US2924897A - Ballast plow for use under railroad tracks - Google Patents

Description

Feb. 16, 1960 Filed June 27, 19.57

J. W. CHRISTOFF BALLAST PLOW FOR USE UNDER RAILROAD TRACKS 4 Sheets-Sheet 1 I w W /Mme m Feb. 16, 1960 J. w. CHRISTOFF BALLAST PLOW FOR USE UNDER RAILROAD TRACKS Filed Jun 27, 1957 4 Sheets-Sheet 2 Feb. 16, 1960 J w, c s o 2,924,897

BALLAST PLOW FOR USE UNDER RAILROAD TRACKS Filed June 27, 1957 4 Sheets-Sheet 3 Feb. 16, 1960 J CHRISTOFF 2,924,897

BALLAST PLOW FOR USE UNDER RAILROAD TRACKS Filed June 27, 1957 4 Sheets-Shed 4 BAnL srr owFoR USE UNDER RAILROAD TRACKS Y -:.Iames?W- Ch sto f, Minne po Minn assignor to .nin Co. Ltd, Calgary, Alberta, Canada Application June 27, 1957, Serial No. 668,483

4 Claims. c1. 37-104 "This'invention relates to under-track devices of the so-calledballast plow type.

Ballast plows are employed for removing fouled ballast fiomarailroad roadbed. A ballast plow is inserted be- :tween the roadbed and the ties to which the track rails are secured and is then towed along the track in this position by a locomotive. As the plow progresses, it frailsedthe ties from the roadbed ahead of it, supports the-ties and the track secured thereto, as the device passes jrnderneath, and-finally allows the ties and track to settle back onto the roadbed or sub-grade behind the device. The weight of the ties and track supported by the plow is' considerable and the plow 'is therefore pressed firmly down against the ballast. By providing the plow with one ormore scraper blades, it is possible to separate a layer of ballast and displace this ballast to the sides of thettrack beyond the ends of theties so that this displaced ballast can be readily removed when the ties resettle.

Reference may be made to L. B. Franco and I. C. 'Stein US. patent application No. 460,798, filed October 7, 1954, for an example of a ballast plow.

The object of the present invention is to provide improvements inthe structure and operation of this general type of-plow.

The-various features of the invention will become apparent from the appended claims and from consideration of the undertrack device illustrated by way of example in the accompanying drawings.

'Inthe drawings:

Figure lshows a plan view of a section of single track demonstrating the manner of use of a ballast plow thereon;

1 Figure 2is aside elevation of Figure '1;

Figure 3 is a plan view of. the ballast plow shown alone;

Figure 4 is aside .view of the ballast plow seen from :the lower edge oft-Figure 3;

iFigure Sis an underside plan view of the plow seen rinfFiguresfi and .4; 1

Figure 6 is an enlarged cross-sectional view of a moleboard and scraper blade of'this plow;

:Figure .7 shows the same parts as Figure 6 but in a rdil eren pes Figure 8 is anenlargedfragmentary side view of a rear portion of the device taken on the line VIIIVIII in Fig :Figurefidsan enlarged fragmentary rear view of this reat portion of the ,device taken on the line lX-IX in lEigill fifi d "Figure l0 is a still further enlarged side view of a keel ,devicewhich formspart of this rear portion of the device.

'Figpres 1 and 2 demonstrate the manner in which the "ballast plow 10 is towed by cables 11 from a towing bar ,12 connected by further cables 13 to a mounting 14 which is slidable on a-transverse bar 15 secured to the rear of a flat car 16. Control over the transverse move- ;nientof the mounting 14 along the bar 15 is elfected jby means; of a screw-threaded rod 17 controlled by handle 18. A The purpose of this transversely slidable United Sta es Patent 0 ice mounting is to'be able to move the towing bar 12 to one side or other of the track to compensate for curvature of the track to avoid the plow 10 tending to cut the corner on acurve.

This assembly is towed along the track by means of a locomotive 19. As appears most readily from Figure 2, the plow 10 is being employed to skeletonize or plow out the track. Initially, in front of the plow 10, the ties 20 are resting on a layer of ballast 21 which in turn rests on the sub-grade 22. The advancing plow 10 slides along the sub-grade 22, raises the track in advance of itself, and plows the ballast 21 out to the two sides of the track (as best appreciated from Figure 1). Rearwardly of the plow the track settles back onto the sub-grade 22.

For details of structure of the ballast plow 10, attention is directed towards Figures 3 to 10. Referring firstly to Figures 3, 4 and 5, the plow 10 will be seen to consist of a structure of welded construction comprising a curved main plate 23 of rigid steel to the underside of which there is secured a centrally located spine in the form of a downwardly projecting bar 24 extending from front to rear of the plate 23. Also secured to the underside of the plate 23 to extend rearwardly and to each side of the plow 10 from the spine 24 are curved steel moleboards 25, 26, 27 and 28. As appears from Figures 4 and 6, these boards are curved in cross-section, Figure 5 demonstrating that they extend in straight lines from the spine 24 to the side edges 29 and 30 of the plate 23. A similar pair of .moleboards 31 and 32 extend rearwardly and to the lateral edges 29 and 30 of the plow from points situated at the front edge 33 of the plate 23 and displaced respectively one to each side of the spine 24. A number of struts 34 extend between the undersurface of the main plate 23 and the rear surfaces of the moleboards the blade 35 may be adjusted in position relatively to the moleboard 25 to vary the cuttingangle of the blade.

Projecting forwardly from approximately the leading points on the plow at which the blades 31 and 32 commence, are beams 42 and 43 the respective lower flanges 44 and 45 of whichserve to define the leading underrunning surface of theplow. The beams 42 and 43 taper towards the frontends and serve to support the leading ends of apair of spaced upper runners 46 and 4'7, spacer members 48 being interposed. The runners 46 and .47 which extend the full length of the device from one end to the other and bear directly on the undersurfaces of the ties 29 are gently curved to conform to the curvature of the main-plate 23 which in turn 'is curved to conform approximately to the natural curvature of the elevated section of track.

Conventionaltowing ears 50 and 51 are secure'dto the forward side edges of the plow 10, such ears having holes 52 and 53 for receiving shackleson the ends of the towing cables 11.

The plate 23'is provided with weep holes 54 in the usual rnanner, although these perform a somewhatdifierent function from hitherto. These weep holes may be entirely omitted, especially those in advance of the blades 35 and 37.

On each side at the rear the plow is provided with-a keel device 55, one such device being shown alone'in Figure lOand in position on theplow in Figures 8 and Thi e l. .d viceS .sansis s 7 31 8 plat 56 fern;-

mg the keel proper and having integral therewith a root port1on 57 for securing to the plow. The root portion 57 is provided with two rows of holes 58. Welded to the mam blade 56 of each keel device 55 are a pair of shoes 59 and 60 which extend transversely from each side of the blade 56 while being inclined slightly downwardly from front to rear. Each keel device 55 is secured in position as best seen from Figure 9 by securing the root portion 57 between a pair of spaced plates 61 and 62 that depend from the undersurface of the main plate 23. Holes 63 are formed in the plates 61 and 62 so that boltand nut assemblies 64 may be passed through holes 58 and 63 to secure the keel devices 55 in position. By virtue of the number of holes provided, a number of different positions of adjustment is available for each keel.

Dilficulty has been experienced in the past with ballast plows in obtaining a sufficiently deep cut. The plow blades provided on present ballast plows often leave untouched a layer of ballast of from one to three inches. Considerable control over this depth of cut can be obtained by making the plo'w blade adjustable inaccordance with the present construction. It is not so much the extent to which the blade projects downwardly that is the determining factor in deciding the depth of cut, but more the angle of dig in, i.e. the angle A between the lower inner face of the blade and the horizontal (see Figures 6 and 7). The optimum angle to produce a maximum depth of cut will vary to some extent with other conditions, such as the weight of track, type of ballast and the towing speed. For this reason the ability provided by the present construction to adjust the plow blades to vary the angle that their leading edge makes with the horizontal, enables the plow to be most easily adapted to varying conditions. For most conditions an angle in the range of about 45 to 60 is found to give best results, the optimum angle being about 57.

As will be observed from Figure 4 the various moleboards project downwardly to different extents. All the blades are shown in the same position as one anotherrelatively to their respective moleboard so that the different dimensions of the moleboards themselves provides at least an initial difference in blade height as shown in Figure 4, the ability to adjust each blade on its molebo'ard affording the possibility of some slight variation from the basic condition, although, as is later explained, the two features are substantially independent of each other. In this basic condition the small leading blades 39 and 40 extend to a medium depth. These blades take an initial cut at the ballast on each side of the track outwardly of the rails. The next blades, blades 35 and 37, project the least distance downwardly beneath the device. They take a comparatively shallow cut at the ballast but remove it from right across the track. The rearmost blades 36 and 38 which are the lowest then take a further cut at the entire body of ballast. In practice the rearmost blades will be anywhere from /2 inch to 2 inches lower than the front blades, which in turn will be the same order of magnitude lower than the central blades. Whether or not the front blades or the rear blades are the lowest may vary under dilferent conditions, but the normally preferred arrangement is the one as shown.

This difference of blade depth is primarily responsible for the plow riding truly horizontally, while the depth of cut is largely determined by the dig in angle A, which, as will be observed from a comparison of Figures 6 and 7 can be varied between quite wide limits without any substantial change in the extent to which the blades project down. Thus, the dig in angle of individual blades can be varied at will without upsetting to any great extent the amount by which the rear blades project below the front and intermediate blades or the amount by which the front blades project below the intermediate blades. Another important factor in determining the depth of cut is the setting of the keel devices, since the shoes 59 and 60 of these keels tend to ride on the sub-grade without much penetration thereof.

The condition is sometimes encountered that the subgrade is softer on oneside of the track than on the other. This condition can be compensated for by adjusting one keel relatively to the other, that is to say making one keel project downwardly more into'the sub-grade than the other keel. This same expedient can be used on curves to maintain the correct height relationship between the two rails.

A ballast plow according tothe present invention can be used to lower the elevation of track by removing accumulated ballast. That is to say more ballast can be removed than fresh ballast is later replaced with a subsequent sledding operation. There has always in the past been a tendency for a plowing operation followed by a sledding operation to raise the track, more ballast being laid down than is plowed out, but by virtue ofthe greater cut that the present plow can take, such tendency can be offset and even reversed.

The curvature given to the main plate 23 is generally concentric with that given to the runners 46 and 47 which is such as generally to complement the natural curve of the line of tie bottoms of the elevated span of track. For further commenton the advantages of employing such curved runners, reference may be made to United States patent application of James W. Christoff Serial No. 648,647 filed March 26, 1957. As far as the plate 23 is concerned, its upward curvature serves the dual purpose of counteracting the deflection encountered when the weight of the elevated span of track is pressing down on the plow, and also of providing morevertical space underneath the plow in the area occupied by the middle blades thus affording ample room for upward adjustment of thesame without increase to the overall height of the device.

The embodiments of the invention in which an exclusive property or privilege is claimed are definedas follows:

1. A ballast plow device for, removing ballast from the surface of a railroad roadbed, comprising a generally flat framework adapted to be drawn along betweenthe roadbed and the ties while supportingthe weight of said ties and a span of track, said framework'comprising a metal plate, a pair of parallel raised runners extending along the upper surface of said plate, a plurality of blade members disposed one behind the other and projecting downwardly from the undersurface of said plate while all being inclined to the front-to-rear axis of the device as defined by said runners, the most rearwardly disposed blade member projecting downwardly beyondthe bottom edge of amore forwardly disposed blade member,- said runners being curved convexly upwards over said-blades substantially to complement the natural curve of the line of tie-bottoms of said span of track, said plate being similarly upwardly curved over said blades.

2. A ballast plow device for removing ballast from the surface of a railroad roadbed, comprising a generally flat framework adapted to be drawn along between the roadbed and the ties while supporting the weight of said ties and a span of track, said framework comprising a metal plate, a pair of parallel raised runners extending along the upper surface of said plate, and blade means projecting downwardly from the 'undersurface .of said plate while being inclined to the front-to-rear axis" of the device as defined by said runners, said blade means comprising at least three blades disposed one behind the other, the most rearwardly disposed blade projecting downwardly beyond the bottom edge of the most forwardly disposed blade, and the most forwardly disposed blade projecting downwardly beyond the bottom edg'e of the intermediately disposed blade, said runners being curved convexly upwards over said blades substantially to complement the natural curve of the line oftie-bottoms of said span of track, said plate being similarly upwardly curved over said blades.

3. A ballast plow device for removing ballast from the surface of a railroad roadbed, comprising a generally flat framework adapted to be drawn along between the roadbed and the ties while supporting the weight of said ties and a span of track, said framework comprising a metal plate, a pair of parallel raised runners extending along the upper surface of said plate, and blade means projecting downwardly from the undersurface of said plate while all being inclined to the front-to-rear axis of the device as defined by said runners, said blade means comprising a first pair of blades each extending outwardly and rearwardly towards the lateral edges of said plate from the central front-to-rear axis of the device as defined by said runners, and a second pair of blades each extending outwardly and rearwardly towards the lateral edges of said plate from points intermediate said central axis and said lateral edges, such second pair of blades being disposed forwardly of the first said pair and projecting downwardly beyond the bottom edges of said first pair, said runners being curved convexly upwards over said blades substantially to complement the natural curve of the line of tie-bottoms of said span of track,

. said plate being similarly upwardly curved over said blades.

4. A ballast plow device for removing ballast from the surface of a railroad roadbed, comprising a generally flat framework adapted to be drawn along between the roadbed and the ties while supporting the weight of said ties and a span of track, said framework comprising a metal plate, a pair of parallel raised runners extending along the upper surface of said plate, and blade means projecting downwardly from the undersurface of said plate while being inclined to the front-to-rear axis of the device as defined by said runners, said blade means comprising a first and most rearwardly disposed pair of blades each extending outwardly and rearwardly towards the lateral edges of said plate from the central front-torear axis of the device as defined by said runners, a second, intermediately disposed pair of blades each extending outwardly and rearwardly towards the lateral edges of said plate from said central axis, and a third, most forwardly disposed pair of blades each extending outwardly and rearwardly towards the lateral edges of said plate from points intermediate said central axis and said lateral edges, said most rearwardly disposed blades pro jecting downwardly beyond the bottom edge of the most forwardly disposed blades and the most forwardly disposed blades projecting downwardly beyond the bottom edge of the intermediately disposed blades.

.References Cited in the file of this patent UNITED STATES PATENTS 904,106 Wild Nov. 17, 1908 1,273,654 Osborne July 23, 1918 1,313,353 Tobin Aug. 19, 1919 1,913,883 Hinds June 13, 1933 2,437,059 Williams Mar. 2, 1948 2,571,183 Banton Oct. 16, 1951 2,725,016 Fogelberg et al Nov. 29, 1955 2,778,129 Fryer Jan. 22, 1957 FOREIGN PATENTS 712,709 France Oct. 9, 1931

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