Patent Publication Number: US-3877390-A

Title: Convertible rail-highway vehicle apparatus

Description:
United States Patent 1191 Wallace 1 Apr. 15, 1975 1 CONVERTIBLE RAIL-HIGHWAY VEHICLE APPARATUS [75] Inventor: David B. Wallace, Birmingham, Ala.  
 [73] Assignee: Steel City Crane Rentals, Inc.,  
 Birmingham, Ala.  
 [22] Filed: Nov. 20, 1973 [21] Appl. No.: 417,582  
 [52] US. Cl. 105/159; 105/62; 105/101;  
  105/215 C [51] Int. Cl..... B61c 7/00; B61d 15/02; 862d 61/12 [58] Field of Search... 105/4 R, 159, 215 C, 215 R,  
 [56] References Cited UNITED STATES PATENTS 424,062 3/1890 Hazard 105/4 R 804,975 11/1905 Porter, Jr 105/159 X 1,726,771 9/1929 Ronk 105/159 X Schmohl 105/159 Mckeon et a1 105/159 Primary Examiner-Lloyd L. King Assistant ExaminerHoward Beltran Attorney, Agent, or Firm-John B. Armentrout [57] ABSTRACT Convertible vehicle apparatus wherein a pair of railway trucks, each having propulsion means for propelling the truck either forward and backward, serve in tandem for supporting a highway vehicle thereon on a railway, there being provision for loading the highway vehicle onto the trucks and for unloading the trucks 0f the highway vehicle, and the&#39;trucks being separately controlled to move on a railway to and from underneath the highway vehicle and being conjointly controlled from the highway vehicle to transport the highway vehicle on a railway.  
 23 Claims, 7 Drawing Figures PATENTEBAPR 1 51975 3,877. 390  
 sum 1 9 5 PATEHTEDAPR 1 saws PATENTEDAPRISISYS saws 5 CONVERTIBLE RAIL-HIGHWAY VEHICLE APPARATUS The present invention relates highway vehicles and to the conversion of highway vehicles to railway use, and is more particularly concerned with interrelating a highway vehicle and railway veicle means for a highway vehicle to be received and carried upon that railway vehicle means and optionally to be used on a highway.  
  An object of this invention is to achieve propulsion and control of railway trucks with reference to a highway vehicle, having the highwayvehicle frame in a lifted condition over a railway, for the railway trucks easily to be brought into positions on a railway either to be underneath and receive the vehicle frame when the latter is lowered and thereafter support the highway vehicle, or to be away from underneath the highway vehicle for the vehicle frame to be lowered and the vehicle thereafter to be put into highway use.  
  Another object is to interrelate railway trucks and remote-control means for the railway trucks each having propulsion means to move on a railway to and from desired positions with reference to a highway vehicle on controlled operation of the propulsion means.  
  A further object of this invention is to provide railway trucks of the character indicated and remotely to control power supply to propulsion motor means on the trucks with the propulsion motor means further being characterized by being power-driven on the power supply.  
  Another object of the present invention is to achieve highly satisfactory propulsion and control of railway trucks carrying a highway vehicle on a railway.  
  Other objects herein in part will be obvious and in part pointed out more fully hereinafter.  
  In accordance with the practice of the present invention a highway vehicle having highway wheels for traveling on a highway is provided, being for example a motr-propelled vehicle including a power-operated crane, and a frame of the highway vehicle is adapted to be lifted and lowered over a railway thus incidentally carrying the highway wheels to and from the ground. Correspondingly, a plurality of remotely-controlled railway trucks each comprising propulsion means and railway wheels are introduced to move on operation of the propulsion means of the railway trucks on a railwawy to and from positions on the railway which are beneath the frame of the highway vehicle. Movements of the railway trucks in the foregoing respects are achieved on remote-control of the propulsion means of the railway trucks, preferably from the vehicle, after the frame of the vehicle has been raised over the railway, eventually for the frame to be lowered onto the trucks in their positions underneath the frame and thereafter for the highway vehicle wheels to remain spaced away from the ground and the railway trucks to support the highway vehicle and carry the same on a railway. Before the railway trucks move from underneath the highway vehicle frame on operation of their propulsion means under remote-control that frame is raised from the railway trucks. Under the latter circumstances, the movements of the railway trucks are to positions on the railway which are away from underneath the highway vehicle frame to allow the vehicle frame to be lowered and bring the highway wheels into contact with the ground and without the highway vehicle frame encountering the railway trucks, this in preparation for the highway vehicle to be used on a highway.  
  In preferred embodiments of this invention, the railway trucks introduced are remotely-controlled separately from one another for any one of the trucks to effect railway travel in the absence of travel of any other of the trucks, and the trucks also are remotelycontrolled to move concurrently on a railway on operation of their propulsion means in an aiding relation. Advantageously, railway trucks of reversibly driven type are provided and are connected through flexible control leads with power on-off drive-direction control means preferably on the highway vehicle for the propulsion means of each of the trucks to be controlled for propelling the truck either forward or backward or to discontinue propulsion of the truck, thus for the truck to travel on a railway and stop underneath the vehicle frame or travel on a railway and stop away from under,- neath the vehicle frame independently of any other of the trucks when the frame is lifted over the railway, and optionally for the propulsion means of the several railway trucks to be controlled for initiating or discontinuing either forward or backward aiding propulsion of the trucks after the vehicle frame has been lowered onto the trucks and the trucks in tandem support the vehicle frame having the highway vehicle wheels spaced away from the ground.  
  In the accompanying drawings wherein an illustrative and presently preferred embodiment of this invention is represented:  
  FIG. 1 is a perspective view of a highway vehicle which includes crane and outrigger means;  
  FIGS. 2, 3 and 4 respectively represent a railway truck in side elevation, in end elevation and in top plan view;  
  FIG. 5 is a schematic view of the railway truck of FIGS. 2, 3 and 4, and of a second railway truck similar thereto, in positions on a railway with reference to the highway vehicle of FIG. 1;  
  FIG. 6 represents a power and control system for the railway trucks referred to in FIG. 5, the system further having features enabling the boom of the crane to be controlled; and  
  FIG. 7 corresponds to FIG. 6 and indicates a different position of certain of the control means in the system.  
  Referring now more particularly to the embodiment which is represented in the accompanying drawings, a convertible rail-highway vehicle designated in general by the reference numeral 10 in FIG. 1 includes forward and rearward sets of wheels 26 and 27 for the vehicle to travel on a highway on power of an internal combustion engine 28 suitably connected with at least one of the sets of wheels 26 and 27 for the vehicle thus to be driven. A frame of the vehicle is characterized by including a chassis 11 which is supported for being carried on a highway by the wheel sets 26 and 27 and is connected with those wheel sets in a manner that with the chassis being lifted and lowered the wheel sets are accordingly moved from and to the ground, and the vehicle frame further comprises forward and rearward outrigger housings l2 and 13 which longitudinally lead laterally of the chassis l1 and extend underneath the chassis and are connected with the chassis adjacent to the forward and rearward wheel sets respectively.  
  Forward outrigger slides 14 and 15 (see FIG. 5) are telescopically within the forward outrigger housing 12, rearward outrigger slides 16 and 17 are telescopically within the rearward outrigger housing 13, and these slides are longitudinally slidable, such as manually or on operation of suitable power driven means, not shown, in order to alter outward reach of the slides from the outrigger housings as may be desired. A forward pair of reversibly operable jack means 18 and 19 and a rearward pair of reversibly operable jack means 20 and 21 are provided in association with the forward outrigger slides 14 and 15 and with the rearward outrigger slides 16 and 17, respectively, and may be of any suitable type such as of reversible hydraulic poweroerated cylinder type. The forward jack means 18 and 19 have their casings 18a and 19a longitudinally lead laterally of the forward outrigger 14 and 15, and the casings 18a and 19a are connected with outer portions of the forward outrigger slides 14 and 15 to be moved with those forward slides, and similarly casings a and 21a of the rearward jack means 20 and 21 are connected with outer portions of those rearward slides to extend longitudinally laterally of the rearward slides and move with the rearward slides. There are presser means including feet 18b and 19b of the forward jack means and presser means including feet 20b and 21b of the rearward jack means which when driven on operation of the jack means in one direction with reference to the realted casings 18a, 19a, 20a and 21a, thus to contact the ground to have the jack means on thereafter continued operation in that direction raise the forward slides 14 and 15 and their housing 12 and the rearward slides 16 and 17 and their housing 13, causing the chassis 11 also to rise and carry the forward and rearward highway wheel sets 26 and 27 from the ground. On reverse operation of the jack means the chassis 11 lowers having the forward and rearward highway wheel sets 26 and 27 touch the ground and thereafter with continued reverse operation of the jack means the presser feet 18b, 19b, 20b and 21b are retracted from the ground, allowing the vehicle 10 to travel on the forward and rearward wheel sets 26 and 27 on power of the engine 28.  
  The highway vehicle 10 for being transported on a railway 30 associates with a pair of railway trucks 50 and 50a, and since the railway trucks 50 and 50a are in all respects similar it will be understood that the ensuing description focused upon the railway truck 50 also applies to the railway truck 50a. Truck 50 (see FIGS. 2, 3 and 4) comprises a generally rectangular frame 51, and journaled to that frame at the sides are two railway wheel and axle unitsa 52 and 53 on parallel axes for the railway truck to be moved having the railway wheels of the units on the railway 30 in FIG. 5 and to have the truck propelled on drive of sprockets 54 and 55 on the axles of the wheel and axle units 52 and 53. Railway truck 50 further comprises a rotary hydraulic motor 56 carried on the railway truck frame 51 and disposed underneath that frame, the hydraulic motor 56 for example having a 56-horsepower rating operating at 2500 rpm. on 65 gallons of oil per minute. The rotor shaft of the hydraulic motor 56 is connected through a standardd motor-to-reduce flexcoupling 59 and thence with a 41l ratio speed reducer 57 also mounted on the railway truck frame 51 and disposed underneath that frame. Sprockets 60 and 61 on the power output shaft of the speed reducer 59 are aligned with the sprockets 54 and 55 on the wheel and axle units 52 and 53 and are engaged with those sprockets in like ratio by means of chains 62 and 63 for transmitting power to the wheel and axle units 52 and 53 on either forward or reverse operation of the hydraulic motor 56.  
  First and second power on-off and drive-direction control valves and 70a (see FIG. 6) are located on the highway vehicle 10 along with manually operable control levers 71 and 71a for the valves on manual operation to control the first and second railway trucks 50 and 50a respectively. Lever 71 is fast to a rock shaft 72 suitably journaled on the highway vehicle 10 and is linked with a slide 73 of the valve 70, and similarly lever 71a movable with a rock shaft 72a, also suitably journaled on the highway vehicle, is linked with a slide 73a of the valve 700 and preferably is at the same control station with the lever 71, such as withiri the highway vehicle cab 58 shown in FIGS. 1 and 5. Either of the slides 73 and 730 can be brought independently of the other into a neutral position or into either of opposite end positions within the valve casing 74 or 74a on manual control of the related lever 71 or 71a.  
  The highway vehicle 10 further is equipped with a tank 75 containing a supply of hydraulic fluid such as oil, an auxiliary engine 76 such as of an internal combustion type, and rotary hydraulic pump means 77 in driven connection with the auxiliary engine 76 and in communication with the hydraulic fluid supply in tank 75 through an intake line 68. An output line 69 leading from the output side of the hydraulic pump means 77 is connected through tap lines 78 and 79 and tap lines 78a and 79a with inlet ports 80 and 81 and inlet ports 80a and 81a in the valve casings 74 and 74a respectively.  
  Valve slide 73 is characterized by including four lands 82, 83, 84 and 85 interconnected by reduced intermediate portions 86, 87 and 88 so as to form partitioned-off spaces 89, and 91 within the casing 74 in the regions of the reduced intermediate portions 86, 87 and 88. Similarly, the valve slide 73a is provided with a set of lands 82a, 83a, 84a and 850 which partition off the interior of the casing 74a so as to introduce spaces 89a, 90a and 91a in regions wherein the lands are interconnected by reduced intermediate portions 86a, 87a and 88a.  
  There are ports 92, and 96 in the valve casing 74 which communicate through respective lines 97, 98 and 99 and line with the interior of the tank 75 and there are ports 92a, 95a and 96a in the valve casing 74a which are connected through respective lines 97a, 98a and 99a and a line 100a with the interior of tank 75. Still further, the valve casing 74 has a port 93 which communicates through a line 101, a diverter valve 102, and line 103 with one in-system side of the rotary hydraulic motor means 56 of the railway truck 50 and the opposite in-system side of this same rotary hydraulic motor communicates through line 104, a diverter 105, and line 106 with a port 94 in the valve casing 74. Similarly, a port 930 in the valve casing 74a is in communication with one in-system side of the rotary hydraulic motor 56a of the railway truck 50a through a line 101a, a diverter valve 102a, and line 103 a, and the opposite in-system side of the rotary hydraulic motor 56a communicates through line 104a, a diverter valve 105a, and line 106a with a port 94a in the valve casing 74a.  
  In preparation for being carried on the railway 30, the highway vehicle 10 on power of the internal combustion propulsion engine 28 is moved on the forward and rearward highway wheel sets 26 and 27 through being suitably steered on the vehicle into a position wherein the vehicle chassis 11 is over the railway 30 as shown in FIG. 5 and longitudinally coextends with that railway. As need may be the forward outrigger slides 14 and 15 and the rearward outrigger slides 16 and 17 are thereafter longitudinally slidably adjusted within their housings 12 and 13 in order to locate the forward jack means 18 and 19 and the rearward jack means 20 and 21 appropriately on either side of the railway, for the vehicle frame including the chassis 11 and the forward and rearward outrigger housings 12 and 13 to be lifted and lowered over the railway on operation of the severaljack means 18, 19, 20 and 21. Further, in the present instance, the railway truck 50, in preparation for being used to carry the highway vehicle 10 on the railway 30, is disposed on that railway forwardly of the front end of the highway vehicle, this with having the truck 50a disposed in a position on the same railway rearwardly of the back end of the highway vehicle. These initial positions of the trucks 50 and 50a are represented in dashed lines in FIG. 5.  
  On operation of the jack means 18, 19, 20 and 21 in a lifting direction, the presser feet 18b, 19b, 20b and 2112 move into contact with the ground and thereafter on continued operation of the jack means in that direction the related casings 18a, 19a, 20a and 21a rise, and through the outrigger slides 14, 15, 16 and 17 lift the highway vehicle frame including the chassis 11 and the forward and rearward outrigger housings l2 and 13, with the chassis 11 meanwhile carrying the highway vehicle forward and rearward wheel sets 26 and 27 up from the ground. In the latter position, the highway vehicle 10 is in readiness for the railway truck 50 to be moved on the railway 30 from the aforementioned position forward of the front end of the highway vehicle into a position underneath the forward outrigger housing 12 and for the railway truck a to be moved on this same railway from the aforementioned position rearward of the back end of the highway vehicle into a position underneath the outrigger housing 13. The latter positions of trucks 50 and 50a are represented in full lines in FIG. 5. Leads 103 and 104 to the hydraulic motor 56 of railway truck 50, and the companion leads 103a and 104a to the hydraulic motor 56a of the railway truck 50a are long enough in reach and are flexible to tolerate movement of the trucks 50 and 50a from their already mentioned positions which are away from underneath the frame of the highway vehicle 10 into the already mentioned positions which are underneath the forward and rearward outrigger housings 12 and 13 while the movements are controlled through the first and second power on-off drive-direction control valves 70 and 70a on the vehicle 10. These same flexible leads tolerate reverse movements of the trucks 50 and 50a on the railway 50 back to positions respectively forward of the highway vehicle and thus away from underneath the highway vehicle frame and rearward of the highway vehicle and thus away from underneath the vehicle frame, having these movements controlled through the first and second power on-off drivedirection control valves 70 and 70a on the highway vehicle.  
  More particularly with regard to effecting movement of the railway truck 50 from a forward position with reference to the front end of the vehicle 10 to a position underneath the forward outrigger housing 12, the power on-off drive direction control valve 70 is brought to the position indicated in FIG. 6 by manual operation of the control lever 71. In that position of the power onoff drive-direction control valve 70, and with the auxiliary engine 76 driving the hydraulic pump 77, hydraulic fluid is taken from the supply tank through intake line 68 to the pump and is delivered by the pump through the output line 69 and thence courses through lead 78 and port into the space 89 within the power on-off drive-direction control valve 70 and out port 93, thence through lead 101 and the diverter valve 102 and flexible power lead 103 to the rotary hydraulic motor 56 of the railway truck 50. From motor 56, the hydraulic fluid passes through the flexible lead 104 into and through the diverter valve 105 and lead 106, entering the space within the power on-off drive-direction control valve 70 through port 94 and leaving that space through port and then passing through leads 97 and back to the supply tank 75.  
  The hydraulic fluid thus moving from line 103 into the rotary hydraulic motor 56 and out through lead 104 accordingly causes the rotor of the latter motor to rotate and propel the railway truck 50 backward on the railway 30 from a position forward of the highway vehicle 10 into a position which is underneath the forward outrigger housing 12. As the latter position is reached by the railway truck 50, the control lever 71 is manually operated for bringing the slide 73 of the power onoff drive-direction control valve 70 to a neutral position wherein, as will better be understood from description which is to ensue with reference to the similar onoff drive-direction control valve 70a, hydraulic fluid in the output line of pump 77 is shutoff by the valve from either of the flexible leads 103 and 104 and propulsion of the railway truck 50 by the rotary hydraulic motor ceases.  
  With regard to the power on-off drive-direction control valve 70a being in a neutral position as indicated in FIG. 6, the rotor of motor 56a of the railway truck 50a has meanwhile been idle of any propulsion of the railway truck 50a under the effect of hydraulic fluid in either of the flexible lines 103a and 104a, this because of the fact that fluid in the output line 69 of the pump 77 and entering the line 78a is cut off at port 80a by the land 83a of the power on-off drive-direction control valve 70a, through fluid still may circulate through the outlet line 69 of pump 77 and lead 790, port 81a and space 91a within the latter valve and out through port 96a and leads 99a and 100a back to the supply tank 75. It will also be observed that in the neutral position of valve 70a, hydraulic fluid in the flexible leads 103a and 104a is trapped without outlet from spaces 89a and 99a within the valve 70a and thus the rotor offmotor 56a is locked against rotating in either direction/and prevents movement of the railway truck 50a eith l&#39;r forward or backward on the railway 30. The hydraulic circuit of the power on-off drive-direction controllvalve 70 in neutral position and involving the railway truck motor 56 is similar to that for the valve 70a fll&#39;ldljl&#39;lOtOI 56a as described above and accordingly will no, be traced.  
  By shifting the slide 73a of the on-off d&#39; ive-direction control valve 70a to the position indicate in FIG. 7 on manual operation of the control lever lila, hydraulic fluid from pump 77 is delivered through te pump outlet line 69 and through line 78a and pot 80a into the space 90a of valve 70a and thence thrgllgh port 94a, line 106a and the diverter valve 105a zid the flexible power lead line 104a to the rotary hydrzlic motor 56a of the railway truck 50a. From the mc gr 56a the hyl I x draulic fluid courses through the flexible lead line 10311, the converter valve 102a and line 101a, thence through port 93a into space 89a of the valve 70a and back out through port 9311, line 97a and line 100a to the supply tank 75. Power of the hydraulic fluid thus delivered causes the hydraulic motor 56a to rotate in a direction whereby this motor propels the railway truck 50a forward on the railway 30 from a position behind the highway vehicle 10 into a position which is underneath the rearward outrigger housing 13. As the latter position is reached the control lever 71a is manually operated to move the valve slide 73a to the neutral po sition indicated in FIG. 6 for stopping the railway truck 50a.  
  Through control of the railway trucks 50 and 50a individually by setting the power on-off drive-direction control valve 70 for backward propulsion of the railway truck 50 and then to neutral position as described above, and by setting the power on-off drive-direction control valve 70a for forward propulsion of the railway truck 50a and then to neutral position, also as described above, the railway trucks accordingly may be placed in tandem on the railway 30 in positions respectively underneath the forward and rearward outrigger housings 12 and 13. The presser feet 18b, 19b, 20b and 21b of the forward and rearward jack means thereafter are retracted with reference to the casings 18a, 19a, 20a and 21a of the jack means on operation of the jack means until the forward and rearward outrigger housings l2 and 13 come down to rest upon the generally rectangular frames 51 and 51a of the railway trucks 50 and 50a respectively, at which time the forward and rearward highway wheel sets 26 and 27 of the highway vehicle 10 are held spaced away from the ground. Retraction of the presser feet 18b, 19b, 20b and 21b of the jack means is continued until the presser feet are held spaced away from the ground on the highway vehicle.  
  It will be seen through referring to FIGS. 2, 3 and 4 that in the present embodiment the side members of the generally rectangular frame 51 of the railway truck 50 carries an apertured pair of lugs 45, and a pair of bearing plates 46 such as of brass, and it will further be understood that similarly the railway truck 50a is provided with a pair of lugs and bearing plates. The bearing plates on the railway trucks 50 and 50a, thus provided, afford bearing faces against which the forwad and rearward outrigger housings 12 and 13 rest, and the apertured lugs are connected through lost-motion links 47 with the frame of the highway vehicle 10 (see FIG. allowing the railway trucks 50 and 50a on the railway 30 to swivel with reference to the forward and rearward outrigger housings 12 and 13 while the railway trucks are supporting the highway vehicle and remain connected with the vehicle through the lostmotion links 47.  
  By manually operating the control levers 71 and 71a of the power on-off drive-direction control valves 70 and 70a, both to forward-drive positions, the rotary hydraulic motors 56 and 560 are thereafter concurrently energized on power of the hydraulic fluid received from the pump 77 through the power on-off drivedirection control valves 70 and 70a, and the railway trucks 50 and 50a are propelled on this energization in a forward aiding relation while carrying the highway vehicle 10 on the railway 30. Should it be that during forward propulsion the rotary hydraulic motors S6 and 56a encounter over-run of the power of the hydraulic fluid being received by those motors for energization of the latter, a dynamic braking effect may be introduced by moving the control levers 71 and 71a to modify the positions of the valve slides 73 and 73a with reference to the orifices 93 and 93a in the power on-off drivedirection control valves and 70a. An understanding of the dynamic braking effect obtainable in this manner can best be understood through referring to FIG. 7 wherein the valve 70a is shown to be in the forward drive position with reference to the rotary hydraulic motor 56a which on the forward operation has hydraulic fluid output through lead 103a, the diverter valve 102a and line 101a to port 93a. Dynamic braking of the motor 56a on over-run ofthe latter in the forward drive direction is obtained to a variable degree th&#39;rough adjusting the control lever 71a and thus the position of the slide 73a for the slide land 83a to vary the orifice of port 93a. Similarly, over-run of the rotary hydraulic motor 56 of the railway truck 50 in the forward drive direction is braked to a variable degree by operation of the lever 71 and the slide 73 which shifts the slide land 83 for varying the orifice of port 93.  
  Hydraulic fluid from the pump 77 may optionally be delivered through the power on-off drive-direction control valves 70 and 70a for energizing the rotary hydraulic motors 56 and 56a concurrently in an aiding relation to propel the railway trucks 50 and 50a backward on the railway 30 while the trucks in tandem carry the highway vehicle 10. This mode of propulsion is initiated by manually setting the control levers 71 and 71a of both of the power on-off drive-direction control valves 70 and 70a to backward drive positions and may be continued on operation of the pump 77. Valve 70 as represented in FIG. 6 is already in the backward drive position and dual operation of the motors 56 and 56a in the backward direction of drive may therefore be brought about by moving the control lever 710 from the neutral position shown to the backward drive position by setting the slide 73a to a position similar to that of the slide 73. When, during backward propulsion, the rotary hydraulic motors 56 and 56a encounter over-run of the power of the hydraulic fluid energizing those motors the control levers 71 and 71a are manually shifted to modify the positions of the valve slides 73 and 730 with reference to ports 94 and 94a in the power on-off drive-direction control valves 70 and 70a and to introduce dynamic braking of the motors 56 and 56a to an extent varying with the extent that the slide lands 83 and 83a vary the effective size of the orifices of ports 94 and 94a. In fact, by slowly moving both control levers 71 and 71a back to their neutral positions from their positions for either direction of drive, the railway trucks 50 and 50a gradually come to a halt and the rotors of motors 56 and 56a finally are locked in the hydraulic system to prevent movement of the railway trucks either forward and backward on the railway 30.  
  In order that the highway vehicle 10 may once more resume highway travel, the presser feet 18b, 19b, 20b and 21b are brought to the ground from the casings of the jack means and after the lost-motion links 47 are disconnected for freeing the railway trucks 50 and 50a in that respect from the vehicle 10 the jack means on continued operation serve to lift the frame of the highway vehicle from the railway trucks which then are controlled by manual operation of the levers 71 and 71a to move on the railway 30 to positions away from underneath the frame of the highway vehicle 10. Subsequently, by lowering the highway vehicle frame on operation of the jack means 18, 19, 20 and 21, the forward and&#39;rearward highway wheel sets 26 and 27 of the highway vehicle 10 come to the ground and by the continued operation of the jack means the presser feet 18b, 19b, 20b and 21b are retracted while the jack means are carried on the vehicle 10. To allow the railway trucks 50 and 50a to be disconnected from the highway vehicle power supply each of the flexible lead lines 103 and 104 for the motor 56 and each of the flexible lead lines 103a and 104a for the motor 56a includes two flexible sections and the sections of the lead lines are interconnected in the lead lines respectively by quickdisconnect couplings 107, 108, 107a and 108a which for example include a valve (not shown) for each lead line section, having the valve be of any well known type which opens to fluid in the line when the coupling in the line is completed, and closes to fluid in the section when the sections are separated at the coupling.  
  Also, in the present embodiment, the highway vehicle 10 is provided with crane means wherein there is included a boom 120 comprising three telescopic sections 121, 122 and 123. A hydraulic cylinder 124 of reversible piston type is connected with the boom sections I21 and 122 for extending and retracting the section 122 with reference to the section 121, and a hydraulic cylinder 124a, also of reversible piston type, is connected with the boom sections 122 and 123 for extending and retracting the section 123 with reference to section 122. A hoist line 126 suitably guided on the boom 120 and carrying a hook 127 depending from the outer end of the boom is connected at inner end with a drum 129 journaled on the vehicle 10, the drum 129 being suitably driven and controlled for taking in and paying out the line 126.  
  The diverter valves 102, 102a, 105 and 1050 referred to hereinbefore are of any suitable kind which may be set either for connecting the power on-off drivedirection control valves 70 and 70a with the motors 56 and 56a of the railway trucks 50 and 50a as already described, this to the exclusion of the hydraulic cylinders 124 and 124a, or for connecting the power on-off drive-direction control valves 70 and 700 with the hydraulic cylinders 124 and 124a, this to the exclusion of the railway truck motors 56 and 56a, for the hydraulic cylinders 124 and 1240 to be controlled through the valves 70 and 70a on manual control of the levers 71 and 71a. For the latter purpose, opposite sides of the piston in cylinder 124 are connected in communication with the diverter valves 102 and 105 respectively through the hydraulic fluid lines 131 and 132 so that when the diverter valves 102 and 105 are set for the hydraulic cylinder 124 to be operated and controlled, communication is had through lines 101 and 106 with the ports 93 and 94 to the exclusion of motor 56. Similarly, opposite sides of the piston in cylinder 124a communicate with the diverter valves 102a and 1050 respectively through hydraulic 131a and 1320 so that when the diverter valves 102a and 105a are set for the hydraulic cylinder 1240 to be operated and controlled, communication is had through lines 101a and 106a with the ports 93a and 94a to the exclusion of motor 560.  
  As the invention lends itself to many possible embodiments and as many possible changes may be made in the embodiment hereinbefore setforth, it will distinctly be understood that all matter described herein is to be interpreted as illustrative and not as a limitation.  
 I claim:  
  1. Convertible vehicle apparatus comprising, highway-railway vehicle and appurtenant means including, first and second railway trucks each comprising railguided wheels, and propulsion means for propelling said truck either forward and backward on a railway, a highway vehicle for traveling on a highway and said highway vehicle being adapted to rest upon said first and second railway trucks with the latter being in tandem on a railway and be carried by said trucks on drive of said propulsion means thereof, and drive selector and start-stop control means including, drive selector means for controlling said propulsion means of each of said first and second railway trucks to propel said truck either forward and backward on a railway and for controlling said propulsion means of both of said trucks to propel said trucks either forward and backward on a railway, and start-stop control means communicating with said first and second railway trucks on a railway for controlling said propulsion means of either of said trucks to start propelling said truck when said propulsion means of said truck is to propel said truck either forward and backward on a railway as controlled by said drive selector means and to cease propelling said truck when said truck on a railway is underneath or away from underneath said highway vehicle, and for controlling said propulsion means of both of said trucks from said highway vehicle for propulsion of said trucks carrying said highway vehicle on a railway on drive of said propulsion means of said trucks to be started either forward and backward as controlled by said drive selec&#39; tor means and for propulsion of said trucks carrying said highway vehicle on a railway on drive of said propulsion means of said trucks either forward and backward as controlled by said drive selector means to cease.  
  2. Convertible vehicle apparatus, as set forth in claim 1, wherein said drive selector means is in communication with said first and second railway trucks for controlling said propulsion means of either of said trucks from said highway vehicle to propel said truck either forward and backward on a railway and for controlling said propulsion means of both of said trucks from said highway vehicle to propel said trucks either forwad and backward on a railway.  
  3. Convertible vehicle apparatus, as set forth in claim 1, wherein said drive selector and start-stop control means communicates through flexible lead means with said first and second railway trucks on a railway, for  
 said drive selector means to control said propulsion means of each of said first and second railway trucks from said highway vehicle to propel said truck either forward and backward on a railway and said propulsion means of both of said trucks to propel said trucks either forward and back on a railway, and for said start-stop control means to control said propulsion means of either of said trucks to start propelling said truck when said propulsion means of said truck is to propel said truck either forward and backward on a railway as controlled by said drive selector means and to cease propelling said truck when said truck on a railway is underneath or away from underneath said highway vehicle and to control said propulsion means of both of said trucks for propulsion of said trucks carrying said highway vehicle on a railway on drive of said propulsion means to be started either forward and backward as controlled by said drive selector means and for propulsion of said trucks carrying said highway vehicle on a railway on drive of said propulsion means of said trucks either forward and backward as controlled by said drive selector means to cease.  
  4. Convertible vehicle apparatus, as set forth in claim 1, wherein said apparatus includes means for said highway vehicle extending over a railway and directed longitudinally of the railway to be mounted onto said first and second railway trucks on the railway and dismounted from said trucks on the railway.  
  5. Convertible vehicle apparatus, as set forth in claim 1, wherein said apparatus includes braking and control means for at least one of said first and second railway trucks controllably to be braked during travel of said truck on a railway and for at least one of said trucks controllably on a railway to be braked against being moved from a stopped position.  
  6. Convertible vehicle apparatus, as set forth in claim 1, wherein said propulsion means of at least one of said first and second railway trucks includes motor means dynamically braked against having said railway truck over-drive said motor means of said truck.  
  7. Convertible vehicle apparatus comprising, highway-railway vehicle and appurtenant means including, first and second railway trucks each comprising railguided wheels, and propulsion means, including motor means, for propelling said truck either forward and backward on a railway, a highway vehicle for traveling on a highway and said highway vehicle being adapted to rest upon said first and second railway trucks with the latter being in tandem on a railway and be carried by said trucks on drive of said propulsion means thereof, means for said highway vehicle to be mounted onto said first and second railway trucks on a railway and dismounted from said trucks on a railway, and drive selector and power on-off control means including, drive selector means for controlling said propulsion means of each of said first and second railway trucks to propel said truck either forward and backward on a railway and for controlling said propulsion means of both of said trucks to propel said trucks either forward and backward on a railway, and power on-off control means communicating with said motor means of each of said trucks for controlling said motor means of either of said trucks to be energized on power from said power on-off control means to propel said truck either forward and backward on a railway in accordance with control of said propulsion means of said truck by said drive selector means and to be deenergized when said truck on a railway is underneath or away from underneath said highway vehicle, and for controlling said motor means of both of said trucks from said highway vehicle to be energized on power re ceived from s aid power on-off control to propel both of said trucks either forward and backward on a railway in accordance with control of said propulsion means of said truck by said drive selector means and be deenergized.  
  8. Convertible vehicle apparatus, as set forth in claim 7, wherein said drive selector means is in communication with said first and second railway trucks for con trolling said propulsion means of either of said trucks from said highway vehicle to propel said truck either forward and backward on a railway with said power onoff control means being on with reference to said motor means of said truck, and for controlling said propulsion means of both of said trucks from said highway vehicle to propel said trucks either forward and backward on a railway with said power on-off control means being on with reference to said motor means of both of said trucks.  
  9. Convertible vehicle apparatus, as set forth in claim 7, wherein said motor means of at least one of said first and second railway trucks is dynamically braked against having said railway truck over-drive said motor means of said truck.  
  10. Convertible vehicle apparatus, as set forth in claim 7, wherein said motor means of each of said first and second railway trucks is reversible motor means for propelling said truck either forward and backward on a railway, and said drive selector means is in communication with said motor means of said first and second railway trucks, for controlling said motor means of either of said trucks to propel said truck either forward and backward on a railway with said power on-off control means being on with reference to said motor means of said truck, and for controlling said motor means of both of said trucks to propel both of said trucks either forward and backward with said power on-off control means being on with reference to both of said trucks.  
 11. Convertible vehicle apparatus, as set forth in claim 10, wherein said drive selector and power on-off control means communicate through flexible leads with said motor means of said first and second railway trucks for said motor means of said railway trucks to be controlled.  
  l2. Convertible vehicle apparatus, as set forth in claim 10, wherein said drive selector and power on-off control means includes over-run control means for power generated by said reversible motor means of said first and second railway trucks by over-run of said trucks during forward and reverse movement of said trucks on a railway to be controlled for dynamically braking said motor means of said trucks.  
  l3. Convertible vehicle apparatus, as set forth in claim 10, wherein said drive selector and power on-off control means includes over-run control means for power generated by said reversible motor means of at least one of said first and second railway trucks on over-run of said truck during forward and reverse movement of said truck to be variably controlled for dynamically braking said reversible motor means of said truck, and said over-run control means is adapted to lock said reversible motor means of said truck against being operated by said truck on forward and reverse movement of said truck on a railway when said power on-off control means is off with reference to said reversible motor means of said truck.  
  14. Convertible vehicle apparatus, as set forth in claim 7, wherein said drive selector and power on-off control means includes over-run control means for power generated by said motor means of at least one of said first and second railway trucks by over-run of said truck on a railway to be controlled for dynamically braking said motor means of said truck.  
  15. Convertible vehicle apparatus, as set forth in claim 7, wherein said drive selector and power on-off control means includes over-run control means for power generated by said motor means of at least one of said first and second railway trucks on over-run of said truck on a railway to be variably controlled for dynamically braking said motor means of said truck, and said over-run control means is adapted to lock said motor means of said truck against being operated by said truck on forward and reverse movement of said truck on a railway when said power on-off control means is off with reference to said motor means of said truck.  
  16. Convertible vehicle apparatus comprising, highway-railway vehicle and appurtenant means including, a highway crane vehicle comprising a frame, forward and rearward retractable jack means, and forward and rearward pairs of highway wheels for traveling on a highway, said frame of said highway crane vehicle being adapted to be lifted and lowered on said jack means for carrying said highway wheels from and to the ground and said jack means being adapted to be retracted on said vehicle after said highway wheels carried by said frame contact the ground, first and second railway trucks to carry said highway crane vehicle on a railway having said jack means retracted and said highway wheels above the ground, and each of said trucks comprising rail-guided wheels, and propulsion means for propelling said truck either forward and backward on a railway, and drive selector and startstop control means including, drive selector means for controlling said propulsion means of either of said first and second railway trucks to propel said truck either forward and backward on a railway and for controlling said propulsion means of both of said trucks to propel said trucks either forward and backward on a railway, and start-stop control means communicating with said first and second railway trucks on a railway for controlling said propulsion means of either of said trucks to start propelling said truck when said propulsion means of said truck is to propel said truck either forward and backward as controlled by said drive selector means and to cease propelling said truck when said truck is underneath or away from underneath said highway crane vehicle frame having said frame raised above a railway on said jack means, and for controlling said propulsion means of both of said trucks from said highway vehicle for propulsion of said trucks carrying said highway crane vehicle received from over a railway from said jack means to ensue either forward and backward as controlled by said drive selector means and for propulsion of said trucks carrying said highway crane vehicle on drive of said propulsion means of said trucks either forward and backward as controlled by said drive selector means to cease.  
  17. Convertible vehicle apparatus, as set forth in claim 16, wherein said highway vehicle frame includes a chassis of said vehicle and forward and rearward outrigger housings longitudinally leading laterally of said chassis. and forward and rearward pairs of slides in said forward and rearward outrigger housings longitudinally lead from said outrigger housings from either side of said chassis, and said jack means are connected with outer portions of said forward and rearward slides and include longitudinally movable ground contact portions for said portions to be moved to and from the ground longitudinally of said jack means and laterally of said forward and rearward slides.  
  18. Convertible vehicle apparatus, as set forth in claim 16, wherein said drive selector means is in communication with each of said first and second railway trucks for controlling said propulsion means of said truck from said highway crane vehicle to propel said truck either forward and backward on a railway and for controlling said propulsion means of both of said trucks from said highway vehicle crane to propel said trucks either forward and backward on a railway.  
  19. Convertible vehicle apparatus, as set forth in claim 16, wherein said propulsion means of each of said first and second railway trucks includes reversible motor means for propelling said truck either forward and backward on a railway with said drive selector and start-stop control means communicating with said motor means of said railway trucks on a railway through flexible lead means from said highway crane vehicle for controlling said first and second railway trucks through said flexible lead means.  
  20. Convertible vehicle apparatus, as set forth in claim 19, wherein said drive selector and start-stop control means includes over-run control means for power generated by said reversible motor means of at least one of said first and second railway trucks on over-run of said truck during forward and reverse movement of said truck to be controlled for dynamically braking said motor means of said truck.  
  21. Convertible vehicle apparatus, as set forth in claim 19, wherein said drive selector and start-stop control means includes over-run control means for power generated by said reversible motor means of each of said first and second railway trucks on over-run of said truck during forward and reverse movement of said truck to be variably controlled for dynamically braking said reversible motor means of said truck, and said over run control means is adapted to lock said reversible motor means of each of said trucks against being operated by said truck on forward and reverse movement of said truck on a railway when said power on-off control means is off with reference to said reversible motor means of said trucks.  
  22. Convertible vehicle apparatus comprising, highway-railway vehicle and appurtenant means including, first and second railway trucks each comprising railguided wheels, and propulsion means, including motor means, for propelling said truck either forward and backward on a railway, a highway crane vehicle for traveling on a highway and said highway crane vehicle including power-driven crane-operating means and being adapted to rest upon said first and second railway trucks with the latter being in tandem on a railway and be carried by said trucks on drive of said propulsion means thereof, and drive selector and power on-off control and diverter means including, drive selector means for controlling said propulsion means of each of said first and second railway trucks to propel said truck either forward and backward on a railway and for controlling said propulsion means of both of said trucks to propel said trucks either forward and backward on a railway, power on-off control means on said highway crane vehicle and communicating with said motor means of each of said trucks for controlling said motor means of either of said trucks to be energized on power from said power on-off control means&#39;to propel said truck either forward and backward on a railway in accordance with control of said propulsion means of said truck by said drive selector means and be de-energized when said truck on a railway is underneath or away from underneath said highway crane vehicle, and for controlling said motor means of both of said trucks to be energized on power received from said power on-off control means to propel both of said trucks either forward and backward on a railway in accordance with control of said propulsion means of said trucks by said drive selector means and be de-energized, and diverter means for said power on-off control means to control power to said power-driven crane-operating means instead of to said motor means of said first and second railway trucks.  
 23. Convertible vehicle apparatus, as set forth in nect coupling and flexible lead means.