US1586783A - Ophthalmic lens - Google Patents

Description

June 1 1926.

O. L. COFFEY DROP PIT MECHANISM FOR UNWHEELING LOCOMOTIVES 4 Sheets-Sheet 1 Filed Jan. 10, 1925 June 1 1926.

O. L. COFFEY DROP PIT MECHANISM FOR UNWHEBLING LOCOMOTIVES 4 Sheets-Sheet 2 Filed Jan. 10, 1925 June 1 1926. 1,586,783

0. coFFEY DROP PIT MECHANISM FOR UNWHEELING LOCOMOTIVES Filed Jan. 10, 1925 4 Sheets-Sheet s June 1 1926.

O- L. COFFEY DROP PI'I' MECHANISM FOR UNWHEELING LOCOMOTIVES 4 Sheets-Sheet 4 Filed Jan. 10 1925 Patented June 1, 1926.

OSCAR L. COI'I'EY, OI HARVEY, ILLINOIS,

ABBIGNOB '10 WRITING CORPORATION, OF

HARVEY, ILLINOIS, A CORPORATION OI ILLINOIS.

DROP-PIT MECHANISM FOR Application filed January This invention relates to so-called drop pits for removing heavy wheels from vehicles of various kinds, specifically railroad locomotives. One object of the invention is to provide a pit construction and Wheel carrying mechanism operating therein adapted to take a pair of wheels from a vehicle, such as a locomotive, and replace them upon another adjacent track in such a position and condition that they can be rolled away for work to be done upon them.

The invention consists in mechanism capable of attaining the foregoing and other objects, which can be comparatively easily and cheaply made, which is satisfactory in use and is not readil -liable to get out of order, and particular y in such a device in which the vertical travel of the lifting mechanism is comparatively short thereby mak ing a very shallow pit possible :a very essential feature where the equipment is installed on low more or less damp ground.

Referring to the drawings in which like numerals designate the same parts throughout the several views:

Figure 1 is a plan view of mechanismillustrating this invention in its preferred form.

Figure 2 is a sectional view of a it on the line 22 of Figure 1, the whee handling mechanism of this invention therein being shown in side View.

Figure 3 is an end view, taken on the irregular line 3-3 of Figure 1.

Figure 4 is an end view on the line 4-4 of Figure 1.

Figure 5 is a plan view of the track situation, particularly the vicinity of a round house having this invention applied thereto.

Figure 6 IS an elevation on the line 66 of Figure 5.

In the specific embodiment of the invention of Figures 5 and 6, two sets of more or less parallel, se arated railroad tracks 10 and 12 are laid su ciently far apart so that the locomotive or other vehicle whose wheels are to be handled can traverse one track and the wheels can, when removed to the other track, be moved away from the proximity of the vehicle.

Across these tracks in a suitable gap there in provided for the purpose is dug or otherwise formed an elongated pit 14, preferably but not necessarily 0 on having the bottom surface 16 sufficient y below the level of UNWHEELING Locouo'rrvns. to, 1m. sum No. 1,517.

tracks 10 and 12 so that the wheel manipulating ap aratus hereafter described can, when loa ed with vehicle-locomotive wheels 18, as shown at the left hand end of Figure 6 travel along suitable transverse tracks 20 on the bottom 16 of the pit 14 from one track, as 10, to the other track, as 12. In the particular case here illustrated, the pit 14 is curved about the center, below Figure 5, at which tracks 10 and 12 meet. If tracks 10 and 12 were really parallel pit 14 would be straight and at ri ht angles thereto.

The vehicle whefi transporting mechanism used in pit 14 is carried on four wheels 22, adapted to traverse track 20. These wheels are arranged in pairs on the opposite ends of shafts 24 journaled in bearing blocks 26 having horizontally extending flanges 28 perforated so that the can reciprocate vertically freely on bo ts 30 extending rigidly upward from trolley side frames 32, each bolt being encased by compression s ring 34 hearing at its bottom on adjacent ange-28 of the adjacent bearing 26, and hearing at its opposite end on washer 36 under the head of the adjacent bolt 30. Each trolley side frame 32 18 made up of a plurality of parallel beams, in the articular case here illustrated channels, F igure 3, located on opposite sides of an adjacent rail 20, said beams being connected across and over the adjacent rail by at least two spaced load carr ing members-specifically, castings 38, a apted to either rest upon or clear the adjacent rail depending upon the effect of the load on the adjacent springs 34 as will more fully appear hereafter.

Trolley side frames 32, referred to, one for each rail 20, are rigidly cross connected by any suitable means as, for instance, beams 40.

The described trolley is propellable in either direction along track rails 20 by any suitable means, in the particular case here illustrated manually manipulatable levers 42, each rockable on a shaft 24, equipped with conventionally selectively opposite acting ratchets 44 controlled by sprin 46 and engaging a toothed wheel 48 rigl on adjacent shaft 24.

Rising from each of the four corners of the trolle frame 32-40 and in the particular case ere illustrated, rigid in castings 38, are four load carrying screws 50 each having threaded thereon a. worm wheel 52 running in oil or the like within a case 54 slidable up and down the screw. Also inside each case and mashing with the worm wheel is a worm 56. Groups of two worms are on the op osite ends of parallel shafts 58 which are, in the particular case here illustrated, parallel to and above side frames 32. These shafts are driven in unison by any suitable means, in the particular case here illustrated, through sprocket gears 60 on the shaft ends, connected by sprocket chains 62, to independent sprocket pinions 64, on the shaft 66, of an electric motor 68 supplied with current from any outside source. The motor is mounted upon a load carr ing, vertically reciprocal frame 70 rigi ly suspended from cases 54 by bolts 72. The result of the construction described is that the power of motor 68 is transmitted through shafts 58 to worms 56 to rotate worm wheels 52 and thus cause them to move in unison up or down screws 50 and thus correspondingly move entire frame 70. The rotation of worm wheels 52 is facilitated by conventional anti-friction devices 74 interposed between the tops of the worm wheels and the interiors of the tops of the cases 54.

Extending across frame 70 are railroad track rail sections 76 selectively interfitable in tracks 10 and 12 to bridge pit 14. These rail sections are physically supported on beams 78 rigidly secured by any suitable means, directly to frame. 70. These beams 78 and end beams 80, preferably but not necessarily, carry workman sustaining platforms 82 covering the cases 54.

Immediately adjacent to the ends of rails of tracks 10 and 12 on the interiors of the upright walls of pit 14 are spaced, parallel ositioning bars 84 enterable by horizontaly reciprocal locking bolts 86 one at each end of each rail section and simultaneously manipulatable through conventional connecting rods 88, toggles 90 on a common shaft 92 and a ban lever 94.

When rail sections 76 are in alignment with track 10, or 12, as the case may be, these look bolts rest upon and carry the entire frame 70 load to stationary supports 96, across bars 84. There is suflicient clearance 98 above su ports 96 so that frame 7 U and rails 7 6 can be raised sufiiciently above the position of Figure 4 to permit ready releasing of the bolts 86 by proper manipulation of lever 94.

In the operation of the device, assume that the parts are in the positions shown in the drawings with a locomotive having wheels 18 which are to be removed resting on rail sections 76. The operator first starts motor 68 in proper direction to slightly raise frame 70 to thereby take the weight of! bolts 86 and permit their withdrawal from supports 96. During this period, the

springs, not shown, of the locomotive 102 may e conventionally fastened in position. The motor 68 is now reversed thus causing the worm wheels 52 to travel down the screws 50 thus causing frame 70 and wheels 18 to travel downward, until the tops of wheels are at least below engine frame 104 or if desired, but not necessarily, the extreme lowered position of Figure 6 is reached, motor 68 is stopped and levers 42 are now manipulated to cause wheels 22 to traverse tracks 20 until rail sections 76 are in the vertical planes of rails 12. The operator now manipulates motor 68 to raise frame 70 until rail sections 76 are in alignment with rails 12 on which wheels 18 can now be rolled. In replacing the wheels, the operations described are reversed.

Owing to the fact that frame 70 and rails 76 constitute the only possible bridge across pit 14 at rails 10 and 12, there is when pit 14 is wholly open no other structure to be cleared by the frame 70 as it moves from one track position to the other with the result that the downward travel is a minimum. In actual practice, this mechanism is operative on a vertical travel of slightly over two feet; the normal depth of frame 104 below the axles of wheels 18, while in prior constructions, a travel of over four feet is necessary. As noted heretofore, this is of great importance where flooding of the pit has to be considered.

The locomotive or other vehicle wheels to be handled by this mechanism have well known predetermined weights, obviously very much less than the weight of the part of the locomotive or other vehicle sustained by those wheels when the vehicle travels on a track. The springs 84, heretofore referred to, are so proportioned that when any set of vehicle wheels 18, which the device is designed for, are clear of the locomotive or other vehicle which they normally sustain and rest upon the platform rails 76 on frame 70, the track engaging cast members 38 will clear the track rails 20 by, say, an eighth of an inch, and that when a substantial portion of the locomotive or other vehicle weight is carried by those wheels while resting on rails T6, the trolley 32-46 will be moved downward until the members 38 rest upon the rails 20with the result that the engine load is carried directly through members 38 to the rails 20, and there is no undue strain upon the wheels 22 and shafts 24. This construction is made necessary by the well-known fact that the locomotive drivers and other wheels to be handled by the device are in normal position on the locomotive sprin sup orted, and that in order to remove time wlieels, it is necessary to slightly elevate them to release these springs, not shown in the drawing. It is therefore during this spring adjusting operation necessary that the motor 46 cause the elevating mechanism to move the platform 52 upward a slight distance from the position of Figure 2, thus during this upward movement causing the demos to take a substantial portion of the load of the engine normally carried by the particular wheels 18 to be handled by this mechanism. This upward movement also, as heretofore described, lifts the bolts 86 off from members 96 so that the operator can manipulate lever 94 to withdraw the bolts 86 and thereby permit the lowering of frame 70 and finally thetransporting of the wheels 18 through the pit.

Guides 106 on uprights 84 are provided for assisting the transporting mechanism in getting rail sections 76 into alignment with rail members of track 10 or 12 as the case may be.

By using four screws a very safe nonupsettable structure is produced. The use of screws makes the machine much more reliable than hydraulic devices heretofore generally in use.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In mechanism of the class described, a trolley having wheels, rails on which the wheels of said trolle rest, yieldable means supporting the trol ey upon said wheels whereby the trolley may move downward with respect to said wheels when a load is placed on the trolley in excess of the sustaining capacity of said yieldable means, members on the trolley normally spaced from said rails adapted to engage the latter when the trolley is moved downward with respect to said wheels, to relieve the wheels of excess load, screw shafts carried by said members, and a load carrying frame mounted on and vertically reciprocable along said shafts.

2. In mechanism of the class described, a wheeled trolley including a trolle frame, rails on which the wheels of said tro ley rest, shafts on whichsaid wheels are mounted, bearings for said shafts, yieldable means sustaining the frame upon said bearin s whereby the frame may move downward y with respect to said bearings, shafts and wheels when a load is placed on said frame in excess of the sustainin capacit of said yieldable means and mem 181's on t e frame normally spac from said rails adapted to engage the latter when the frame is moved downward with respect to said bearings,

shafts and wheels to excess load.

3. In mechanism of the class described, a wheeled trolley including a trolley frame, rails on which the wheels of said tro ley rest, shafts on which said wheels are mounted, bearings for said shafts, yieldable means sustaining the frame upon said bearings whereby the frame may move downwardly with respect to said bearings, shafts and wheels when a load is placed on said frame in excess of the sustaining capacity of said yieldable means, members on the frame normally spaced from said rails adapted to engage the latter when the frame is moved downward with respect to said bearings, shafts and wheels to relieve such parts of excess load, and a vertically movable load carrying mechanism on said frame.

4. In mechanism of the class described, in combination with a drop pit and permanent track rails terminating adjacent to said pit, a trolley within said pit including a rame, yieldable means supporting said frame whereby it may move downward when excess loads are imposed thereon, track rails carried by said frame, means for elevating said frame above and lowering the same below a position in which the rails carried thereby are alined with said permanent track rails, locking bolts carried by said frame, and fixed supports with which said locking bolts are engageable when said frame carried track rails are alined with said permanent track rails to prevent downward movement of said frame under excess loads.

5. In mechanism of the class described, in combination with a track a plurality of trolley wheels traversing sai track, a shaft sustaining each wheels, bearings for said shafts, a trolle frame having side members on opposite si es of each of the rails of the track and cross members over the track members, a plurality of bolts extending from the trolley frame through perforations in the bearings, a spring for each bolt tending to hold the cross members on the trolley frame off the track rails, and a load moving device on the trolley capable of movin loads of different weights some of WlllCl force the cross members on the trolley onto the track against the action of said springs and some of which do not.

In witness whereof, I have hereunto subscribed my name.

OSCAR L. COFFEY.

relieve such parts of

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