HK1057519B - Convertible railway-roadway vehicle and method of use - Google Patents

Description

Convertible railway-road vehicle and method of use

Technical Field

The present invention relates generally to a dual use transport vehicle that can be converted for use on both railways and highways, and to a method of using the vehicle. The present invention is particularly directed to a dual use transport vehicle and associated method of use that allows a driver to drive the vehicle on both highways and railways and switch the vehicle between highway and railway operation at level crossings.

Background

In many areas, such as rural areas and developing countries, railroads are a more efficient means of transportation than highways. Unfortunately, known convertible railroad-road vehicles are relatively difficult to operate. Thus, railroads are often an underutilized mode of transportation for smaller groups or individuals, such as farmers who do not handle large quantities of cargo, which in particular require efficient transportation using those known dual-use systems.

It is therefore apparent that there is still a need for improvements in convertible railroad-road vehicles. There is a particular need for such vehicles to be able to easily switch between rail and road transport modes of operation at level crossings. This type of vehicle would be particularly useful if it could be converted between rail and road modes of transport by one person and operated efficiently by one person on both rails and roads. To be commercially valuable, of course, any such vehicle must be efficiently manufactured.

Disclosure of Invention

The present invention is a disassembly and assembly vehicle for use with a conventional highway tractor for towing a convertible railroad-highway trailer on a railroad and a method of using the disassembly and assembly vehicle in conjunction with the tractor and trailer. One can conveniently use the tractor and the disassembly and assembly vehicle to switch the trailer between road and railway transportation modes at any level crossing, and can pull the trailer on the road and the railway. No special ramps are required and the demountable rail-wheel cart can be stored in any convenient location.

In one example, a pick-and-place truck for railroad transportation includes a platform for receiving and supporting a tractor, a rail-wheel truck mounted to the platform and for supporting the platform, and a drive system. The rail-wheel wagon comprises at least one driven shaft. A drive system is coupled to the driven wheel and is configured to be coupled to and driven by the tractor.

In other examples, the cart includes a retractable ramp mounted on the platform to enable the tractor to drive on and off the platform. The drive system includes a motor connected to the driven wheel and a generator driven by the tractor for powering the motor. An auxiliary engine may also be mounted on the platform for driving the generator.

A method of using a pick-up and place-down cart in conjunction with a tractor and a convertible highway-railway trailer to tow the trailer, comprising: arranging the trailer for rail transport, operating the tractor to haul the trailer off the highway and place it on the rail; driving the tractor to the dismounting vehicle, and connecting the tractor with a driving system of the dismounting vehicle; when the trailer is placed on a railway and set up for railway transportation, the tractor is operated to connect the pick-up and place car to the trailer and to pull the trailer over the railway. This method also includes: disconnecting the tractor from the drive system of the disassembly and assembly vehicle and driving the tractor away from the disassembly and assembly vehicle; a trailer is provided for road transport, and a tractor is operated to pull the trailer off of the railroad and place it on the road. When the trailer is placed on a road and set up for road transport, the trailer is connected to and driven by a tractor.

In one embodiment, the method is used in conjunction with a convertible road-railway trailer having retractable road wheels. Arranging the trailer for rail transport and driving the tractor to pull the trailer off the highway and then onto the railroad, these include driving the tractor to place the trailer over the rail-wheel car when the trailer is on the highway and the rail-wheel car is not on the railroad, retracting the road wheels to place the trailer over the rail-wheel car, coupling the rail-wheel car with the trailer, extending the road wheels to lift the rail-wheel car, driving the tractor to place the trailer and the rail-wheel car over the railroad, retracting the road wheels to place the rail-wheel car and the trailer over the rails. Similarly, trailers are provided for road transport, a tractor is driven to pull the trailer off the railroad, the trailer is placed on the highway, these include extending the road wheels to lift the rail-wheel car and trailer off the railroad, the tractor is operated to pull the trailer and rail-wheel car off the railroad, and the trailer is placed on the highway, retracting the road wheels to drop the rail-wheel car off the trailer, and extending the road wheels to pull the trailer off the rail-wheel car.

In particular, the present invention provides a transport vehicle convertible between road and railway use, comprising: (a) a body having a front portion, a rear portion and a central portion therebetween, the body having a chassis and an undercarriage rail secured to the chassis and extending longitudinally from the rear portion to the central portion; (b) a road wheel assembly mounted on the chassis rails and longitudinally slidable between the rear portion and the middle portion of the main body, the road wheel assembly having a top portion; at least one road wheel axle mounted with road wheels; a set of leaf springs fixed to the top and road axles for urging the road axles towards the chassis of the body; lifting means secured to the roof and the road axle for lifting the body off the road axle by overcoming the set of leaf springs; locking means for releasably locking the road wheel assembly to the rear and middle portions of the body longitudinally of the chassis track, and braking means for slowing and stopping the road wheels; (c) a shaft hole positioned on the tail chassis of the main body; (d) a rail-wheel cart having a frame, a vertical main shaft extending upwardly from the frame, at least one rail-wheel axle mounted on the frame, and rail wheels mounted on the rail-wheel axle, the rail-wheel axle being perpendicular to the vertical main shaft and parallel to the body when the vertical main shaft is inserted into the axle hole; and (e) connecting means at the front and rear for connection between the trucks.

Preferably, the lifting means comprises an air bag assembly.

The invention also provides a method for switching from road use to railway use using the transport vehicle, the switching method comprising the following steps; (a) applying a braking device to the road wheel assembly; (b) releasing the locking means for releasably locking the road wheel assembly longitudinally along the undercarriage track; (c) sliding the main body backwards above the road wheel assembly and placing the road wheel assembly below the middle part of the main body; (d) locking means for releasably locking the road wheel assembly longitudinally along the undercarriage track; (e) the lifting device is started by overcoming the leaf spring, so that the tail part of the main body is lifted; (f) releasing the road wheel assembly brake; (g) the shaft hole is arranged above the vertical main shaft of the railway wheel trolley; and (h) closing the lifting device to enable the shaft hole to be placed on the vertical main shaft.

Furthermore, the present invention provides a method for converting from railway use to road use using the above-mentioned transport vehicle, the method comprising the steps of: (a) starting the lifting device so as to lift the shaft hole and the tail part of the main body above the vertical main shaft; (b) moving the transport vehicle away from the rail car; (c) closing the lifting device by activating the leaf spring to drop the main body; (d) applying a braking device to the road wheel assembly; (e) releasing the locking means for releasably locking the road wheel assembly longitudinally along the undercarriage track; (f) sliding the body forward over the road wheel assembly and placing the road wheel assembly under the rear of the transport vehicle; and (g) locking means for releasably locking the road wheel assembly longitudinally along the undercarriage track.

Drawings

Figure 1 is a side view of a convertible railroad-road trailer that can be used in conjunction with a disassembly and assembly vehicle and the method of the present invention and that can be configured for road transport with a road wheel assembly mounted at the rear.

Figure 2 is a side view of the trailer shown in figure 1 with the road wheel assembly mounted in the middle of the trailer body.

Figure 3 is a side view of the trailer of figure 1 with the lifting means of the road wheel assembly of the trailer raised and the rail wheel car mounted beneath the rear of the trailer.

Figure 4 is a side view of the trailer of figure 1, the trailer being set into a mode for rail transport when the road wheel assembly is retracted and the rail-wheel truck is securely attached to the trailer.

Figure 5 is a bottom plan view of the trailer of figure 1 with road wheel assemblies mounted in the middle of the trailer and railway wheel cars securely mounted to the rear of the trailer to place the trailer in a railway transport mode.

Figure 6 is a perspective view of the rail car of the trailer of figure 1.

Figure 7 is an enlarged partial side view of the trailer of figure 1 with slidable road wheel assemblies, lifting means, retraction means, and undercarriage tracks on which the road wheel assemblies ride, mounted on the lower portion of the trailer.

Figure 8 is a side view of the disassembly and assembly vehicle of the present invention with an extended ramp.

Figure 9 is a top view of the disassembly and assembly cart of figure 8.

Figure 10 is a side view of the cart of figure 8 with a tractor and retracted ramp on the cart.

Figure 11 is a side view of the trailer of figure 1 where the rail wheel car is attached to the trailer and the road wheel assembly is inflated to lift the rail wheel car off the rail.

Detailed Description

A dual use tractor-trailer or transport cart 2 that may be used in conjunction with the disassembly and assembly cart and method of the present invention is generally depicted in fig. 1-7. A complete description of such a trailer and method can be found in the following sections of this specification.

The vehicle 2 is convertible between road and railway use and comprises a body 4, a front end 6, a rear end 8, a chassis 7 and a road wheel assembly 10 slidably mounted at the rear end 8 of the chassis 7. A first connecting means 12 and a second connecting means 14 are located at the front end 6. The first coupling means 12 is preferably a fifth wheel fixed to the chassis 7 for coupling the vehicle 2 to a road moving device such as a semi-truck or a tractor 60 as illustrated in fig. 10. The second connecting means 14 is preferably a vertical steel pin 15 hanging from the steel hitch 11. The steel coupling 11 and the pin 15 are connectively extended in front of the front end 6 of the chassis 7, the chassis 7 being connected to the steel coupling 11. The pins 15 are machined to be easily inserted into corresponding holes 17 of the steel coupling device 16. The steel coupling device 16 is mounted on the rear end of a disassembly and assembly vehicle, or rear end 8 of a transport vehicle 2, of the type shown in figures 8-10 and described below. The steel hitch 16 is slidably attached to the rear end 8 of the chassis 7 of the truck body 4. For road transport, the coupling device 16 is slid under the body 4. For railway transport, the holes 17 in the steel coupling device 16 are extended through the tail end 8 to connect with the pins 15 of the second carriage 2. This connects the train of carriages one after the other to each other. The carriage 2 also has a pair of retractable small wheels 5 located on the front end 6 of a chassis 7 of the main body 4. These wheels serve to support the vehicle when it is not in use. The small wheel 5 is fixed on the pin hole component.

As shown in fig. 7, the slidably coupled road wheel assembly 10 has at least one axle. Preferably two shafts, a locking device 42, a lifting device 18 and a retracting device 20. The locking device 42 is a pair of pin and hole combinations located on either side of the vehicle. Holes are provided in both the slidably connected road wheel assembly 10 and the undercarriage rails 38. The undercarriage rails 38 are permanently attached to the chassis 7 of the transport carriage 2 and extend longitudinally from the trailing end 8 of the main body 4 to the leading end 6, as far as the middle of the main body 4. To lock or unlock the slidable road wheel assembly 10, pins are inserted into or pulled out of the holes of the road wheel assembly 10 and the undercarriage rails 38 when the holes are aligned with each other. When the pins are pulled out, the road wheel assembly 10 slides on the undercarriage tracks 38, which may change the position of the road wheel assembly 10 under the body 4 of the transporter 2. The extension or lifting means 18 is preferably an air bag module and the retraction means 20 is preferably a leaf spring. An extension or lifting device 18 and a retraction device 20 are fixed to the road wheel assembly 10 and slide back and forth with the road wheel assembly 10.

As shown in fig. 1, the road wheel assembly 10 is equipped with conventional air brakes, typically mounted at the rear end 8 of the chassis 7 of the transporter 2. For road transport, the road wheel assembly 10 is secured at the rear portion 8 with the locking device 42. To convert the wagon 2 into a railcar, the locking device 42 is released, a tractor 60, as shown in fig. 10, is engaged or connected to the wagon, the air brakes are actuated, and the tractor is operated to longitudinally advance or slide the wagon body 4 in the direction of the trailing end 8. This action slides the road wheel assembly 10 forwardly under the body 4. As shown in fig. 2, the result of sliding the main body 4 in the direction of the trailing end 8 is that the road wheel assembly 10 is placed in the middle of the main body 4. Road wheel assembly 10 is then locked with locking device 42.

The air bag assembly 18 is inflated while the road wheel assembly 10 is locked in a central position in the body 4 so as to raise the rear end 8 of the carriage 2 to a position higher than the rail-wheel carriage 24 on which the carriage is mounted. As shown in fig. 3 and 5, the axial bore 26 is located below the body 4 at the trailing end 8. The tractor 60 is operated to position the vehicle 2: i.e. the main axle 22 of the rail-wheel wagon 24 is positioned below the axle hole 26. The air from the air bag module 18 is vented to retract the road wheel assembly 10 and to drop the vehicle 2 until the body 4 rests on the railway wheel car 24. This step drops axle bore 26 of trailing end 8 onto spindle 22 of railroad wheel assembly 24, and spindle 22 is removably inserted into axle bore 26.

As shown in fig. 4, 5 and 6, railroad wheel car 24 includes a common electro-mechanical brake system, spindle 22, frame 34, wheels 50, anti-sway bar 32 and permanently affixed pins 29. The spindle 22 is removably inserted into a spindle opening 26 at the rear end 8 of the transport carriage 2. The rail-wheel carriage 24 is fixedly secured to the main body 4 by means of a pin 29 permanently attached to the rail-wheel carriage 24 and a pin 28 permanently attached to the main body 4 and the chain 30. Two pins 28 are permanently attached to each side of the body 4 and one pin 29 is permanently attached to each side of the rail-wheel car 24, one on each side, securing chains 30 to the pins 28 and 29 on both sides of the carriage 2. This arrangement securely but removably secures the rail wheel car 24 to the transport vehicle 2. With the rail-wheel car 24 loaded, the air bag 18 is inflated to reposition the truck 2 on the desired track by use of the tractor 60. The anti-sway bar 32 on the rail wheel car 24 abuts against an anti-sway seat 36 permanently connected to the chassis 7 of the transport vehicle 2. The rolling of the vehicle is reduced when the vehicle 2 is used for railway transport. Two anti-swing bars 32 and one anti-swing seat 36 are located on each side of the transporter 2. The anti-sway mounts 36 are mounted on the outside of the undercarriage rails 38. When connecting one carriage to another and finally to the disassembly and assembly vehicle 62, the electro-mechanical brakes of the rail-wheel carriages are connected to the line devices 40 arranged along the length of the carriage 2. Although a two-axle rail wheel truck 24 is shown in fig. 3-6, a single axle rail wheel truck (not shown) may be used as well.

When the vehicle is configured for rail transport, the above-described step of mounting rail-wheel cars 24 to the transport vehicle 2 can be accomplished by placing the rail-wheel cars on the railroad to be used. This may be accomplished, on the other hand, when the rail wheel car 24 is placed in a storage location remote from the rail, such as an open ditch (ditch) or other convenient location. After the wagon 2 is mounted on the rail-wheel wagon 24 while the rail-wheel wagon is in storage, the air bag assembly 18 is inflated to extend the road wheel assembly 10 and lift the rail-wheel wagon off the ground or rails on which it is stored. Figure 11 depicts a transport vehicle 2 equipped with a rail-wheel truck 24 and road wheel assembly 10 extended to lift the truck off the ground. The tractor 60 is then operated to haul the vehicle 2 onto the railroad, placing the vehicle and railroad wheel car over the railroad at the level crossing. The air bag assembly 18 is then deflated, causing the road wheel assembly 10 to retract and the wagon 2 and rail car 24 to be lowered onto the rail. The tractor 60 can then be disconnected from the transport vehicle 2 and driven away.

The step of mounting the rail-wheel truck 24 to the carriage 2 may also be accomplished in two steps. The trailing end 8 of the transport vehicle 2 may be positioned over the railroad wheel car 24, typically using a tractor 60, when the road wheel assembly 10 is in the extended position. In particular, it is not necessary to position the carriage 2 in such a precise position that the axle bore 26 is located directly above the main axle 22 of the rail-wheel carriage 24. The road wheel assembly 10 is retracted slightly to drop the rear end 8 of the vehicle 2 adjacent the rail wheel car 24 and to secure the chain 30 on the pins 28 and 29. The rail-wheel wagon is thus fixed to the carriage 2 for rail transport. For general short haul transport, the axle 22 of the rail car 24 does not have to be inserted into the axle hole 26. After the rail-wheel car 24 is properly positioned on the rail, the chain 30 can be removed and the position of the truck 2 relative to the rail-wheel car adjusted to place the axle 22 on the axle hole 26. The chain 30 is then reinstalled so that the rail-wheel car 24 is securely mounted on the transport vehicle 2. The advantages of this two-step procedure are: it reduces the need for the operator to accurately align the axle bore 26 with the axle 22, which would otherwise be more difficult when the railroad wheel car is in a tilted or otherwise trackless position.

When the railroad wheel car 24 has been placed on the predetermined railroad track, the air bladder assembly 18 is fully exhausted and the road wheel assembly 10 is retracted to a position above the bottom of the railroad wheel 50, as shown in fig. 4. In the embodiment shown in fig. 7, the retraction device 20 is a set of leaf spring devices secured to the road wheel assembly 10. The leaf spring 20 pulls the road component 10 up towards the body 4 and away from the rails.

To convert the vehicle 2 from rail transit to road transit, the air bladder 18 is inflated to extend the road wheel assembly 10 and lift the rail wheel car 24 off the rail. The tractor 60 is then operated to haul the vehicle 2 off the railroad at the level crossing and to haul the vehicle onto a track or other storage location for the rail-wheel cars 24. For example, the rail-wheel cars 24 can be conveniently stored in an open trench adjacent a grade crossing where they are pulled away from the rail. The rail-wheel car 24 is placed on the storage track and the air from the air bladder assembly 18 is evacuated to retract the road wheel assembly 10 and drop the rail-wheel car onto the rail. The chain 30 connecting the body 4 and the railway wheel car 24 is then removed from the pins 28 and 29. The air bladder is then inflated to extend the road wheel assembly 10 and raise the rear end 8 of the transport vehicle 2 above the rail car 24 so that the main axle 22 slides out of the axle hole 26. The vehicle 2 is positioned at a level suitable for road transport by operating the tractor 60 to drive the vehicle off of the rail-wheel car 24 and vent the air bag assembly 18 side-by-side.

After the truck 2 is pulled off of the rail-wheel car 24, the locking device 42 securing the road wheel assembly 10 is opened and the air brake of the road wheel assembly device is braked. The tractor 60 is then operated to pull the main body 4 forward. This action moves the road wheel assembly 10 to the trailing end 8. The road wheel assembly 10 is then secured with the locking device 42 and the air brake is opened. When the vehicle 2 is arranged in this way for road transport, the tractor 60 can be used to pull the vehicle on the road.

A pick-up and place car 62 is generally depicted in fig. 8-10 for use in conjunction with a tractor 60 for towing a convertible railroad-road vehicle, such as the transport vehicle 2, on a railroad. As shown, the disassembly and assembly vehicle 62 includes a platform 64 for railway transport supported by a rail-wheel truck 66, a drive system 68 mounted at the rear of the platform 64 shown in the example, and a generator 70 connected to a drive motor 72. The generator 70 includes a drive shaft 74 connected to the power take-off of the tractor 60. The motor 72 is connected to a driven wheel, for example, the driven wheel 76 of the trolley 66 at the rear of the disassembly and assembly vehicle 62. An auxiliary diesel or other engine may also be mounted on platform 64 to drive generator 70. Although not shown, other embodiments of the cart 62 may include a polygonal rail and a wind deflector for enclosing the tractor 60 after it has driven onto the platform 64.

The disassembly cart 62 also includes a ramp 80 for loading and unloading the tractor 60 from the front of the platform 64. Ramp 80 may be hingedly or slidably mounted on platform 64 for flexible extension and retraction. In other examples (not shown), the ramp is a structure that is fixed to the ground at the end of a railroad curb rather than being part of a pick-up truck.

After the vehicle is set up for railway mode of transportation and positioned on the railway in the manner described above, one or more vehicles, such as the truck 2, can be towed on the railway by an operator using the pick-up and place-down cart 62. When extending the ramp 80, the operator tips the tractor 60 off the ramp and onto the platform 64 shown in FIG. 10. The operator then couples the drive shaft 74 to the power take off of the tractor 60 and retracts the ramp 80. When braking a parking brake (not separately shown) of the tractor 60, the operator can use the power of the tractor 60 to drive the generator 70, thereby controlling the movement of the disassembly and assembly vehicle 62. When operated in this manner, the disassembly and assembly trolley 62 can be connected to the carriage 2 by the coupling device 16 and used to connect another carriage to the carriage to which the disassembly and assembly trolley has been connected. Once all of the vehicles 2 are connected to the disassembly and assembly vehicle 62 and all of the vehicle airbrakes are interconnected and connected to the towing vehicle 60, the disassembly and assembly vehicle can be operated to tow the vehicles to the desired location. The disassembly cart 62 may also be driven by an engine 78.

After the vehicle 2 is towed to its destination and disconnected from the truck 62, the ramp 80 is extended and the shaft 74 is disconnected from the power take off of the tractor 60. Tractor 60 may then be driven off of the truck 62 and operated in the manner described above to remove the vehicle 2 from the railroad, to allow the vehicle to be used for road transport, and to tow the vehicle on the road.

The present invention has significant advantages over previous dual-use systems. Both the transporter and the disassembly and assembly vehicle are relatively simple vehicles that can be efficiently manufactured and conveniently operated. It is also possible for an operator to tow the vehicles both on the rail and on the road with a common towing vehicle and to easily arrange the vehicle for rail and road transport. Most importantly, all of these operations can be performed by one person. This ability to independently transport vehicles between locations using both railways and highways is of great value in many situations, particularly in rural areas where the highway system is not good. Because the disassembly and assembly vehicle is driven by the towing vehicle, there is no need to provide the disassembly and assembly vehicle with a complex, and therefore more expensive, drive system. Lighter weight pick-up and place vehicles (relative to conventional traction vehicles) and braking systems relieve stress on the vehicles during rail transit.

While the invention has been described in terms of preferred examples, those skilled in this regard will recognize that: certain changes in form and detail may be made therein without departing from the spirit and scope of the invention.

Claims (4)

1. A transport vehicle convertible between highway and railway use, comprising:

(a) a body having a front portion, a rear portion and a central portion therebetween, the body having a chassis and an undercarriage rail secured to the chassis and extending longitudinally from the rear portion to the central portion;

(b) a road wheel assembly mounted on the chassis rails and longitudinally slidable between the rear portion and the middle portion of the main body, the road wheel assembly having a top portion; at least one road wheel axle mounted with road wheels; a set of leaf springs fixed to the top and road axles for urging the road axles towards the chassis of the body; lifting means secured to the roof and the road axle for lifting the body off the road axle by overcoming the set of leaf springs; locking means for releasably locking the road wheel assembly to the rear and middle portions of the body longitudinally of the chassis track, and braking means for slowing and stopping the road wheels;

(c) a shaft hole positioned on the tail chassis of the main body;

(d) a rail-wheel cart having a frame, a vertical main shaft extending upwardly from the frame, at least one rail-wheel axle mounted on the frame, and rail wheels mounted on the rail-wheel axle, the rail-wheel axle being perpendicular to the vertical main shaft and parallel to the body when the vertical main shaft is inserted into the axle hole; and

(e) and connecting devices at the front part and the tail part are used for connecting the transport vehicles.

2. The transporter according to claim 1, wherein the lifting device comprises an airbag module.

3. A method of converting from highway use to railroad use using the transporter of claim 1, the method comprising the steps of;

(a) applying a braking device to the road wheel assembly;

(b) releasing the locking means for releasably locking the road wheel assembly longitudinally along the undercarriage track;

(c) sliding the main body backwards above the road wheel assembly and placing the road wheel assembly below the middle part of the main body;

(d) locking means for releasably locking the road wheel assembly longitudinally along the undercarriage track;

(e) the lifting device is started by overcoming the leaf spring, so that the tail part of the main body is lifted;

(f) releasing the road wheel assembly brake;

(g) the shaft hole is arranged above the vertical main shaft of the railway wheel trolley; and is

(h) And closing the lifting device to enable the shaft hole to fall on the vertical main shaft.

4. A method of converting from railway use to highway use using the transport vehicle of claim 1, the method comprising the steps of:

(a) starting the lifting device so as to lift the shaft hole and the tail part of the main body above the vertical main shaft;

(b) moving the transport vehicle away from the rail car;

(c) closing the lifting device by activating the leaf spring to drop the main body;

(d) applying a braking device to the road wheel assembly;

(e) releasing the locking means for releasably locking the road wheel assembly longitudinally along the undercarriage track;

(f) sliding the body forward over the road wheel assembly and placing the road wheel assembly under the rear of the transport vehicle; and

(g) a locking device for releasably locking the road wheel assembly in the longitudinal direction of the undercarriage track.