US3426379A

US3426379A - Railroad track cleaning apparatus

Info

Publication number: US3426379A
Application number: US577307A
Authority: US
Inventors: John D Holley; Antonio H Martinez
Original assignee: Kershaw Manufacturing Co Inc
Current assignee: Kershaw Manufacturing Co Inc
Priority date: 1966-09-06
Filing date: 1966-09-06
Publication date: 1969-02-11
Anticipated expiration: 1986-02-11
Also published as: SE311534B; CH454199A; DE1658393C3; DE1658393A1; GB1147093A; DE1658393B2

Description

Feb. 11, 1969 J. D. HOLLEY ET AL RAILROAD TRACK CLEANING APPARATUS Sheet Filed Sept. 6, 1966 INVENTOR. all? BY 'Anforzio H. arf/nez Affomggs John D. l-/

Feb-11,1969 ,D. HoL| EY ETAL v 3,426,379

RAILROAD TRACK CLEANING APPARATUS Filed sepz. e, 1966 Sheet 2 of 2 a INVENTOR. /2 John D. Hal/gg BY Anion/'0 H. Mar/Inez Affarngz s United States Patent 12 Claims This invention relates to railroad track cleaning apparatus and more particularly to apparatus for cleaning railroad yards and has for an object the provision of effective means for removing ballast, car drippings and the like from between and alongside the rails of a railroad track.

Another object of our invention is to provide apparatus for removing debris from a railroad track and depositing it in a debris receiving car which is adapted for movement along the rails of a track, together with improved means for filling the entire car without the necessity of providing a Work track adjacent the cleaning apparatus and at the same time eliminating the necessity of providing work roads for trucks and the like for removing the debris.

A more specific object of our invention is to provide apparatus for removing debris from a railroad track and depositing it in a debris receiving car by an elongated conveyor unit having means for positioning the delivery end of the conveyor at selected longitudinal positions over the debris receiving car.

A further object of our inventioin is to provide railroad cleaning apparatus of the character designated which shall include an elongated debris conveyor supported at one end by a vehicle frame with the other end thereof being supported at selected elevations by a traveling support frame which is held at selected positions relative to the vehicle frame to position the discharge end of the conveyor at selected longitudinal positions over the debris receiving car whereby said other end of the conveyor is then supported entirely by the debris receiving car.

A still further object of our invention is to provide railroad track cleaning apparatus of the character designated which shall be simple of construction and one which required a minimum of labor to operate the same.

As is well known in the art to which our invention relates, difficulties have been encountered in handling debris removed from railroad yards due to the fact that it has been necessary to either provide work tracks adjacent the cleaning apparatus, together with work trains and their crews or provide work roads for trucks, together with truck drivers and other crew members. Such methods of removing the debris from the railroad yard are not only expensive in that they require a considerable amount of equipment and labor, but such methods are time consuming.

To overcome the above difliculties, we provide apparatus for removing debris from a railroad track which deposits the debris directly into a debris receiving car which travels along the same rails as the cleaning apparatus. Accordingly, the debris is transferred in one continuous operation from the railroad track to selected longitudinal locations within the debris receiving car without the necessity of providing an adjacent work work track and work train. In actual practice, we have found that our apparatus will eliminate the necessity of providing approximately ten dump trucks and their crews and at the same time eliminates the loss of time encountered in driving the trucks to and from a dumping area. Furthermore, our apparatus can be operated satisfactorily by employing only two crew members.

Apparatus embodying features of our invention is illustrated in the accompanying drawings, forming a part of this application, in which:

FIG. 1 is a side elevational view of the apparatus, showing a fragment of a debris receiving car;

FIG. 2 is an enlarged, fragmental view taken generally along the line 2--2 of FIG. 3;

FIG. 3 is a sectional view taken generally along the line 3-3 of FIG. 2;

FIG. 4 is an enlarged, sectional view taken generally along the line 4-4 of FIG. 3;

FIG. 5 is a fragmental, side elevational view showing the discharge end of the debris conveyor and the manner in which it is supported by the debris receiving car;

FIG. 6 is a sectional view taken generally along the line 66 of FIG. 5;

FIG. 7 is a vertical sectional view showing one section of the extendable tow bar moved to collapsed position;

FIG. 8 is a vertical sectional view corresponding to FIG. 7 but showing two section of the tow bar moved to collapsed position;

FIG. 9 is a vertical sectional view showing all three sections of the extendable tow bar moved to collapsed position; and,

FIG. 10 is an enlarged sectional view showing a fragrnent of the tow bar.

Referring now to the drawings for a better undesstanding of our invention, we show a vehicle frame 10 having flanged wheels 11 for supporting the vehicle frame for movement along the rails 12 of a railroad track. The vehicle frame 10 is propelled in a manner well understood in the art from a power unit indicated generally at 13.

Extending transversely of the vehicle frame 10 is a rotary brush unit 14 which rotates in the direction of the arrow 16. Rotary motion is imparted to the brush unit 14 by a power take-off drive 17. The brush unit 14 is raised and lowered to selected elevation by a fluid pressure operated cylinder 15.

A bucket-type conveyor unit 18 is carried by the forward portion of the vehicle frame 10 in position to receive the debris discharged from the rotary brush unit 14. That is, the rotary brush unit 14 conveys the debris forwardly and upwardly into transverse buckets 19 of the conveyor 18. Mounted on the "vehicle frame 10 adjacent the discharge end of the bucket-type conveyor 18 is a hopper unit 21 which extends the width of the transverse elevator buckets 19 in position to receive the debris discharged from the buckets 19. That is, the buckets 19 are inverted as they move toward the downgoing side of the conveyor 18. The sides of the hopper 21 extend downwardly and inwardly to discharge the debris onto the receiving end of a debris conveyor 22.

The receiving end of the debris conveyor 22 is pivotally conected by a pivot pin 23 to a turntable 24 which in turn is mounted on the vehicle frame 10, as shown in FIG. 1. Accordingly, the discharge end of the debris conveyor 22 is adapted for both vertical and horizontal movement relative to the vehicle frame 10. Doubleflanged rollers 26 and 27 are mounted adjacent the delivery end of the debris conveyor 22, as shown in FIGS. 1, 5 and 6, in position to engage the upper edges 28 of the side walls 29 of a debris receiving car 31. Flanged wheels 32 support the debris receiving car 31 for movement along the rails 12 in spaced relation to the vehicle frame 10, as shown in FIG. 1.

Mounted for movement along the rails 12 intermediate the vehicle frame 10 and the debris receiving car 31 is a traveling support frame 33 having flanged wheels 34 that engage the rails 12. Upstanding A

frames

36 and 37 are mounted at opposite sides of the traveling support frame 33 and are connected to each other by a transverse support member 38, as shown in FIG. 6. Mounted on the debris conveyor 22 in longitudinally spaced relationship to each other is a winch 39 and an idler pulley 41. The winch 39 carries a flexible cable 42 which passes under and around the idler pulley 41 and is connected at its upper end to the transverse member 38 by a suitable support bracket 43. Accordingly, as the effective length of the flexible member 42 is varied, the delivery end of the conveyor 22 is raised and lowered relative to the traveling support frame 33 and the debris receiving car 31, whereby the debris conveyor 22 may be elevated to the positions shown in FIGS. 1, and 6.

As shown in FIG. 6, the debris conveyor 22 is provided with the usual flexible, endless belt 44 which is supported by idler members 46 in a manner well understood in the art to transfer the debris, indicated at 47 to the debris receiving car 31, as shown.

The traveling support frame 33 is detachably connected to the debris receiving car 31 by a conventional type connecting unit 48, as shown in FIG. 1. The rear side of the traveling support frame 33 is adjustably connected to the forward end of the vehicle frame by an extendable tow bar 49 whereby the position of the traveling support frame 33 relative to the vehicle frame 10 may be varied to position the discharge end of the debris conveyor 22 at selected locations over the debris receiving car. That is, when the traveling support frame 33 is in the position shown in FIG. 1, the discharge end of the debris conveyor 22 is in position to discharge the debris 47 into the rear end of the car 31. By reducing the space between the vehicle frame 10 and the traveling support frame 33, the discharge end of the debris conveyor 22 moves toward the forward end of the debris receiving car 31 whereby the debris may be discharged at selected positions longitudinally of the car. When the vehicle frame 10 is moved to a position adjacent the traveling support frame 33, the discharge end of the conveyor 22 is in position to discharge the debris adjacent the forward end of the car 31.

The extendable tow bar 49 comprises a plurality of elongated

tubular sections

51, 52 and 53 which telescope into each other whereby they are adapted to move selectively from a collapsed position to an extended position. The forward end of the tubular section 51 is adapted to telescope inwardly of an elongated rectangular frame 54 which is pivotally connected by a pivot pin 55 to the traveling support frame 33. The rear end of the tow bar 49 is detachably connected to the forward end of the vehicle frame 10 by a suitable connector member 56. Through openings 57 are provided in each of the

sections

51, 52 and 53 in position to receive a retaining pin 58, as shown in FIGS. 4 and 10 to thus limit longitudinal movement of the sections relative to each other as the vehicle frame 10 is moved forward. That is, each retaining pin 58 engages the adjacent end of the section mounted forwardly thereof to prevent movement of the sections toward collapsed position.

Secured to the innermost end of each of the

tubular sections

51, 52 and 53 is a transverse member 59 having an opening thereto for slideably receiving an elongated rodlike member 61. Accordingly, the transverse members 59 are adapted to move relative to the rod-like member 61 whereby the sections are free to move longitudinally relative to each other toward extended and collapsed position. Retaining elements, such as nuts 62, are secured to the ends of rodlike members 61 whereby the forwardmost ends of adjacent sections are connected to each other by the rod-like member 61 to limit movement of the sections relative to each other after they have moved to fully extended position. A rectangular opening 63 is provided in the frame member 54 for receiving a rectangular retaining element 64. Rectangular openings 66 are provided in the

tubular sections

51, 52 and 53 in position to align with the rectangular opening 63 when the sections are moved to a collapsed position within the frame member 54. That is, as each

tubular section

51, 52 or 53 is moved to fully collapsed position within the frame member 54, the rectangular opening therein moves into alignment with the rectangular opening 63 whereby the transverse retaining element 64 holds the sections in telescoped position within the frame member 54. It will thus be seen that the retaining pins 58 prevent movement of the sections toward collapsed position while the pins are in place while the rodlike members 61 prevent complete separation of the tubular sections from each other and the transverse retaining element 64 holds the tubular sections in telescoped relation relative to the frame member 54. As shown in FIGS. 2 and 3 the upper portion of the frame member 54 is provided with an elongated opening and the forward end of tubular section 51 carries a stop member 65 which is adapted to engage the ends of the opening 60 to limit longitudinal movement of section 51 relative to frame member 54.

Mounted adjacent the forward end of the vehicle frame 10 is a depending scarifier which is in position to engage the debris as the apparatus moves forwardly. The scarifier thus loosens the debris whereby it is readily picked up and conveyed forwardly and upwardly by the rotary broom 14.

Mounted at opposite sides of the vehicle frame 10, as shown in FIG. 1, are forwardly and outwardly extending shoulder plows 67. The plows 67 are secured intermediate their ends to vertical support members 68 which in turn are pivotally mounted on the vehicle frame 10 whereby the plows may be moved inwardly and outwardly relative to the rails 12. As shown in FIG. 1, a fluid pressure operated cylinder 69 is interposed between each plow 67 and the vehicle frame 10 to move the plow about its pivot point. The plow 67 is raised and lowered by a suitable fluid pressure operated cylinder 75.

From the foregoing description, the operation of our improved apparatus for removing debris from a railroad track will be readily understood. The

sections

51, 52 and 53 of the tow bar 49 are moved to extended position and locked in extended position by the retaining pins 58, as shown in FIG. 1, whereby the traveling support frame 33 is spaced from the vehicle frame 10. The winch 39 is actuated to reduce the length of the flexible member 42 whereby the debris conveyor 22 is elevated to the position shown in FIG. 1. That is, the delivery end of the debris conveyor 22 is elevated whereby it moves upwardly over the rear end of the debris receiving car 31. The winch 39 is then actuated to lower the delivery end of the conveyor 22 whereby the flanged rollers 26 and 27 engage the upper edges 28 of the car 31. During the transfer of debris, the flanged rollers 26 and 27 thus support the en tire weight of the delivery end of the conveyor 22 and limit lateral movement of the conveyor relative to the car 31.

The scarifier 70 is lowered to the position shown in FIG. 1 whereby it loosens the debris as the apparatus moves forwardly. The rotary broom unit 14 is lowered to the position shown in FIG. 1 whereby the rotary broom is in position to sweep the debris upwardly and forwardly into the transverse buckets 19 carried by the conveyor 18. The debris is discharged into the hopper unit 21 as the buckets 19 are inverted whereupon it is then discharged from the lower end of the hopper onto the receiving end of the belt 44 of the conveyor 22. The debris 47 is then discharged into the rear end of the debris receiving car 31, as shown in FIG. 5.

After'the rear portion of the car 31 is filled, the pin 58 between tubular section 51 and frame member 54 is removed. The vehicle frame 10 is then moved toward the car 31 whereupon the tubular section 51 moves inwardly of the member 54, as shown in FIG. 7. The transverse retaining member 64 is then inserted through the opening 66 in section 51 and the opening 63 in member 54 to thus secure the section 51 within the member 54. Debris is thus introduced into another longitudinally spaced portion of the car 31. To introduce the debris at another forward position in the car 31, the pin 58 between the sections 52 and 51 is removed whereby the section 52 telescopes inwardly of the section 51 and the member 54, as shown in FIG. 8. In like manner, to introduce the debris into the forwardmost portion of the car 31, the pin 58 between sections 53 and 52 is removed whereby the section 53 telescopes inwardly of the member 54, as shown in FIG. 9. It will be understood that in each of the positions shown in FIGS. 3, 7, 8 and 9, the transverse retaining member 64 passes through the openings 66 to retain the sections within the member 54. After the car 31 has been filled, the car is disconnected from the traveling support frame 33 and the tow bar 49 is again extended to the position shown in FIG. 1 whereupon the apparatus is then connected to another debris receiving car 31 and the procedure is repeated.

From the fore-going, it will :be seen that we have devised improved apparatus for removing debris from a railroad track and depositing it in a debris receiving car which is adapted for movement along the rails of a track which support our improved apparatus. By providing apparatus which travels along the same rails as the debris receiving car and providing means for sweeping up the debris and transferring the same to selected longitudinal positions within the debris receiving car, we greatly re duce the cost of handling the debris since no work track is required alongside the debris handling apparatus and no roads, dump trucks and the like are required to remove the debris handled by our improved apparatus. By providing a traveling support frame which is adapted for movement to selected locations beneath the debris conveyor, we provide effective means for loading the debris car at selected longitudinal positions whereby the entire car is loaded. Furthermore, by providing an extendable tow bar having quick coupling means therefor, the traveling support frame may be readily moved to selected positions relative to the vehicle frame to thus permit the discharge end of the debris conveyor to be moved to selected longitudinal locations relative to the debris receiving car. Furthermore, by providing flanged rollers at the discharge end of the debris conveyor 22, we provide effective means for guiding movement of the conveyor along the upper edges of the car 31 and at the same time the discharge end of the debris conveyor is supported by the debris receiving car.

While we have shown our invention in but one form, it will be obvious to those skilled in the art that it is not so limited, but is susceptible of various other changes and modifications without departing from the spirit thereof, and we desire, therefore, that only such limitations shall be placed thereupon as are specifically set forth in the appended claims.

What we claim is:

1. In apparatus for removing debris from a railroad track and depositing it in a debris receiving car adapted for movement along the rails of a track,

(a) a vehicle frame adapted for movement along the rails of a track in spaced relation to said debris receiving car,

'(b) a debris conveyor supported at one end by said vehicle frame with the other end thereof disposed to move to selected longitudinal positions over said debris receiving car, and be supported thereby,

(c) means to transfer debris from the railroad track to said one end of the debris conveyor,

(d) a traveling support frame adapted for connection to said debris receiving car for movement along the rails of a track intermediate said vehicle frame and said debris receiving car in position to support said debris conveyor at selected elevations relative to said debris receiving car to position said other end of the debris conveyor over said debris receiving car, and

(d) means holding said traveling support frame at selected positions along said track relative to said vehicle frame to position said other end of said debris conveyor at said selected longitudinal positions over said debris receiving car.

2. In apparatus for removing debris from a railroad track as defined in claim 1 in which guide members are carried by said other end of the debris conveyor in position to engage the debris receiving car to support and limit lateral movement of said other end of the debris conveyor relative to said debris receiving car.

3. In apparatus for removing debris from a railroad track as deefined in claim 1 in which at least one flanged roller is carried by said other end of the debris conveyor in position to engage the upper edges of the sides of the debris receiving car to support said other end and limit lateral movement of said other end of the debris conveyor relative to said debris receiving car.

4. In apparatus for removing debris from a railroad track as defined in claim 1 in which the traveling support frame is operatively connected to said debris conveyor by an adjustable support unit disposed to raise and lower said other end of the debris conveyor relative to said debris receiving car.

5. In apparatus for removing debris from a railroad track as defined in claim 4 in which the support unit comprises:

(a) a flexible member operatively connected at one end to an upper portion of said traveling support frame and operative connected at the other end thereof to said debris conveyor,

(b) an idler member mounted on said debris conveyor in position for an intermediate portion of said flexible member to pass under whereby upon varying the effective length of said flexible member the elevation of said other end of the debris conveyor is varied, and

(c) a winch unit connected to said flexible member to vary the effective length thereof.

6. In apparatus for removing debris from a railroad track as defined in claim 1 in which the means to transfer debris from the railroad track to said one end of the debris conveyor comprises:

(a) a rotary broom mounted on said vehicle frame in position to sweep debris upwardly from the railroad track, and

(b) a conveyor mounted on said vehicle frame with one end thereof in position to receive the debris swept upwardly by said rotary broom and the other end thereof in position to deliver the debris to said one end of the debris conveyor.

7. In apparatus for removing debris from a railroad track as defined in claim 6 in which the rotary broom extends transversely of said vehicle frame and the conveyor mounted on the vehicle frame is a bucket-type conveyor having elongated buckets extending transversely of said vehicle frame in position to receive the debris swept upwardly by said rotary broom.

8. In apparatus for removing debris from a railroad track as defined in claim 7 in which a transverse hopper unit is mounted on said vehicle frame between the delivery end of said bucket-type conveyor and said one end of the debris conveyor.

9. In apparatus for removing debris from a railroad track as defined in claim 1 in which said vehicle frame is operatively connected to said traveling support frame by an extendable tow bar.

10. In apparatus for removing debris from a railroad track as defined in claim 9 in which the extendable tow bar comprises:

(a) a plurality of elongated tubular sections telescoping in each other and adapted to move selectively from a collapsed position to an extended position,

(b) a transverse member carried by the innermost end of each tubular section,

(c) there being Openings through said transverse members,

(d) an elongated rod extending through the openings in said transverse members of adjacent tubular sections and disposed to slidably engage at least one of said openings whereby said adjacent sections are adapted to move longituinally relative to each other,

(e) retaining elements at the ends of each rod limiting longitudinal movement of said sections relative to each other as they reach extended position,

(f) releasable locking means disposed to engage said tubular sections to retain said sections in extended position, and

(g) other releasable locking means disposed to engage said tubular sections to retain said sections in collapsed position.

11. In apparatus for removing debris from a railroad track as defined in claim 1 in which a scarifier is mounted at the forward end of said vehicle frame as viewed in the direction of movement in position to engage debris.

12. In apparatus for removing debris from a railroad track as defined in claim 1 in which a forwardly and outwardly extending plow is mounted at a side of said vehicle frame in position to engage debris and move the same inwardly.

References Cited UNITED STATES PATENTS 4/1950 Miller et a1. 1s 5s FOREIGN PATENTS 885,022 12/1961 Great Britain.

ANTONIO F. GUIDA, Primary Examiner.

U.S. C1. X.R.

Claims

1. IN APPARATUS FOR REMOVING DEBRIS FROM A RAILROAD TRACK AND DEPOSITING IT IN A DEBRIS RECEIVING CAR ADAPTED FOR MOVEMENT ALONG THE RAILS OF A TRACK, (A) A VEHICLE FRAME ADAPTED FOR MOVEMENT ALONG THE RAILS OF A TRACK IN SPACED RELATION TO SAID DEBRIS RECEIVING CAR, (B) A DEBRIS CONVEYOR SUPPORTED AT ONE END BY SAID VEHICLE FRAME WITH THE OTHER END THEREOF DISPOSED TO MOVE TO SELECTED LONGITUDINAL POSITIONS OVER SAID DEBRIS RECEIVING CAR, AND BE SUPPORTED THEREBY, (C) MEANS TO TRANSFER DEBRIS FROM THE RAILROAD TRACK TO SAID ONE END OF THE DEBRIS FROM THE RAILROAD TRACK (D) A TRAVELING SUPPORT FRAME ADAPTED FOR CONNECTION TO SAID DEBRIS RECEIVING CAR FOR MOVEMENT ALONG THE RAILS OF A TRACK INTERMEDIATE SAID VEHICLE FRAME AND SAID DEBRIS RECEIVING CAR IN POSITION TO SUPPORT SAID DEBRIS CONVEYOR AT SELECTED ELEVATIONS RELATIVE TO SAID DEBRIS RECEIVING CAR TO POSITION SAID OTHER END OF THE DEBRIS CONVEYOR OVER SAID DEBRIS RECEIVING CAR, AND (D) MEANS HOLDING SAID TRAVELING SUPPORT FRAME AT SELECTED POSITIONS ALONG SAID TRACK RELATIVE TO SAID VEHICLE FRAME TO POSITION SAID OTHER END OF SAID DEBRIS CONVEYOR AT SAID SELECTED LONGITUDINAL POSITONS OVER SAID DEBRIS RECEIVING CAR.