Railway rolling stock – Trucks – Lateral motion
Reexamination Certificate
1999-02-22
2001-09-11
Morano, S. Joseph (Department: 3617)
Railway rolling stock
Trucks
Lateral motion
C105S433000
Reexamination Certificate
active
06286435
ABSTRACT:
BACKGROUND
The present invention relates to railway vehicles for transporting long loads and, more particularly, to a railway vehicle having a depressed central portion and an assembly mounted in the depression which can horizontally and vertically shift at least a portion of a long load carried by the vehicle.
Conventionally, railway transport vehicles commonly referred to as “Schnabel” cars have often been employed to transport very large or heavy loads over the railways. In a Schnabel car arrangement the load is carried between two Schnabel cars. The two Schnabel cars are able to position the load low to the track by dispensing with the need for a car directly under the load. The load itself is suspended over the tracks as it is connected between each of the Schnabel cars. Each ends of the load is connected to mounting portions on each car of the Schnabel cars. The mounting portions are generally positioned as low to the track as feasible for the load being carried. Schnabel cars conventionally require that the load being carried transmit compressive forces between the two cars of the arrangement. Some examples of Schnabel type cars are disclosed in U.S. Pat. Nos. 4,041,879 to Cockrell; 4,160,420 to Hackbarth et al.; 4,164,906 to Nieviarovski and 4,341,494 to Fedele. Cockrell and Fedele also disclose that, instead of the load being suspended with nothing between the bottom of the load and the tracks, there can be a support platform or carrier bars connected between the lower mounting portions of each of the Schnabel cars. The load can then be supported on the platform or bars. Fedele, additionally discloses that the load may be shifted laterally during transport to avoid obstructions along the tracks and also to maintain a desired pivot center to avoid overloading of the outside set of wheels of the cars. Hackbarth further discloses that the load can be vertically raised or lowered as well as shifted laterally in order to accommodate obstructions along the tracks during transport.
However, in each case the solution to keeping the load low to the tracks has been to use Schnabel type cars whereby the load, or a load supporting member, is suspended low over the tracks. Additionally, if the capability to raise, lower or laterally shift the load is desired, each half of the Schnabel car arrangement would have to be equipped with the appropriate equipment to performing the lifting/shifting functions. An example of such equipment is disclosed in Fedele referred to above. Furthermore, with the Schnabel car arrangements, the load being transported is normally required to be subjected to, and to transfer, compression forces between the two Schnabel cars.
Besides the object being transported having to bear compression loads, there is a practical maximum length of an object which can be transported by Schnabel cars. This is because in very long loads having a large length to height ratio, the compression forces transmitted by the load are inadequate to balance the torque created at the mounting points between the load and the Schnabel cars. Consequently, Schnabel cars can be unsuitable for transporting long loads which have a low profile.
It has also been known to transport very long loads, for example, on flat bed railway transport vehicles. A flat bed car can be a span bolster carried on multiple truck assemblies. An example of such is a twelve axle rail vehicle as disclosed in commonly owned co-pending U. S. patent application Ser. No. 08/816,388, which is hereby incorporated herein by reference. However, flat bed vehicles can have problems providing a low enough carrying height for the long load. Additionally, since multiple flat bed cars can be required for a very long load, equipment for laterally shifting the load on the bed of the cars can be necessary for the train to avoid obstructions and negotiate turns along the transport route. Also, even where conventional equipment has been employed on the flat beds for lifting or shifting the load, there have can be problems providing a stable, secure manner of shifting the load. If stability is not maintained, the load can actually become dislodged off of the rail vehicle which can result in injury to others, damage to the load and delays for other rail vehicles along the route.
Accordingly, there is a need for a railway transport vehicle and apparatus for transporting long loads along railways which can provide a relatively low transport height which can securely adjust portions of the long load both laterally and vertically to negotiate turns and avoid obstructions along the railway route. Furthermore, such transport should not require the object transported to bear compressive forces.
SUMMARY
A rail vehicle and apparatus for transporting a long load according to the invention can be a flat car having a depressed bed portion and raised bed portion with a lift and shift apparatus mounted in the depressed portion for vertically and laterally adjusting the position of a long load being transported thereon. Generally, two such vehicles can be employed, typically near opposite ends of the long load, for supporting portions of the long load on the rail vehicles.
The lift and shift apparatus can include a lifter/shifter mechanism provided on the car body of each rail vehicle, preferably in a depressed bed portion thereof. Hydraulic cylinders can be mounted between the car body and the lifter/shifter for vertically adjusting the long load by raising or lowering it on the bed. An adapter receiver can be provided adjacent the lifter/shifter and can be slideable relative thereto. The slideable connection can permit lateral adjustment capability. Next, a saddle adapter can be provided adjacent the adapter receiver and can be rotatable relative thereto. The rotational connection can permit the long load some freedom to rotate as needed to facilitate negotiation of turns along the transport route. Hydraulic cylinders can be connected horizontally between side portions of the saddle adapter and side portions of the lifter/shifter to implement lateral adjustment of the long load. A saddle can be provided which can have one end configured to connect to a portion of the long load and an opposite end configured to connect to the saddle adapter. The lifter/shifter can also have a channel provided, wherein the adapter receiver can be slideably received. As the hydraulic cylinders move the saddle adapter it can slide laterally within the channel. In addition, friction reducing bearing pads can be provided on the bottom and sides of the adapter receiver and in the channel for facilitating the sliding lateral movement. Also, pins can be provided for locking the adapter receiver and the lifter/shifter in the laterally shifted positions. Similarly, a spacer bar can be provided for insertion between the lifter/shifter and the car body to block the long load in a vertically adjusted position in case the hydraulic cylinders should malfunction.
REFERENCES:
patent: 3207087 (1965-09-01), Goby
patent: 3245358 (1966-04-01), Schieler
patent: 3704670 (1972-12-01), Dobson et al.
patent: 3911830 (1975-10-01), Adams
patent: 3942453 (1976-03-01), Stabel et al.
patent: 3977694 (1976-08-01), Nordstrom
patent: 4041879 (1977-08-01), Cockrell
patent: 4160420 (1979-07-01), Hackbarth et al.
patent: 4164906 (1979-08-01), Nieviarovski
patent: 4341494 (1982-07-01), Fedele
patent: 4780033 (1988-10-01), Walda et al.
patent: 5579698 (1996-12-01), Lis et al.
Kassab Gabe M.
Odden Jon
Buchanan Ingersoll P.C.
Kasgro Rail Corp.
McCarry, Jr. Robert J.
Morano S. Joseph
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