limit switches 122 and 124, is disposed so as to
be displaced in response to movement of the forward dogs 88.
Such a displacement of the plunger 130 will then actuate physical
deflection of the side push rollers 126 and 128 in a manner
~q
~ `:
N~L-SAI-S-17 CA
described in more detail below. With the dogs 88 and 90 in their
fully lowered position, the plunger 130 is not in contact with
either of the switches 122 or 124.
~ s shown in Figure 7, the cable 102 is connected to an
intermediate point 108 along the length of the forward dogs 88.
The agle dogs 88 and 90 are therefore pulled up into their
intermediate position as the piston 106 retracts bac~ into the
cylinder 86 and pulls on the cable 102. The dogs 88 and 90 are
preferably arranged such that, initially, the forward dogs 88 are
raised independently of the reverse dogs 90. However, once the
forward dogs 88 have been raised adequately to afford a required
angular separation between the forward dogs 88 and the reverse
dogs 90, the pivot pin 94 engages the side of the hole 120 (See
Figure 8). Subsequently, the forward dogs 88 and reverse dogs 90
move in tandem, maintaining a constant angle of separation. The
axle dogs 88 and 90 are held in the intermediate position to
allow the reverse dog 90 to move under the axle 100.
Referring now to Figure 9, as the dogs 88 and 90 are raised
into their intermediate position, the plunger 130 is pushed
rearward to contact side push roller 126, pushing in the roller
126 to contact the limit switch 122. The limit switch 122
thereby produces an electrical signal which activates the
appropriate dog position indicator light 194 at the operator's
panel 62 (See Figure 20).
Now, referring again to Figure 7, with the dogs 88 and 90 in
their intermediate position, the carriage assembly 36 moves
forward under the axle 100. The forward dog 88 then comes into
contact with the axle 100. Through continued forward motion of
the carriage assembly 36, the tandem ensemble of the forward dogs
88 and reverse dogs 90 pivots about the contact point of the
forward dogs 88 and the axle 100. Consequently, as may be seen
`~ NHL-SAI-S-17 CA
) r~ ~
in Figure 5, the reverse dogs 90 are caused to raise to a level
equal with that of the forward dogs 88. At this point, either
the forward dogs 88 or the reverse dogs 90 are in a position to
come into contact with the axle 100 and, therefore, to move the
railroad car. During the transition of the dogs 88 and 90 from
the intermediate position to the fully raised position, the cable
102, initially taut, becomes slack.
Also, as can be seen in Figure 9, while the dogs 88 and 90
are being raised into their fully raised position, the plunger
130 is pushed further rearward, allowing the side push roller 126
to re~urn to its original protruding position. The plunger 130
then contacts the side push roller 128, pushing in the roller 128
into contact with the limit switch 124. The limit switch 124
thereby produces a signal which activates the appropriate dog
position indicator light 194 at the operator's panel 52 (See
Figure 20).
Referring now to Figure 4, with the dogs 88 and 90 in their
fully raised position, a piston rod 254, extending from the
cylinder 84, pushes the ensemble of the locking slide 112 and the
lock bar 110 along the pair of inclined ramps 116 and 118 mounted
on the carriage assembly side bars 80. Motion of the lock bar
110 stops at a locking position in the notch 114 in the reverse
dogs 90. ~onversely, retraction of the piston 254 back into the
cylinder 84 causes the lock bar 110 to move from its locking
position back into a retracted position at the forward end of the
carriage assembly 36.
As shown in Figure 11, when the lock bar 110 is in its
retracted position, the limit switch 134 is engaged by an arm 256
of the locking slide 112. As the lock bar 110 is moved rearward
by the locking slide 112, the limit switch 134 is released. When
the lock bar 110 reaches its locking position, another arm 258 of
NHL-SAI-S-17 CA
the locking slide 112 engages the limit switch 136. Each of the
limit switches 134 and 136 produces an electrical signal, which
signals serve both to cease motion of the lock bar 110 and to
activate the appropriate l~ck bar position indicator light 204 at
the operator's panel 62 (See Figure 20).
With the axle pusher dogs 88 and 90 in their raised position
around axle 100, as shown in Figure 5, the forward dogs 88 are
then able to effect a forward motion of the railroad car and the
reverse dogs 90 are able to effect a reverse motion of the
railroad car, both upon appropriate motion of the carriage
assembly 36. Depending on the distance that ~he axle 100 is
positioned above the carriage assembly 36, either or both of the
upper rollers 96 and the lower rollers 98 will remain in physical
communication with the railroad car axle 100 as the railroad car
is being moved.
Once the railroad car has been moved to its desired
destination, the dogs 88 and 90 are returned to their lowered,
resting position. Typically, the lock bar 110 and locking slide
112 return to their retracted positions. Then, the carriage
assembly 36 moves in reverse and, conversely to the procedure for
grasping an axle 100 described above, the dogs 88 and 90 are then
able to return to their intermediate position. Finally, the dogs
88 and 90 are lowered back into their original, fully lowered
position.
Referring once again to Figure 9, as the dogs 88 and 90 are
lowered, the plunger 130 moves back towards its original resting
position, thereby releasing the side push roller 128, pushing in
the side push roller 126, and releasing the side push roller 126.
When the dogs 88 and 90 are fully lowered, the limit switch 123
is activated by the lever 125 and an electrical signal is
produced which activates the appropriate indicator light 194 at
the operator's panel 62 (~ee Figure 20).
32
NHL-SAI-S-17 CA
S ~ 6,~
It will be appreciated from the description of the carriage
36, set forth above, that the carriage 36 is a self-contained
unit having its own hydraulic pump with a motor 140 and hydraulic
fluid reservoir 138. All of the switches, solenoids, etc. T~hich
are provided in the carriage 36 are in electrical communication
with the main control unit 224 which, as noted above, preferably
includes a programmable logic controller (i.e., a "PLC") which
has been programmed, by means well understood by those of
ordinary skill in the art, to provide the functional operation
detailed herein. Additionally, all of the switches, controls,
indicator lights, etc. provided on the operator's panel 62 are in
electrical communication with the main control unit 224 and the
PLC contained therein.
In the embodiment described above, the operator controls the
speed and direction of movement of the carriage 36 via a selector
switch 198 (for selecting either forward or reverse movement) and
a potentiometer 200 (for controlling the speed of movement of the
carriage 36). Alternatively, a so-called "joystick" control
could be employed to the same effect. In such case, the speed of
the carriage 36, from zero to maximum, would preferably be a
function of the deflection of the joystick handle from its zero
point, and the direction of movement of the carriage 36 would
depend upon the direction of such deflection (e.g., up vs. doT~n
or right vs. left).
When the apparatus is placed in the "auto acquisition" mode
described above, the direction selector switch 198 and the
potentiometer 200 (or, alternatively, the joystick) and all other
of the operator's controls (excepting the emergency stop button
222 and the automatic acquisition cycle stop button 214) are
deactivated, and the movement of the carriage 36 is then
controlled by the PLC included within the main control unit 224.
MHL-SAI-S-17 CA
As discussed above, the "auto acquisition" cycle is
initiated with the carriage 36 locked onto an axle of a railroad
car. In a particularly preferred embodiment of the invention,
the PLC provided in the main control panel 224 is appropriately
programmed so as to allow movement of the carriage 36,
selectively, at any one of four preselected speeds, for example,
a fast forward speed, a slow forward speed, a fast reverse speed
and a slow reverse speed. In this embodiment, upon depression of
the "start automatic acquisition" button 212, the carriage 36
moves at a "forward slow" speed to remove pressure from the lock
bar 110. The lock bar 110 is then retracted, and the carriage 36
moves, at "reverse slow" speed, to rotate the dogs 88 and 90 to
the "intermediate" position described above. The carriage 36
then stops, and the dogs 88 and 90 are retracted to their "fully
lowered" positions. Thereafter, the carriage 36 then travels, at
a "fast" speed in the appropriate direction (either forward or
reverse). As each wheel of the railroad car is passed, the "axle
detected" light 184 is illuminated, and the PLC provided in the
main control panel counts the axles which have been thus
detected. In this preferred embodiment of the invention, once a
third axle has been detected and passed, the PLC then shifts the
carriage 36 to a "slow" speed and stops the carriage 36 at the
fourth axle from the previous positioning of the carriage 36.
The PLC then raises the dogs 88 and 90 to their "intermediate"
positioning as described above. The PLC then causes the carriage
36 to move at the "forward slow" speed to erect the dogs 88 and
90 to the fwlly "raised" position described above. At this
point, the PLC causes the lock bar 110 to engage and lock the
dogs 88 and 90 on opposing sides of the newly acquired axle, and
the cycle is complete.
34
NHL-SAI-S-17 CA
~ ,?~ J
The above process may be modi~ied by causing the PLC to
shift the carriage 36 at a "fast" speed all the way to the fourth
axle, instead of shifting the speed of the carriage 36 to "slow"
once the third axle has been passed.
The four preselected speeds discussed above are preferably
adjustable, by appropriate programming of the PLC, as well as
understood by those of ordinary skill in the art, to meet various
system and environmental requirements.
Preferably, each movement of the carriage 36 is preceded by
a 5 second start delay, during which time, preferably, a warning
device (for example, a horn and/or a flashing light) is
activated. Preferably, these warning devices remain energized
until all movement of the carriage 3~ ceases.
The operator's panel 62 is preferably provided with some
type of a "track obstruction'1 indicator light. Preferably, this
indicator light is illuminated any time the dogs 88 and 90 are
raised (e.g., are not in their fully lowered position).
A railroad car positioning apparatus constructed according
to the invention as described herein offers a number of
significant advantages. Among these are the following:
- The operator is informed at all times about the status
and activities of the apparatus by the indicator lights provided
on the operator's panel 62.
- The railroad car wheel detector can be provided as either
a limit switch which is tripped, or a proximity switch.
- Since it detects and counts axles, the apparatus
automatically adjusts for railroad cars of differing lengths.
- The extent of travel of the carriage 36 is easily
adjustable and/or modifiable by changing the number and/or the
displacement strokes o~ the hydraulic cylinders 18.
NHL-SAI-S-17 CA
:~J~"~.~g~:~
- Since the apparatus is provided with two dogs 88 and ~0
which are positionable on opposing sides of a railroad car axle,
the apparatus effects a positive positioning of a railroad car
and can either start or stop a railroad car or a string of
railroad cars.
- The apparatus can extend across track scales (e g.,
weighing devices) commonly encountered at loading sites.
- The apparatus can be employed on~ preferably, either the
first or third axle of a railroad car.
- The apparatus can function under an operator's manual
control or in an automatic mode provided by appropriate
programming of a commonly available PLC.
- The apparatus can be employed to either push or pull
railroad cars past a given point, for example, a scale or loading
area.
- The apparatus can be employed to push railroad cars,
without using the lock bar 110 described above. For example, the
apparatus can be employed to push railroad cars away from a
scale.
It will be further appreciated from the description of the
carriage 36 set forth above that all electrical and hydraulic
components necessary for the actuation of the mechanical
components of the carriage 36 are built into the structure of the
carriage 36. It should also be noted that, despite the
intricacies of the layout of the electrical and hydraulic
components therein, it is still possible to afford a high level
of precision and versatility in the control and moni~oring of the
electrical and hydraulic components, and to do so with minimal
difficulty from a remote location. As was described in detail
above, these advantages are afforded by the preferred arrangement
of the operator's panel 62 and the main control unit 224.
NHL-SAI-S-17 CA
r r r2 ~ r)
Additionally, substantially all electrical and hydrauli~
components of the carriage 36 are covered and thereby protected
from the environmen~. A cover plate 260 on the reverse end of
the carriage 36, as seen in Figure 23, shelters the axle dog
hydraulic cylinder 86, the hydraulic flow reservoir 138, the
carriage hydraulic fluid pump 140 and the axle dog position limit
switches 122 and 124. A cover lid 262 and the provided fill cap
142 are disposed to allow access to the hydraulic fluid reservoir
138. Another cover lid 264 allows access to the hydraulic fluid
pump 140.
Another cover plate 266 on the forward end of the carriage
36 shelters the lock bar limit switch 134 and the lock bar
hydraulic cylinder 84. Additionally, a cross brace 268 shelters
the lock bar limit switch 136.
As was discussed earlier, the railroad car wheel counting
assembly 144 is preferably provided with the protection cover
148, which cover shelters the limit switch 158 therein.
The reference numerals from one figure are used on o~her
figures and generally have the same significance in the various
figures.
All, or substantially all, of the components and methods of
the various embodiments may be used with at least one embodiment
or all of the embodiments, if any, described herein.
The details in the patents, patent applications and
publications may be considered to be incorporable, at the
applicant's option, into the claims during prosecution as further
limitations in the claims to patentably distinguish any amended
claims from any applied prior art.
The invention as described hereinabove in the context of the
preferred embodiments is not to be taken as limited to all of the
provided details thereof, since modifications and variations
37
NHL-SAI-S-17 CA
~ s; ;~
thereof may be made without departing from the spirit and scope
of the invention.
