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Патент USA US2116525

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May 1o, 193s.
M. A. LUCE
2,116,525
MOTOR-RAIL VEHICLE
Filed F‘eb. l2, 1936
l2 Sheets-Sheet l
INVENTOR.
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ATTORNEY
May 10, 1938.
M. A. LUCE
2,116,525
MOTOR-RAIL VEHICLE
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Filed Feb. 12, 1936l
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Filed Feb. 12, '195e
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May 10, 1938.
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May l0, 1938.
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MOTOR-RAIL VEHICLE
Filed Feb. l2, 1936
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May 10, 193s.
M` A. LUCE
2,116,525
MOTOR-RAIL VEHICLE
Filed Feb. l2, 1936
F ° 0.1.9.
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INVENTOR.
.7V/¿TON A. LUCE
A TTORNEY
May 10, 1938.
M. A. LUCE
2,116,525
MOTOR~RA1L VEH'ICLE
Filed Feb. l2, 1936
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ML TUA/À . L UCE
BY
A TTORNEY
May 10, 1938.
M. A, LUCE
2,116,525
MOTGR-RAIL VEHICLE
Filed Feb. l2, 1936
l2 Sheets-Shea?I 10
IN1/5N JDR.
¿WL ro/v A .L UCE
www
A TTORNEY
May 1Q, 1938.
M. A. LUCE
2,1 16,525
MOTOR-RAIL VEHICLE
Filed Feb. l2, 1936
l2 Sheets-Sheet l1
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F ‘ 0.31.
' INVENTOR.
86
Mu. TON A .LUCE
A TTORNEY
May 1o, 1938.
M. A. LUCE
2,116,525
MOTOR-RAIL VEHICLE
Filed Feb. l2, 1936
l2 Sheets-Sheet l2
F ‘ 0.33.
39
INVENTOR.
M/L To/v A .Lc/c5.
Núm@
A TTORNEY
Patented May l0, 1938
2,116,525
PA'nïNT> OFFICE
UNIT-ED STATES
2,118,525
, MOTOR-RAIL VEHICLE
Milton A. Luce, San Francisco, Calif.
Application Februar! l2, 1936, Serial No. 63.59819 Claims. (Cl. 105--215)
My invention relates to roadrail vehicles and
Another object of my invention is to provide a
roadrail vehicle having a gear drive to the road
particularly to the type of vehicle adapted for
operation on smooth road beds and track road
beds.
.
wheel, and having therrail wheels mounted on
the driving axle extending from the diñ‘erential.
Another object of my invention is to provide a>
roadrail vehicle having a yieldable engagement
v
'I‘he broad object of my invention is to provide
a roadrail vehicle whichcan be used on one or
the other type of road bed and in which the
change from road to rail operation can be eiiected
of the gear shifting means when changing from
the road to the rail drive position and vice versa.
Another object of my invention is to provide
means attached to the roadrail unit to assure
proper positioning and guiding of the part during
by the driver without the necessity of his getting
10 out of the vehicle cab and without requiring any
other assistance, and by means which are con
the shifting operation.
trolled entirely from within the reach of the
operator.
b
-
One object of my invention is to provide a rail
15 unit adapted for attachment to a conventional
road motor truck, as an accessory, converting it
into a roadrail vehicle.
Another object of my inventicîn is to provide a
roadrail vehicle in which the drive to the road
20 Wheels and to the rail wheels is through the same
differential and axle.
Another object of my invention is to provide a.l
roadrail unit with the road wheels out of con
tact with the rails during rail operation, and vice
25 versa during operation of the vehicle on the
road.
Another object of my invention is to provide
positive means for locking the device in the rail
or road position.
30
Another objìect of my invention is to provide a
cam control for positive locking of the parts in
the rail position and in the road position.
Another object of my invention is to provide
means for using the rear road brake of the
35 vehicle as a locking mechanism or clutch to effect
the swinging‘of the wheel shifting mechanism
and also to use them as the brake means when
in the shifted position.
.
Another object of my invention is to provide a
40 roadrail vehicle in which the shift from the rail
to the road position and vice versa is accom
plished by the rotation of one axle about the
other.
Another object of my invention is to provide for
,45 the eccentric mounting of one drive axle about
the other drive axle.
Another object of my invention is to provide
a roadrail vehicle having the shifting and oper
ating mechanism mounted within the housing of
50 the wheel being shifted.
Another object of my invention is to provide a
roadrail vehicle having means for accomplishing
an adjustment of the relative gear ratios between
the motor and the road wheels, and the motor
and the rail wheels.
Another object of the invention is to provide
means for positively limiting the rotation 'of the
unit in shifting from the road to the rail position 15
and vice versa.
Another object of my invention is to provide
`a front rail truck which fits onto the front axle
of the vehicle and will lturn to clear the road
wheel and likewise permit the steering road wheel
a full turning radius when the rail wheel unit is
retracted.
-
Other objects of my invention will appear from
the description which is to follow.
Y In the accompanying drawings forming a part
of this speciiication and in which like numerals
are employed to designate like parts throughout
the same:
Fig. 1 is a plan view of the roadrail vehicle
with the body, engine and parts of the control 30
mechanism omitted;
Fig. 2 is the device of Fig. 1 in side elevation,
showing the road wheels in operative position;
Fig. 3 is a side elevation showing the rail wheels
in operative position;
Fig. 4 is a plan view, with certain parts omitted
but showing the control pipes and part of the
control valve actuating mechanism;
Fig. 5 is a side elevation of the front end show
ing the road wheels in operative position;
Fig. 6 is a side elevation of the front end on the ,
line 6-6 of Fig. 7 showing the rail wheels in
operative position;
Fig. 7 is a top plan view partly in cross sec
tion, of the front end with the engine, hood, etc.
omitted.
_
` Fig. 8 is a cross section on the line 8-8 of
Fig. 7;
Fig. 9 is a cross section on the line 9_9 of
Fig. '7, showing ‘the rail unit frame only;
Fig. 10 is a cross section on the line Ill-_l0 of
Fig. '1:
Fig. 11 is a front end elevation partly in sec
tion, showing the road wheels in operative posi
tion;
'
55
2
2,110,596 1
tion showing the rail wheels in -operative posi
tube“ and the axle housing 3|.. Thus far, the
parts described are the conventional units of a
tion;
motor truck.
Fig. 12 is a front end elevation partly in sec
"
-
l
.
in section,4 _ ' Inll‘ig. 19 is shown in cross section, the unit I
add to each end of the rear axle housing 3|. Cer
»
_ Fig. 13 is- a side elevation
taken on the line |3---|3 of Fig. 11:
Fig. 14 is a side elevation of the lett rear wheels
tain parts are conventional, such as the brake an
and frame section partially in cross section and chor»and dust plate 43 riveted to flange 41 on
'with the rail wheel partly broken away to show ^ housing 3|. In this plate are mounted the brake '
actuating levers 43 and 33, adapted through suit
vthe road wheel and related parts;
.
"'
Fig. 15 isa side elevation oi' the same vrear Íable linkage to press the brake-bands 5|, and 32, 10
10
wheels as above. with the rail wheel in operative respectively, against the 'brake drum 53. 34 is the
_conventional brake adjustment' cam, and is car
position;
_'
'
- '
Fig. 13 is a side elevation, partly in cross sec
tion, taken on the line |3---|3 oi Fig. 1 and with
15 other parts omitted to show the wheel shifting
mechanism;
-
-
Fig. 17 is a view partly in cross section taken
along the line |'|--'-|1 of Fig. 16; `
Flg.,18 is a detailed view of the shifting mecha-_
nism shown in Fig. 17;
_
Fig. 19 is a cross section 'on the line |3-|3 of
Pig. 2;
_
.
~
, v
Fig. 20 is a view of the left rear wheel partly
broken away. looking from the rear toward the
25 Afront ofthe vehicle, showing the road wheel in
operative position;
Fig. 21 is a side elevation of the wheel in Fis.
20, partly 4broken away to show the shifting
mechanism;
30
»
-
Fig. 22 is a view oi the wheel shown in Pis. 20
with the parts shifted for rail operation;
' y.
Fig. 23- is an end view of the wheel in Fig. 22
ried by the dust plate 43.
`
' The axle 33 extends out through the end of
housing 3| and has splined on its outer end, a 15
clutch dog 3|. 'I'he axle 60 I have illustrated is
of the full-floating type and at its inner end (not
shown) it projects into one side of the diiïerential
mechanism (not shown) -. It is through this axle
33 that the driving torque 'is carried to both the 20
road wheel 33 and the rail wheel 39.
'I'he -rail wheel 39 is bolted to ilange 32 on
hub 33. .This same flange also carries the brake
drum 33. The hub 33 is mounted on roller bear
ings 34 and 35 which are in turn supported on the
end of the axle housing 3|. A retaining nut 33
holds the outer bearing 35 in position. Roller
bearing 34 is retained in position by the shoulder
’ 31.' 33 represents a` tubular portion overlying
the hub 33 and preferably is made integral with
the rail wheel webbing 33. The outer surface of
the tubular member 31 serves as a bearing mem
'ber for purposes that will subsequently be de
scribed. In addition to the bolts 10 that hold
Fig. 24 isa perspective view of the side frame the rail wheel to the flange 62 I provide a retain
35
er plate 1| rigidly secured over the end ofthe hub
member where the radius rod is connected;
.
33 by the cap screws 12.
Fig. 25 is a cross section of the radius rod lock
The retainer plate 1| has an opening in the t
ing means mounted in the frame;
Fig. 26 is a distended perspective view of the center provided withnotches 13. At the _outer
parts comprising the shifting mechanism mount-_ edge it extends beyond the hub 33 and serves to
lwith the parts broken away to show the internal
gear structure;
ed in the rear wheel housing;
_
Fig. 2v is a deban perspecuve'view or thesmftá
ing member;
_
a
_
~
,
Fig.'28 is a detail perspective view of the- cam
shifting block; '
-
Fig. 29 is a view in perspective showing the
brake lever hook-up to the shift control valve;
Fig. 30 is a side elevation view of a modifica
tion ofthe drive mechanism to the road- wheel;
Fig. 31 is a plan view of the modlñcation of Hg.
30 partially broken a'way to show the arrange
ment ofthe gears, etc.; and
._ Fig; 32 is a cross section on the line 32-32 of
Fig. 30.
_
As stated, the object of my invention is to pro
vide a practical operative road rail unit which
can be attached to an existing motor truck as an
accessory.
Obviously. it can be built into the
truck as original equipment where desired.
'
’ In general the device comprises the usual mo
tor truck with a frame 33 having a rear axle
housing 3| carried by springs 32 shackled to the
-frame at 33, and a front axle 34 likewise at
tached to a spring 35 which is shackled to the
frame at 33. On the ends of the front axle 34 are
the usual steering knuckles 31 providing spindles
for the iront steering wheels 33. These wheels
are guided by means of the steering mechanism
43 and the conventional linkage (not shown).
The rear end
The rear axle_ has attached to it the drive tube
4| having a universal connection 42 with the
short drive tube 43 mounted rigidly in the frame
75 cross member 44. _'I’he rods 4I' brace the drive
hold the tubular member 69 in position.
It also has an additional function which will
be described subsequently.
_ When driving through the axle 33 to the rail
wheel 39. power is transmitted from the clutch
dog 3| splined on the axle to this retainer plateA
1| and thence to the hub 63. The projections 14
on- the 'clutch dog 3| slidably engage with the
notches 13 in the retaining plate 1|. Figs. 3, l5,
22 and 23, show the parts in position with the
drive through the rail wheels.
The road wheels 33 are carried by the same axle
housing 3| by means »of the following mechanism.
A spindle anchor plate 80 is provided with a bear
ing recess 3| which ñts the tubular bearing mem
ber 39, in such a way that the anchor plate 3|) can
be rotated around the axle 30 and housing 3|.
Thus the spindle shaft 32, held in the plate 30 by
nut 33, can be shifted to a position above or be
low the main axle shaft 30 by rotation of the
plate 33. In Fig. 19 it is shown in a position be
low axle 30. The retaining plate 1| serves also
as a retaining member to hold the anchor plate
33 on the tubular bearing member 69.
In or on the anchor plate 80 is mounted the
mechanism required for driving the road wheels
33. On the spindle 82 are the roller bearings 34
and 35 which fit in the hub 33 of the road wheel
33. Integral with the hub 33 is the brake drum.
31 having the stepped portion 33 and the bolts 90. 70
In the stepped portion 38 of the drum is fitted the
internal gear 9|, held against rotation by the
cap screws 92. Fitted in the bottom of the brake
drum portion 31 is an oil retainer 93 having a
leather ñange 94 spring pressed against a flange
atrasos
85 on the anchor plate 80. This grease retainer
serves to confine the grease contained in the
housing formed by the anchor plate 30 and the
brake drum housing 3B.
.
«
~
The hub 36 is retained on the spindle 02 oy
means of the usual nut 06.
The road wheels 36 comprise the tires |00 with
' tubes as. rims m and web portions |02, the 1st
ter being bolted to the wheel hub 36 by means of
10 the nuts |03.
A brake anchor and dust plate |04 is suitably
attached to the spindle anchor plate 60. In this
plate |04 (see Fig. 16), is mounted the brake
mechanism for the road wheel 30. This mech
3
During operation of the vehicle on the rails
there is very little shock transmitted to these
parts and the spring |23 is adequate to maintain
the clutch dog in engagement with the retainer
ring 1|. On the other hand, when the vehicle is
being operated on the road it is preferable to
have a positive locking of the shifting yoke IIB.
I accomplish this by means of the forked mem
ber |31 which is also'pivoted on the bosses ||1 ,
and has a hole |30 extending through its cross 10
member |40. The toggle bolt |24 passes through
hole |38. On the unpivoted end of the forked
member are two inwardly extending pins |4I
which engage in the threads |42 of a screw |43
mounted on shaft |44. As the shaft |44 rotates 15
anism comprises the brake shoes |05, adjustable
links |06, retraction springs |01 and actuating
back and forth through about |80 degrees the
cams |06 carried on the lever I I0. I I | is the con
fork |31 likewise moves in and out. Shaft |44
ventional brake adjustment cam and is carried by
is caused to rotate by being rigidly attached to
plate |04.
radius rod |46. It will be seen by reference to
Figs. 17, 18 or 26 that movement of fork |31
toward the anchor plate 80 will effect a positive'
.
Pinion gear | I2 is loosely mounted on the outer
end of axle 60, the latter being supported at its
outer end in bracket II3 which is secured by cap
screws |30 to anchor plate 00 (see Figs. 30, 31).
movement of the shifting yoke ||6 due to con
tact of cross member |40 with boss |46 on mem
ber |25; whereas, movement-of fork |31 away
The pinion ||2 is in constant mesh with the in
ternal ring gear 0|. It drives the latter only Áfrom anchor plate 30, under the influence of 25
when the clutch dog 6| is shifted to the left (see . screw |43 will only serve to compress spring |23
Fig. 19) so that the male member |I4 nests in if cams |30 and |34 are in the position shown in
the female member I I5 on the face of pinion | I2. Fig. 18 holding the shifting yoke I|6 in against
anchor plate 00.
’
In this position the male member 14 is disen
To secure a positive, controlled and limited
30 gaged from the female member 13 in the retain
ing plate 1| so that the rail wheel will not be movement ofthe anchor plate 80 around the hub
driven. The clutch dog 6| is arranged so that it 63 I_mount radius rods |45 along the side of the
disengages one driven member before engaging vehicle. These are attached at one end to the
pin |44 suitably mounted in a bearing in anchor
the other driven member.
Subsequently I shall describe a modification of plate 80. At the other end they are pivotally
35
this driving mechanism (see Figs. 30, 31 and 32) mounted at I 50 to link I5 | , the latter being rigidly
which is particularly useful where varying gear
attached to the ends of shaft |52 which extends
ratios between the axle 60 and the road wheel 30
across the frame 30 and is journalled therein, at
I 53 and in an extension of the frame |54, |55
'and |56. The shaft |52 has securely attached
to it two discs |51, one being located near each
of its ends. On the rim of each disc is a slot -|58
adapted to receive a pin |60. This slot |56 is so
positioned that when the radius rod |45 is in the
are required.
40
The clutch dog 6I is shifted by means of the
yoke ||6, pivoted to bosses ||1 on the anchor
plate 30. Fig. 26 shows the parts comprising
the shifting mechanism in a distended, but rela
tive position. Shifting yoke ||6 has the pins || 0
45 which engage the slot |20 in clutch dog 6|. At
its other end it has an extension |2| and a stop
member |22. Movement of the yoke ||6 is con
trolled in one direction by the spring |23 and in
the opposite by the toggle mounted bolt |24.
50 Movement of the bolt |24 is effected by its at
tached frame |25, |26 and |21, the latter having
roller |20 mounted in it.
Movement of f the
frame, in turn, is enacted by a swinging cam |30
mounted to rotate about pivot |3| on boss |32 in
55 the anchor plate 80. The cam. face |30 bears
against roller |28. The cam |30 also carries roll
ers |33 which bear against another cam |34,
which is actuated by air chamber |35 (see Figs.
16, 17, 18, 19 and 26). Fig. 17 shows cam |30
so in its innermost position and Fig. 18V shows cam
|30 moved outwardly by cam |34, mounted on rod
|36, actuated by the air cylinder |35. In the
position shown in Flg. 1'1 the clutch dog 6| is in
engagement with retaining plate 1| (see Fig. 22).
65 In the position shown in Fig. 18 the clutch dog
6| is in engagement with the pinion gear ||2
(see Figs. 19 and 20) . Movement of the shifting
yoke ||6 into the position shown in Figs. 18, 19
and 20 is positive, while movement of the _clutch
70 yoke into the position shown in Figs. 17 and 22
is not positive but is eifected by means of the
spring |23. The latter permits the male mem
bers 14 on the clutch dog 6| to move into align-~
ment with the s‘lots 13 in plate 1|, under no more
side pressure than that exerted by the spring |23.
position shown in Figs. 2, 3, 14, 15, 16, 19, 20, 22, 45
and 24, the pin will engage the slot as shown in
Fig. 25. The pin |50 slides in a housing I 6| and4
has secured to it a collar |62 to transmit the pres
sure exerted by spring |63, which is always act
ing to urge the pin into the slot and to hold the
pin against the face of the disc |51 whenever it
is out of slot |58. In addition to its function in
retaining the shaft |52 in a fixed position the
pin |60 as it slides into the slot |58 also can eñect
a closing of the air control valve |64. Thusl 55
whenever, the pin |60 is out of slot |53 in disc
|51, the air valve |64 causes air to enter the
chambers |35 and |65 through conduit |66, |61,
|68 and |10.
The effect of connecting the air storage tanks
|1| with the pressure chambers |35 and |65 first,
is to cause the brake |05 (see Fig. 16) to grip the
brake drum 81 and establish a rigid connection
between the anchor plate 60 and the road wheel
36, and secondly, to shift the yoke ||6 inwardly
thereby engaging the clutch dog 6| with the
pinion gear ||2. With the parts in this condi
tion, any rotation of axle shaft 60 will cause the
brake anchor plate 30 to rotate on its bearing 8|.
This rotation, will shift the spindle 82 from its
position below axle 60 to a position above axle 60
(see Fig. 22), and the rail wheel will be in posi
tion supporting the vehicle.
-
From the description of the rear wheel unit
thus far, it is apparent that, as the road wheel.
4
y 2,118,525
38, carried on the spindle 82 in the pivoted anchor rotation of the vaxle Sil will rotate the anchor
plate 80,' is rotated about the axle housing 3| on ‘ plate 80 intothe position shown in Figs. l5 and
its bearing 8|, the radius rod |45 which rigidly 22, where the road wheel is out of Acontact with
fastened to pin |44 will cause the latterß’tin'A rotate the road and the radius rod |45 has assumed the
position shown in Figs. 3, 15, and 22.
in
its bearing in the anchor plate 80.
'
Cil
-R<'>ta',tioir_`o‘i’‘th’èïìtñn |44 (see Figs. 19 and 26)
Movement of the radius rod during the shift
is forward and then backward.
This will be ap
preciated by reference to Figs. 14 and 15. Fig. 14
showsv the radius rod with the road wheel in oper
10 ating position and Fig. 15 shows the radius rod
with the fail wheel in operating position. In
passing from the road to the railposition the
radius rod, suspended on link |5|. moves forward
and then backward into the position shown in
Fig. 15.
‘
When the radius rod |45 is in the position
shown in either Fig. 14 or Fig. 15 the discs |51
and cross rod |52 are in the position shown in
Fig. 25 with the pins |60 engaging slots |58.
Likewise when in operating position the radius
rod I 45 and link |5| assume the position shown
in Fig. 2.
The radius rod |45 serves several purposes, first,
as a control member for the anchor plate 80 as it
pivots about the axle housing; second, as a means
for rotating pin |44 so as to lock positively the
clutch dog 6| in the road position; third, as a
conduit for the air control line |61; and fourth,
as a connecting means with the disc |51 for ac
complishing automatic cessation of the shift
from one position to another once it is put under
way by the operator.
The power for accomplishing the movement of
the anchor plate 80 from the rail position to the
road position or vice versa is not supplied through
the radius rod nor through the link |5|, but is
taken directly from the axle 60 and in this way
I am able to achieve a great simplification of the
attached toradius rod |45 has caused the screw
|42 to carry the locking member |31 into the posi
tion shown in Fig. 22, that is, away from anchor
plate 80, and this has caused the spring |23 to 10
be compressed between cross member |40 and the
extension |2| ofthe shifting yoke | I6, so that the
instant the cam |30 is released, the spring |23
will cause yoke ||6 to shift the clutch dog 6| out
of engagement with pinion gear ll2.
As soon as the connection with gear ||2 is
broken, clutch dog male members 14 enter the
female members 13 in the retaining. ring 1| and
establish a driving connection between the axle
60 and the wheel hub 63 which carries the rail 20
Wheel 39. The road wheel is then in the position
_shown in Fig. 22 and is inactive, although free
to rotate, as it would do if some obstruction adja
cent the tracks were to contact tires |00.
By means of a mechanism to be described sub
sequently, the movement of axle 60 during this
shifting operation ls automatically limited to stop
when the anchor plate 80 has rotated into the
positionlast described and the pin |60 (see Fig.
25) has fallen into slot |58. Also this automatic 30
mechanism functions to close valve |64 and re
lease the brake |05 and shifting yoke H6.
Before passing to a description of the mecha
nism which effects the operation of the air cnam
bers |35 and |65 I shall describe the braking as
When it is desired to shift from one position
to the other, it is necessary that the pinion gear
H2 be in operative engagement with the axle 60.
applied to the rear wheels.
The brakes 5| and 52 for the rail wheels are
the conventional brakes found on the rear axle of
a motor truck and are actuated by rotating rods
48 and 50 respectively. These are not disturbed
in the application of my device on the ends of
the housing and these brakes are to be used only
This is accomplished by moving the clutch dog
during rail operation of the vehicle.
6| so that male member ||4 will engage the
I have discovered that when running on the
rails a more delicate control of the application of
structure.
'
-
female member H5. Movement of the clutch dog
6| is effected by the shifting fork | |6. Next, the
air chamber |35 is actuated causing the shaft
|36 to move to the right which causes cams |34
and |30 to coact and pull the shifting yoke ||6
from the position shown in Fig. 17, into the posi
tion shown in Figs. 18 and 19. This can be done
regardless of the position of the thread |42 on
the screw |43 because of the spring |23 which is
compressed as the shifting yoke ||6 is pulled to
55'ward the anchor plate air chamber |35.
With the connection now established between
the axle 60 and the pinion ||2 and internal gear
9|, any movement of axle 60 would cause the
road wheels to rotate. But more is needed to
eiïect a shift fromroad to rail position for under
the conditions so far established the road wheel
would rotate, so to accomplish instead a rotation
of the anchor plate` 80 about its bearings 8|, 69,
I provide the second air chamber |65 (see Figs. 16
and 17) which is actuated simultaneously with
power chamber |35 and applies brake |05, thereby
locking the brake drum 81 to the anchor plate 80.
This establishes a positive non-rotating connec
70 tion between the axle 60 and the tires |00 on the
road wheel 38.
Any reverse rotation of the axle 60 will cause
the anchor plate 80 to rotate and will effect a
lowering of the rail wheel 39 (see Fig. 19) into
75 contact with the road or rail. Further reverse
5
the brake is required than during road operation
and for this reason I provide a separate air cham
ber |80 (see Fig. 4) which connects with the con
ventional linkage to the rear brakes on the axle
housing (not shown except as in Fig. 19). These
brakes are actuated by the hand valve |8| set
below the steering mechanism 40 in the operator’s
cabin. The same valve |8| also actuates air pres
sure chambers |83 and |84 which apply the front
wheel rail brakes. The brakes in the rear rail 55
wheels function merely in stopping the vehicle,
and do not have the dual function of the road
wheel brakes mounted on the anchor plate 80 and
working on drum 81.
Air is supplied to the operating chamber |80
as well as to all other power devices employed
from the air storage tanks I1| in which it is
compressed by the compressor |82.
, As explained, the road Wheel air brakes also 6
play an important part in the shifting operation,
and their control for braking and for shifting
is effected through the same valve actuated how
ever through independent levers.
When on the road, the air brakes are con- 70
trolled by the conventional pedal |85 journalled
in the frame member |86 and connected by rods
|81 to a lever |881. This lever |88 (see Figs.
1, 3 and 29) is pivoted to a bracket |90 on the
air valve |64, and comprises the arm |9| ex- 75
ananas
nding above and below the pivot
'int and replaces the internal ring gearV 9| on the con
iso comprises‘the arm |92 -which
es the
valve control rod |93. To >secure application of
struction shown in Fig. 19.
.
In Fig. 32, the axle 90 extends out through
the i’oot brakes .by means of pedal |95 it is only ‘ the end ot' housing 3| and has splined on its
necessary that the control valve pin |93 in valve , outer end a clutch dog 9|. 'I‘he axle 90 I have
-|94 should be `depressed by the arm |92- on
illustrated is Vof the full-floating type and at its
inner end (not shown) it projects into one side
4The _connecting link 200 between the lever o! the diiïerentiall mechanism (not shown). It
|99 and the lever |99 on rod |95 does not haveA is through this axle 90 that the driving torque
10 any function in the application of the road brake is carried to both the road wheel 39 and the rail
" by means oi' the foot pedal 4|95 and in order that wheel 39. It is also through this axle 90 that
lever |99.
4
i the foot pedal may be applied without disturbing
the position of the shifting- mechanism and levers
mountedV on the rod |95, I provide a yoke 20|
15 `«having the rod 200 ñoating in it with a nut 292
ì adjusted for the purpose to be explained later.
When the road brakes are applied by the foot
lever, |95 the rod 209 moves to the right ïsee
Fig. 29) and does not effect any movement of
the lever |99 due to this lost motion connection.
I provide a spring 203 on the rod 290 to avoid
.any rattling of the parts. 'I'his spring 203 is
not stii‘i enough to cause _any movement oi the
lever |99 and its connected parts, when. the rod
25' 200 is moved to the right upon application o! the
foot
brake.
l
A
'
,
When used for shifting, (see Fig. 29) the air
brake valve |94 is actuated by hand lever 204,1`
pivotally connected to rod 205, the latter be
30 ing also pivotally connected to lever |94 attached
also to cross-rod |95, journaled in ' frame 30.
Lever |99, attached also to cross-rod |95, is con
nected to rod 209 by the lost motion device 29|,
for the purpose above described. When hand
35 lever 204 is pulled back,4 any lost motion is taken
` up and through rod 200 the valve lever |9I. |92 is
actuated to open air valve |54.
Another important thing is accomplished when
lever 204 is pulled back, namely, the retraction
of the pins |90 in slots |59> of discs |51. With
these pins retracted the radius links .|5I, discs
|51. and attached shaft |52 are free.' to oscil
late with the radius rods for the shifting opera
tion. When this movement begins, the pins |90
45 can ride on the face of discs |51, and the link
age |90, |91, |99, |99, 20|, 200 and |9| is so ad
justed that air valve |94 will be held open in.
this manner. When the shift is completed and
discs |51 have returned to normal position, pins
|90 fall into slots |59 (see Fig. 25) and through
the above linkage the air valve |94 closes auto
. matically. The operator by pulling back on hand
lever 204, can prevent pins -|90 from falling
into slots |59 and hold val/ve |94 open, although
this should be done only -"at the start of a shift
ing operation, and not at the iinish.
With the road wheel drive thus far described
and shown, for instance in Fig. 19, the drive
is through the axle 90 and the pinion gear ||2,
which drives to the internal ring gear 9|. This
gives a considerable reduction in speed of the
road wheel and the engine, compared to the re
duction in drive between the engine and the
rail wheel. In most installations, I prefer to
65 provide‘means which will give an approximately
equal ratio between the axle 50 and the rail
wheels when they are in operation and between
the axle 69 and the road wheels when the lat
70 ter are in operation. I accomplish this by means
of the construction shown in Figs. 30, 31 and 32.
Fig._ 32 is in most particulars like Fig. 19,
exceptl for the provision of the gear train drive
between the pinion ||2 and the ring pinion on
the hub of the road wheel, which ring pinion
the shift of the rear wheels is driven.
-
The rail wheel 39 is bolted to ñange 02 on
hub 93. ‘I'his same ilange also carries the brake
drum 53.. The hub 93 is mounted on roller bear
ings 94 and 95 Vwhich are in turn supported on
the end of the axle housing 3|. A retaining nut
99 holds the outer bearing 95 in position. Roll
er bearing 94 is retained in position by the shoul
:der 91. A retainer plate 1| is rigidly secured- 20
over the end of the hub'93 by cap screws 12,
and has an opening in the center provided with
notches 13 to be engaged by the clutch dog
9|.“ When driving through the axle 90 to the rail
wheel 39, power is transmitted from the clutch 25
dog 9|, splined> on the axle, to this retainer plate
1| and thence to the hub 93. The projections
14 on the clutch dog 9| slidably engage with the
notches 13 inthe retaining plate 1|. Figs. `3,
15. 22 and 23 show the parts in position with 30
the drive through the rail wheels.
The road wheels 30 are carried by the same
axle housing 3| by means of the following mech
anism. A spindle anchor plate 90' is provided
with a bearing recess 9| into which nts the roll
35
_
These
are i'ltted on the inside
to the hub 93 in such a way that the anchor
plate 99 can be rotated around the axle 90 and ‘
er bearings 99.
housing 3|. Thus the spindle shaft 92, held
in the plate 99 by nut 93, can be shifted to a 40
position above or below the main axle shaft 90
by rotation of the plate 90. In Fig. 32 it is
shown in a position below axle 90. 'I‘he retain
ing plate 1'| serves also as a retaining member to
hold th'e anchor plate 99 on the hub 93, since it` 46
presses against the inner race of the outer roller
bearing 9'9.
In or on the anchor plate 90 is mounted the
mechanism required for driving the road wheels
39. 0n the spindle 92 are the roller bearings 50
94 and 95 which tlt in the hub 99 of the road
wheel 39. Integral with the hub 99 is the brake
drum 91 havingthe stepped portion 99 to pro
vide space for the drive mechanism. Fitted in
the bottom of the brake drum portion 91 is an
oil retainer 93 having- a leather iiange 94 spring
pressed against a" ilange 95 on the anchor plate
90. This grease retainer serves to coniine the
greasecontained in the housing formed by the
anchor plate 90 and the brake drum housing 99. 60
'The hub 99 is retained .on the spindle 82 by
means of the usual nut 99.
The road wheels 39 comprise the tires |00
with tubes 99, rims |0| and web portions |02, the
latter being bolted to the wheel hub`95 by means
of the nuts |03.
' "
A brake anchor and dust plate |04 is attached
to the anchor plate 90. In this plate |04 (see
Fig. 16) is mounted thebrake mechanism for the
road wheel 39. This mechanism comprises the
brake shoes |05, adjustable links |09, retraction
springs|01 and actuating cams |09 carried on the
lever ||0. ||| is the conventional brake adjust
ment cam and is carried by plate |04.
75
2,116,525
6
The drive mechanism to the _road wheel 38
comprises .the pinion H2, idler gears 98, and ring
`pinion gear 91. Gear 91 is rigidly secured to
road wheel hub 86 and is in constant mesh with
idler gears 98, which in turn are always in mesh
with pinion
H2. i
A
'
Pinion gear |12 is loosely mounted on the
~outer end of axle 60, the latter being supported
at its outer end in a roller bearing |09 set in
10 bracket ||3. 'I‘he pinion ||2 drives gears 98 and
91 only when the clutch dog 6| is shifted to the
left (see Fig. 32) so that the lugs ||4 nest in the
female member ||5 on the face of clutch dog 6|.
In this position the male member 14 is disengaged
~15 from the female member 13 in the retaining
plate 1| so that the rail wheel is not driven. The
clutch dog 6I is arranged so that it disengages
one driven member before engaging ‘the other
driven member.
Figs. 30 and 31 show the idler gear 98 mounted
20
in bracket II3, bolted to anchor plate 80 by cap
screws |39.
The idlers 98 are loosely mounted on
short shafts |41, journaled in bracket ||3 and
its extension member |48.
Except for the change in- the drive to the
road- wheels, just described, and for the mounting
of the anchor plate 80 on roller bearings 89, the
structure is like the one in Fig. 19 and the shift
from road to rail, and vice versa is accomplished
30 in an> identical manner and by the identical
means (see Fig. 26) already described. By using
the ring pinion gear 91 on the hub 86 and thev
, idlers 98, I can provide a construction by which
I can secure a variation in» gear ratios between
35 the shaft 60 and road wheel 38.
As shown in
Figs. 30, 31, and 32, the ratio is one to one, but
by changing the size of gears l|2 and 91 (neces
sitating a change in the positioning of idlers 98
in their frame H3) I can secure .a _variety of
40
ratios.
'
The front end
While it is possible, and under certain circum
stances feasible, to employ for the front end of
45 the roadrail vehicle a device similar to that used
on the rear end, I prefer to employ a small truck
300 having the small wheels 30| mounted in
suitable roller bearings 302 (see Fig. '7) on the
ends of axles 303. ' The axles in turn are mounted
50 in the enlarged ends of longitudinal frame mem
bers 304. The axles 303 serve as the cross
32| secures one end of the shackle to the wheel
frame member 304 and shackle bolt 322 secures
the other end of the shackle to link 323. By
fitting the shackles 320 to fill the Space between
the side walls 3|8 I provide a device which is rigid
and has a minimum of fore and aft play.
The connection between the wheel truck just
described and the road axle 34 of Athe vehicle
steering spindles 31 at each end, is accomplished 10
by means of an intermediate frame member gen
erally indicated at 330. 'I'his intermediate frame
member comprises the bolster member 33| and
the housing 333 which tie together the ends of
the longitudinal members 332. The bolster 15
member 33| has roller bearing 334 set in a recess
on its upper side (see Fig. 8), and an opening in
its center to receive a king pin 335 which projects .
downwardly from the plate 336 which is carried
by the vehicle road axle 34. It is fastened to the 20
latter by means of a plate 331 and bolts 338.
On`
the under side of the axle plate member 336 I
prefer to mount rollers 340 which engage a ,suit
able track 34| formed in the upper side of the
bolster member 33|, concentric with the roller 25
bearing 334. The king pin 335 pivotally connects
the rail truck »frame to the vehicle road axle 34.
The housings 333 carried at each end of the
longitudinal members 332 are identical and have
extending upwardly a rib 343 which serves as a 30
bearing member for one end of the links 323.
These are pivotally attached by bolts 344 and
permit the links 323 to move between the po
sitions shown in Figs. 11 and 12.
The raising and lowering of the rail truck and 35
wheels is accomplished by means of the links
323 which have extensions 345 formed near their
middle on the upper side. Links 346 are pivotally
attached at one end to these projections and are
pivotally secured at 341 to the female screw mem 40
bers 348. As these members 348 are pulled into
the housing 333 they cause a lowering of the rail
truck and wheels onto the rails 29, and their con
tinued movement effects a lifting of the road
wheels 38 from contact with the road. In other 45
words, they cause the rail truck to move from the
position shown in Fig. 11 to the position shown in
Fig. 12. If it is desired to change the front end
of the vehicle from rail to road position, that is
from the position shown in Fig. 12 to the position l50
shown in Fig. 11, the screw members 348 are
caused to move outwardly in end housings 333.
There is one of these housings on each end of the
members.
The ends of the longitudinal frame members
304 are enlarged to form the ilangelike member
305 on which the ‘front wheel brake shoes 306 are
anchored. I have shown a cable operated brake
side intermediate frame members 332.
The in and out movement of the female screw 55
members 348 is effected by means of the male
although any other form might be used. The
screw members 35| having a worm pinion 352
" . brake comprises the shoes 306, the adjusting
mechanism 301, the actuating cam 308 and the
cable 3|0 carried in the ilexible housing 3H
which is fastened to the housing flange 305 at 3| 2,
The brakes are actuated by means of power
chambers |83, |84 secured to the side frame mem
bers 304. The plunger (not shown) in the power
chamber is attached to shaft 3|4 and is connected
to the link 3|5 to which are connected the brake
actuating cables 3|0. A spring 3|6 serves to
retract the brakes when the power chamber lets
go.
70
guide plates for the shackles 320. Shackle boit
'
Another important feature .of the enlarged
ends 305 of the longitudinal side members is the
means provided at 3|1 for the mounting of the
linkage by which the .axles 303 and wheels 30|
are raised and lowered. The housing 3|1 is
formed with its inside walls 3I8 spaced to form
fitted in the enlarged central portion of the
housing 333. The sides of pinion 352 bear against
the walls of this recess and provide whatever 60
support is needed for the thrust of the screws 36|.
This thrust is reduced to a minimum by having
the screw threads on opposite sides of the pin
ion 352, a right hand and a left hand thread.
Movement of the worm pinion 352 is effected 85
by means of a worm gear 353 suitably mounted
in the housing 333 on the end of shaft 354.
While I have shown this worm gear on the un
derside of the pinion 352 I prefer to mount it on
the upper side when additional road clearance 70
is desirable. As shown, the shaft 354 is made
up of three parts, the end sections‘to which the
worms 353 are secured and a center section to
which the pinion gear 355 is secured. The three
parts are connected together by couplings 356. 75
.
' 5,110,555
7
The pinion gear 355 is mounted in the gear hous `35 of the rear road wheel 33. The advantage
ing 351 which is> fastened by means of brackets of this construction over the internal gear drive
is that the road wheels 33 will turn about the
353 to the bolster 33|. In the housing 351 is an
same .speed as the rail wheels can be turned, and
other shaft 333 to which is rigidly secured a pin
therefore give equal performance on road or rail.
31 ion 36| meshing with pinion 355. Movement of.
the ltruck from the rail to the road position and f The front road wheel brakes are. conventional
vice versa is effected by rotation of shaft 363. and are actuated by power chamber 335 (see Fig.
I show -this in Fig. 13 as being driven from a
shaft 362 through toggle joints 363 and jack shaft
10 364. The short shaft 362 connects up with a
suitable source of power shown in Fig. 3 as a
4). 'I'he rear road wheel brakes |35 (Figs. 16 and
19) are actuated -by power chambers' |35, each
mounted on the anchor plates 30. Power cham
bers 335, and |65 receive air pressure from stor
on the end of the vehicle transmission 365. ' To
age tanks |1I, whenever valve |34 is opened by
depressing foot pedal |35. My device effects no
at 363 to receive a suitable crank which would be
inserted from the front end of the truck.
No change in road operating conditions results,
but it should be noticed `that power chambers
chain drive 351 from a power take-oi! shaft 365,"
care for any breakdown in this power drive con--` change in road operation, over the conventional ,
15
15 nection to the shaft 363, I have squared its end motor truck.
By forming the longitudinal frame member 334
with the ñange projection 335 extending out
20 wardly I provide a recess in which the road wheel
33 can move on its spindle mounting 326.
The raising vor lowering of the front truck
mechanism is controlled from the operator’s cab
where there is positioned a control lever 363
for connecting and disconnecting the power take
» off shaft 365 with the engine. Rotation of this
shaft in one direction will raise the truck for
road operation, whereas rotation in the opposite
direction will lower the truck for rail operation.
|35, also mounted onthe anchor plates 33 areì -
actuated each time air chambers |35 apply the
brakes. Power chamber |35 when actuated,
causes cam levers |30 and |34 to move into the
position shown in Figs. 18 and 19. This move
ment however makes no change in the position
of shifting frame |25, |23, |21. as it is already be
ing held in the position shown, by the cross
member |43 on .locking member |31. the latter
being positively positioned by screw threads |42.
Now let us assume the driver desires to cease
road'operation 'and to take up rail operation
' The vehicle is driven into position with the center 30
30 lowering
` As a‘guide
of the
to front_truck
the operatorI in
provide
the raising
a tell-»taleand , line of the truck coinciding with the center line
mechanism 31|! mounted in the cab and having a of the rails. The operator does not have to leave
hand (not shown), which in one position denotes.“ ,ì the cab nor does he require the assistance of
“up” and in the other denotes “down" for the rail " anyone on the ground to complete the change
truck.
It is operatedl by means of a cable passing over from road to rail or vice versa.
35
The better practice is to lower the front rail
inside the flexible tubing 31| which Vis connect
ed to the raising and lowering mechanism at 312. wheels onto the rails before lowering the rear
A similar teil-tale 330 is arranged to show the rail wheels; and on the change from rail to road
position of the rear wheel units and comprises thel operation the better practice is to >raise the front
rail wheels after the rear rail wheels have been 40
40 flexible tubing 33|, with a cable inside connect
ing the instrument dial to cross-shaft |52, at 332. lifted. In other words, have the front rail wheels
In this case the indicator hand oscillates over down during each changeover operation. 'I'he
reason for this is that the shift of the rear
' and back when signallingV a shift from road whe
wheels causes a longitudinal movement of the
to rail wheel, or vice versa.
.
Operation
, The following description of ' operation of my
device will show the interrelation of the parts
and the sequence of their functioning.
Arranged within reach-of the operator are the
50
controls, and instruments comprising among
other things the conventional engine clutch lever
(not shown); the usual engine gear shift lever
(not shown); the conventional foot brake pedal
55 |35, the hand valve III on the steering column
383; the power-take-off control lever 363 for the
front end; 'and the rear wheel shifting release
lever 204.
I shall start with the parts in position for
road operation and shall assume that the road
ç rail vehicle is being driven under power along a
of the rear wheels the road wheel brakes must be
locked, and as the front and rear road brakes
operate from one valve |64 the front wheels would
be locked and would have to slide over the
ground; whereas, if the front rail wheels are al
ways down during the changeover the necessary
longitudinal movement will be had without any
resistance from brakes on the front rail wheels
(operated by hand valve I8 I).
»
With the truck in position; the engine clutch' ss
is disengaged and the power take-oil lever 363
is moved forward and the clutch is let in. This
transmits power from the engine 334 through>
chain 361, shaft 352, toggle 363, shaft 354, 360 to gears 36|, 355, to shaft 354, worm 353, worm
pinion 352 and male screw member 35|, causing
female screw members 343 to move inward, pull
road.
The front rail truck 30|! is held above the road
(see Figs. 2, 5, 11, 13) and the rear rail wheels 33
are likewise held above the road (see Figs. 2, 14,l
19, 20,21, and 32).
truck along the ground. To accomplish the shift
'
The truck engine 334 is‘transmitting power
through the usual means to the rear axle 60,
from whence the power is being transmitted to
70 the rear road wheel 33 by means of pinion gear
||2, and internal ring gear 3| (see Figs. 19 and
_20). With the modification shown in Figs. 30,
31, and 32 the rear wheel receives its power from
axle 30, through pinion'gear I I2, idler gears 33
75 and ring pinion gear 31,' mounted on the hub
ing links 346, 323 downwardly and shifting front
truck 300 from the position shown in Fig. 11 to the
one in Fig. 12 with the front rail wheels 33| on the 65
rails 29 and the front road wheels 33 lifted clear4
of the road. The operator is advised of the com
pletion and progress of the shift by the indica
tor hand in instrument 310, the latter being actu
ated by a cable in tube 31|, fastened to the toggle 70
link bolt at 312 (Fig. `9). When the indicator
hand reads "Rail down” the engine clutch is dis
engaged and power take-off lever 363 is shifted
into neutral position.
'
The remaining operation required is to `bring 75
8
2,116,525
the rear rail wheels 39 down onto the rails 29;
that is, from the position shown in Figs. 1, 2, 4,
14, 16, 19,A 20, 21, 30 and 32vinto the position
shown in Figs. 3, 15, 22 and 23.
The operator disengages the engine clutch and
pulls back on lever 204 which acts through links
and levers 205, |94, |98, 200, |9|, and |92 to open
air valve |64 and through links and levers 205,
|94, |96, |91, to pull pins |60 out of slots |58 in
10 discs |51. With pins |60 pulled, shaft |52 can
oscillate. When air valve -|64 opens it admits air
to power chambers |65 and |35; |65 applying
the brake |05 through lever ||0, thereby locking
rear wheel 38 to anchor plate 80; and |35 moving
15 cam levers |30 and |34 into the position shown in
Figs. 18 and 19 to hold the shifting frame |25, |26,
and | 21 in toward the anchor plate until theshift
to the rail Wheel is completed. This is important
threads |42 engaged by pins |4| in locking mem
ber |31, moved the latter away from anchor plate
80 (see Fig. 22). The power chamber |35, how
ever was holding the shifting frame |25, |26 and
|21, and shifting yoke ||6 tight against anchor
plate 80 so the only effect of moving locking mem
ber |31 out was to compress spring |23 between
cross member |40 and yoke- member |2|. In
other words, at this point it is as if the parts are
exactly as shown in Fig. 18 except that spring 10
|23 has been compressed by cross member |40
moving away from |46.
Thus, as soon as valve
|64 closes, shifting frame |25, |26, |21 will be
moved by spring |23 into the position shown in
Fig. 17, accomplishing thereby the movement of 15
shifting yoke ||6 and clutch dog 6| from the po
sition shown in Fig. 20 to the position shown in
Fig. 22.
`
because the torque from axle 60 to road wheel 38
This spring shifting of the clutch yoke ||6 and
20 and anchor plate 80 is through the clutch dog 8|, ’ clutch dog 6| at the closing of valve |64, upon 20
(splined on axle 60 and held in engagement with completion of the movement of anchor plate 80,
pinion gear | |2 by yoke ||6 controlled by shifting establishes the rear wheel rail drive in operative
frame | 25, |26 and |21), then to internal ring relation. The operator then disengages the en
gear 9| bolted to road wheel 38. (In Fig. 32 the gine clutch and moves the engine gear shift lever
25 torque is through clutch dog 6|, then to ring into “neutral”. The vehicle is now ready for op 425
pinion gear 91, through idlers 98.)
eration on its rail wheels.
When the above conditions' are established,
'I'he drive to the rail wheel 39 is then through
namely, with the axle 60 locked to road wheel axle 60, clutch-dog 6|, retaining plate 1| bolted
38 and anchor plate 80, and with the radius rod to rail wheel hub 63. 'I‘he braking of the rail
30 links |5| on lock shaft |52 unlocked, the operator wheels 39 must be delicately controlled and I 30
places the engine gear shift lever (not shown) in have shown a sensitive hand control valve |8|
"reverse” and allows the clutch to remain en
mounted on steering wheel column 383 in the
gaged until the shift into the position shown in driver’s cab. The road wheels 38 are all out of
Figs. 3, 15, 22 and 23 is effected. 'I‘he instrument . contact with the road and therefore any acci
35 380 in the operator’s cab advises when this has dental operation of foot pedal lever |85, con 35
taken place as the operator can watch the hand trolling them will have no effect on operation
move over and back to the starting point. This in the rail position.
indicates to him that the road wheel 38 and
The rear rail wheel brakes 5| and 52 are the
anchor plate 80 have been moved from the posi
40 tion in Fig. 19 to the one in Fig. 22.
There »is positive control of the extent of ro
tation of anchor plate 80 around housing 3|, ob
tained by having radius rod |45, fastened at one
end to anchor plate 80 by the nut |49 and at its
45 other end pivoted to a link |5|, rigidly mounted
on the end of lock shaft |52. As the anchor plate
80 rotates in going from one position to the other,
the radius rod swings forward and backward, to
gether with link |5I (see dotted line on Fig. 29
which indicates limit of forward movement).
An additional function performed by the radi
us' rods |45 relates to the automatic means for
closing valve I 64 upon completion of the shift.
When the operator pulls back lever 204, it is nec
55 essary for him to hold it only until vdiscs |51
have been rotated, by radius rods |45 and links
|5|, sufficiently to put slots |58 out of alignment
with pins |60. From this point on, control of
valve |64 is taken up by links and levers |60, |91,
60 |96, |95, |98, 200, |9| and |93, so that when the
discs |51 return to their starting point and pins
|60 fall into slots |58, 'the above linkage effects a
closing of valve |64. With valve |64 closed, the
power chambers |65 and |35 return to inactive
65 position, releasing the brakes and the lock ef
fected through them. At this instant the oper
ator should release the engine clutch, but if he
does not do so, no harm can come as the axle
60 will simply rotate road wheels 38 about spindle
70 82 which of course are off the road. I provide
the rubber bumpers |59 on links |5| to soften
the shock to the radius rod mechanism as it
reaches the shifted position.
During the shift from road to rail position the
pins |44 were rotated by radius rods |45 so that
conventional brakes on the rear axle of the truck
and are applied by a power chamber |80 (see Fig. 40
4). The front rail wheel brakes 306 are likewise
applied through power chambers |83 and |84
mounted in the front truck frame.
In both the road Wheel brakes and rail wheel
brakes suitable provision is made at 386 and 381 45
for conducting air pressure to trailers attached
to this main truck unit.
While on the rails, further operation of the
Ároadrail vehicle, is standard to operation on the
road, except for using the hand valve |8| to apply
the brakes.
Now let us assume the operator has reached a
point Where it is desired to cease rail operation
and take up road operation. He will select a
place on the rails with suitable smooth road ad 55
jacent.
The first operation on the rail to road shift,
assuming the vehicle has been brought to a stand
still, is for the operator to lower the rear road
wheels and thereby raise the‘ rail wheels. We
have seen thus far, that it is essential for clutch
dog 6| to be in engagement with pinion gear ||2
whenever it is desired to move anchor plate 80.
The operator pulls back on lever 204 thereby
opening valve |64. This does several things;
power chamber |35 through cams |30 and |34
moves shifting frame |25, |26, |21 which pulls
shifting yoke ||6 in toward anchor plate 80, (if
lugs || 4 on clutch dog 6| do not happen to align 70
with notches ||5 in pinion ||2 no damage is done
the parts as only the air pressure is urging them
together) and shifts clutch dog 6| into engage
ment with pinion gear I I2; and compresses spring
|23. Power chamber |65 applies brakes |05 in 75
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