CA2273045C - Switch clearing system - Google Patents
Switch clearing system Download PDFInfo
- Publication number
- CA2273045C CA2273045C CA002273045A CA2273045A CA2273045C CA 2273045 C CA2273045 C CA 2273045C CA 002273045 A CA002273045 A CA 002273045A CA 2273045 A CA2273045 A CA 2273045A CA 2273045 C CA2273045 C CA 2273045C
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- CA
- Canada
- Prior art keywords
- air
- nozzle
- dispersion system
- switch
- relation
- Prior art date
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B08—CLEANING
- B08B—CLEANING IN GENERAL; PREVENTION OF FOULING IN GENERAL
- B08B5/00—Cleaning by methods involving the use of air flow or gas flow
- B08B5/02—Cleaning by the force of jets, e.g. blowing-out cavities
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B7/00—Switches; Crossings
- E01B7/20—Safety means for switches, e.g. switch point protectors, auxiliary or guiding rail members
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Railway Tracks (AREA)
Abstract
An air blowing system for use in keeping railroad track switches clear of snow utilizes flexible tubes, preferebly of rubber or plastic, located transversely beneath the main tracks, and connecting with resilient nozzles to direct a high flow of air in the direction of the track switch points. The system may include resilient ducts conveying air in protective relation with the switch control rods extending laterally beneath the track.
The rod protective air discharge may be by way of a louvered cross-tube, extending parallel with the rods, to discharge air laterally of the rods, or one or more nozzles discharging air longitudinally of the rods.
The rod protective air discharge may be by way of a louvered cross-tube, extending parallel with the rods, to discharge air laterally of the rods, or one or more nozzles discharging air longitudinally of the rods.
Description
SWTTCH CLEARING SYSTEM
FIELD OF THE INVENTION
This imrention is directed to a safety system for clear~g a switch of air-born pollution, and in particular to a system for keeping a railroad switch clear of snow, to promote its safe operation.
DESCRIPTION OF THE PRIOR ART
Extensive use is presently being made in railway systems located in snow belt areas such as the more northerly Statesof the United States and in Canada, of air blowing systems, for keeping track switches of rail systems clear of snow, deposited directty and by induced drafting from trains.
Track switches crnnprise movable twin portions of rail track that can be laterally pivoted to guide the fanged wheels of rolling stock from one track to an adjacent track, enabling the diversion of a train or its component cars from one track to another.
Such systems are vulnerable to becoming inoperative, or defectively operable in the presence of snow deposits.
Snow is readily deposited between the fixed rails and the adjacent, movable switch points rail portions. These snow deposits can prevent the hull, unrestricted motion of the switch points from one operative position to another operative position, with grave and dangerous consequences.
Numerous examples exist of prior art switch point air-blowing arrangements, such as United States patents Nos:
FIELD OF THE INVENTION
This imrention is directed to a safety system for clear~g a switch of air-born pollution, and in particular to a system for keeping a railroad switch clear of snow, to promote its safe operation.
DESCRIPTION OF THE PRIOR ART
Extensive use is presently being made in railway systems located in snow belt areas such as the more northerly Statesof the United States and in Canada, of air blowing systems, for keeping track switches of rail systems clear of snow, deposited directty and by induced drafting from trains.
Track switches crnnprise movable twin portions of rail track that can be laterally pivoted to guide the fanged wheels of rolling stock from one track to an adjacent track, enabling the diversion of a train or its component cars from one track to another.
Such systems are vulnerable to becoming inoperative, or defectively operable in the presence of snow deposits.
Snow is readily deposited between the fixed rails and the adjacent, movable switch points rail portions. These snow deposits can prevent the hull, unrestricted motion of the switch points from one operative position to another operative position, with grave and dangerous consequences.
Numerous examples exist of prior art switch point air-blowing arrangements, such as United States patents Nos:
2,898,062 Magnus, Aug.1959; 3,972,497 Ringer, Aug.1976;
4,081,161 Uptight, Mar.1978; 4,671,475 Widmer, Jun.1987;
4,674,718 Bjorklund,Jun.1987; 4,695,017 Ringer et al, Sep.1987 The current state of prior art is exemplified in Ringer et al U. S. 4, 695, 017 (referred to below as "U. S. '017").
U.S.'017 shows a fan for providing a high velocity mass flow of ambient air, connected by way of rectangular-section metal conduits to first, second, and possibly third stage air blowing nozzles, to blow high velocity air substantially horizontally into the gap between the switch points and the respective stock (m in) rails, in su~cient mass and at a suffciently high velocity to keep the switch clear of snow, deposited both naturally, and by train-generated turbulence .
The systems are most generally operated continuously during the snow season.
The conduits extend transversely of the road bed, below the rails and between the rail ties, with nozzles extending upwardly from the conduits, projecting above the level of the cross ties of the track, to about the height of the switch rails.
In accordance with the relevant ofEcial technical specification for the former Canadian National Railway, CN-006-SM 1991 Edition, the conduits and nozzles of these systems are of galvanized sheet metal, each installation generally rcquiring to be custom-built.
The nozzle and duct portions of these existing systems have been found to be prone to being accidentally damaged, from impacts against the upstanding nozzles by equipment dragging from passing trains, and by the operation or passage of track maintenance equipment, etc.
Damage occurring to the nozzles per se, which are sometimes torn away, frequently causes widespread damage to the connecting conduits, the removal, repair and replacement of which is very labour intensive and expensive, particularly in view of the custom-built aspect of their construction.
Attempts to cope with this type of damage, by malting the nozzles more robust and rigid, has been found in many instances to lead to increased consequential damage to the attached air conduits, with increased repair requirements.
In instances of track maintenance, where the aii~ blowing system requires temporary removal and replacement, a number of hours and considerable effort is usually required for removal and subsequent re-installation of the conduits and nozzles.
A further major disadvantage of these types of prior art systems is the use of galvanized metal conduit, located transversely below the stock rails, making electrical contact with the undersides of the stock rails. Normally, in most railways where air blower systems are installed, the stock rails are ufiilized as conductors for the control of track signal lights.
Accordingly, the respective portions of air conduit are connected by way of an electrical insulating break. The insulation, however, is prone to becoming contaminated, and electrically bridged. When this short circuit occurs, the system fails "safe", and the associated signal lights all go to the RED condition. This halts all trains, causing a tremendous adverse impact upon the flow of rail trWc.
Under these circumstances railroad regulations require, for each halted train, the obtaining of a written authorization to proceed under emergency conditions, and consequent passage across the affected zone of the track at 15-miles an hour, instead of being able to highball through, non-stop, at normal track speed for that section of the system.
Typically, for a 10-mile section of affected track, one train delayed 45-minutes will cost many thousands of dollars.
With trains each averaging about 90-cars, extendiryg about 5,040 feet, the economic losses associated with bringing the train to a stand-still, obtaining authorization to pass, and proceeding at reduced speed over the affected track zone, are very high.
As regards effecting temporary removal, or carrying out repairs on a damaged prior-art conduit-andrnozzle system, these may well be required in the depths of winter, possibly after dark, with minimal facilities and under semi-arctic conditions. In a worst-case scenario involving more than a nozzle, the conduit may have to be unbolted from the fan unit or from its output conduit and father dis-assembled into its smaller component lengths by unbolting an array of bolts or capscrews at the flanged joints where necessary, to enable drawing of those portions from beneath the stock rails, for repair or replacement. This typically comprises a three-hour or more job for the repair person. The removal job may be further complicated by deformation or tearing of the conduit, from the initial, damaging impact against the nozzle.
A further major deficiency of existing,, prior art systems, is an apparent total absence of provision to keep transverse track, actuator and indicator rods clear of snow.
The transverse rods of a switch system comprise spacer rods cormecting the two rail portions of the switch, to keep them parallel to each other, and actuator and indicator rods coimecting the switch rails to the positioning mechanism, by which the switch is operated.
The complex structure of these rods, necessitated by the need to provide a wide range of adjustability, makes them vulnerable to jamming. Thus, the accumulation of snow, and/or consequential ice, about the transverse rods of a switch system can readily immobilize a switch against effective operation.
In summary, it can be readily appreciated that the currently used systems are highly prone to damage, and suffer from further major disadvantages, with the potential liability of becoming inoperable; of paraalty disabling the railway system, and of being diffcult to service and to repair.
SUMMARY OF THE INVENTION
The present imrention provides a pollutant dispersion systcrn for dispersing air-born pollutants from the vicinity of a switch means, the system including at least one laterally flexible intermediate air conducti~ tabular member, a so~ce of forced air, and at least one air directing nozzle, the intermediate tube being connected in air conducting relation between the air source and the air nozzle, in use to direct a mass flow of air in pollutant dispersing relation adjacent a first working zone, the first working zone including component portions of the switch means that are subject to malfunction in the presence of the pollutant.
In the aforesaid dispersion system, the switch means comprises railroad switch points, wherein the at least one tubular member extends beneath stock rails of a railroad track, the track incorporating the switch means.In the dispersion system, the flexible interrnediate member is elastic, prcferabky a substantially circular, flexible cylindrical tube of elastorner, the preferred elastomer being rubber.
The switch means may form part of a railroad track having a pair of stock rails, wherein at least a portion of the intermediate tube is located beneath at least one stock rail of the track.
The nozzles of the system are preferably of rubber. Joints for the conduit system may be off the-shelf standard automotive metal exhaust or muffler components such as connectors, elbows and clamps.
The system air dispersion nozzles may be removabty secured to the stock rails of a railroad track, wherein the switch is installed, by way of conduit attachment means.
The conduit attachment means may be removable; and also adjustable, enabling the height of the supported conduit or nozzle to be selectively adjusted.
The switch system in the case of a railroad switch, may be equipped with transverse switch rods, usually comprising spacer, actuator("front") and indicator transverse rods, wherein at least one air nozzle is directed to supply high velocity air blowing over an adjacent transverse rod in con~t displacing relation relative to the rod, to maintain mobility and serviceability of the rod.
In one embodiment a rod, which extends laterally of the track, being located between the ties of the track, may have an air conduit extending substantially parallel with the rod;
the conduit having a plurality of nozzles directed obliquely towards the rod, to direct a sufficient mass of air at a sufficient velocity to disperse air-born contamination from the immediate vicinity of the rod, to thereby diminish the likelihood of the rod being immobilized by the contaminant.
A further embodiment may comprise one or more conduits discharging au transversely of the track, along a rod.
The predominant contaminant is snow.
Tlte use of other forms of tubing is contemplated. In the case of hybrid or metallic flexible conduit, akin to clothes-dryer exhaust hose, the outer surface thereof may be readily insulated by way of tape or a split rubber gaiter at the locations where the conduit lays under the rails of the track point.
BRIEF DESCRIPTION OF THE DRAWINGS
Certain embodiments of the present invenfiion are described by way of illustration, without limitation of the invention thereto, other than as set forth in the accompanying claims, reference being made to the accompanying drawings, wherein:
Figure 1 is a perspective sketch, in end-view, of an air blower unit for use with the present irn~cntion;
Figure 2 is a fi~ontal pempei;tive view of the Figure 1 embodiment, showing elements of the subject system;
Figure 3 is a plan view of the track portion of Figure l;
Figure 4 is an enlarged perspective view of a portion of Figure 3;
Figure 5 is an end view, in part-section, of a support bracket holding a nozzle secured to a rail;
Figure 6 is a view similar to Figure 1, of an embodiment with further rod-blowing provisions;
Figure 7 is a view siml3ar to Figure 2, of the Figure 6 embodiment;
Figure 8 is a view similar to Figure 3, showing the rod blowing provisions of Figures 6 & 7; and, Figure 9 is a plan view of two types of rod blowing novles.
DESCRIPT10N OF THE PREFERRED EMBODINiEI'3'TS
Referring to Figures 1, 2 and 3, a raih~oad track 12 incorporates a switching rail system 14.
Switch actuating rod 16 and switch position indicator rods 18 connect the movable switch members of the track 12 to an electrically driven switch mechattism 20 located at track-side.
An air blower unit 24 comprising a fan 26, is directly driven by an electric motor 28. The unit 24 provides a mass flow of high velocity ambient air.
An air manifold 30 connects the air blower unit 24 with the air distribution tubes 32, 34, n 36, 37, 38 and 39 of the system first embodiment.
The main output to tubes 32, 34 is by way of a bi-furcated Y-adaptor 40.
The main tubes 32, 34 are of an elastomer, some 4-inches in diameter, and colmect with nozzles 42, 44 (see also Figures 4 and 5). Rubber tubes have been found to be suitable.
The tubes 32, 34 are readity passed beneath the track rails 13, and are connected by way of metallic elbows 45 with their respective nozzles 42, 44. The use of plastic connectors is contemplated.
The tubes 32-39 are held by stainless steel pipe clamps.
The nozzles 42, 44, which are. preferahhr of nahber, are clamped to the track rails 13 by way of clamp assembly 50. Each clamp assembly 50 comprises a pair of bits 52, attached to an L-shaped base member 55. The adjustable bit 54 is slideably mounted by way of sleeve 56 upon bolt portion 58.
Adjustment of nut 60 enables opening and closing of the bits 52, 54, to grip the bottom flange of the track rail 13.
A slotted extension piece 62 carries threaded post 64, from which extends an adjustable mount 66. A clamp 68 attached to mount 66- receives a nozzle 42 or 44 in secured relafiion therein.
The tlweaded post 64 is both laterally, verticalh~ and rotatably adjustable upon the slotted extension piece 62.
Further vertical adjustability is provided by the adjustable mount 66. The left or right handing of the tube clamp 68 can be achieved at post 64, or at the adjustable mount 66.
Referring to Figure 3, four rod-protection blower tubes 36, 37, 38 and 39 are connected by 2-inch diameter rubber hose (shown in phantom lines) with the air output duct 30.
Each blower tube 31i-39 .bas a sE-aias of side on~tlets diuru~tc~d towards the vcizrxt,~ of tlZe adjacent rod,to disperse aay telling snow clear of the nxi, Tutniug to ~'i~gutex 6,7 arid 8, Chase show alternative air cottrtaction provisions, by way of hose lines 70.
'lfie two-inch rubber hoses are: cotrnected by way of low-c:ust" standa~cdixed anetal automotive frttings aad clatnps(nut showtt)witir Y'-conutectots ?S
Referring to Figure', the roc3-blower urs~llation 74 has a pair of plain uozz[es 75" 76 dirt:cted laterally ofilae tr8~c;k, t~ec~ couxpleanetxtar-y or aptera ari~rc embodiment 7E has an end cap 79 and a series of ohiiquely directed noxl7es gt3 hutial installationw removal, repair and !or replaCeoaent of the hose, txoxzle apd clamp components, is readily and rapidly etfected,with a rniarirnurrt of tools or et~'ort.
In instances of oazz~les sufkering irnpac~t from something dragZ;in,g fram a train .t has been found that a rabbet nozzle may be torn without :ceraously af~eaaicfg the connected xir supply tube or the substaatiai operation of the torn nuzzle.
'ihe use of smooth round tubes ltas been touud to ensure elective alt Claw, depite having a smaller exoss-seetioaai area than the previous rectangular metal duetizt~.
Comparative field tesrts wer~° carried cut on an operatynta, railroad system, usitttE; art ambient air system.The hose and nuzzle sy,terr> of tkre present inventicatr weresubstituted for the pror art conduit and nozzJ~es previauslyused irr au older system. "~Io changes we re made in the forced air supply. 'fhe installation comprixcd a~a actual switch point in an "open"
co~dltion, Air velocity measurements (ire Km per hour) were taken at tlrr. nozzle and at a succession of stations from the switch poirnt to its heel, wikh irtternxediatr points A, i3 and (,:
@ NOZZLE (c~,POINT @A @B @C @HEEL
Prior art system: 1~D? ?8 5? 16 6 1-2 Present Invention system: 11 ~ l 11 lOH 4?. 28 The test is only indicative, as cross wind conditions were not constant for both tests.
The loading of the blower motor was measurably the same for both system tests, giving clear indication of substantially equal rates of air displacement through each system.
It is contemplated that the benefits of the present invention as practically demonstrated are also realizable with a system utiliang hot air.
It will be understood by those skilled in the art that certain variations and/or modifications of the present invention may be made, within the scope of the present claims.
Also, the system has wide potential use against air-born contamination, including snow and other elements, fbr systems where the low cost, tlexibilitV and lightness of the air tubes and nozzle components, allied with their ease of manufacture, fitting and maintenance, and their selective electrical non-conductivity can play important roles.
4,081,161 Uptight, Mar.1978; 4,671,475 Widmer, Jun.1987;
4,674,718 Bjorklund,Jun.1987; 4,695,017 Ringer et al, Sep.1987 The current state of prior art is exemplified in Ringer et al U. S. 4, 695, 017 (referred to below as "U. S. '017").
U.S.'017 shows a fan for providing a high velocity mass flow of ambient air, connected by way of rectangular-section metal conduits to first, second, and possibly third stage air blowing nozzles, to blow high velocity air substantially horizontally into the gap between the switch points and the respective stock (m in) rails, in su~cient mass and at a suffciently high velocity to keep the switch clear of snow, deposited both naturally, and by train-generated turbulence .
The systems are most generally operated continuously during the snow season.
The conduits extend transversely of the road bed, below the rails and between the rail ties, with nozzles extending upwardly from the conduits, projecting above the level of the cross ties of the track, to about the height of the switch rails.
In accordance with the relevant ofEcial technical specification for the former Canadian National Railway, CN-006-SM 1991 Edition, the conduits and nozzles of these systems are of galvanized sheet metal, each installation generally rcquiring to be custom-built.
The nozzle and duct portions of these existing systems have been found to be prone to being accidentally damaged, from impacts against the upstanding nozzles by equipment dragging from passing trains, and by the operation or passage of track maintenance equipment, etc.
Damage occurring to the nozzles per se, which are sometimes torn away, frequently causes widespread damage to the connecting conduits, the removal, repair and replacement of which is very labour intensive and expensive, particularly in view of the custom-built aspect of their construction.
Attempts to cope with this type of damage, by malting the nozzles more robust and rigid, has been found in many instances to lead to increased consequential damage to the attached air conduits, with increased repair requirements.
In instances of track maintenance, where the aii~ blowing system requires temporary removal and replacement, a number of hours and considerable effort is usually required for removal and subsequent re-installation of the conduits and nozzles.
A further major disadvantage of these types of prior art systems is the use of galvanized metal conduit, located transversely below the stock rails, making electrical contact with the undersides of the stock rails. Normally, in most railways where air blower systems are installed, the stock rails are ufiilized as conductors for the control of track signal lights.
Accordingly, the respective portions of air conduit are connected by way of an electrical insulating break. The insulation, however, is prone to becoming contaminated, and electrically bridged. When this short circuit occurs, the system fails "safe", and the associated signal lights all go to the RED condition. This halts all trains, causing a tremendous adverse impact upon the flow of rail trWc.
Under these circumstances railroad regulations require, for each halted train, the obtaining of a written authorization to proceed under emergency conditions, and consequent passage across the affected zone of the track at 15-miles an hour, instead of being able to highball through, non-stop, at normal track speed for that section of the system.
Typically, for a 10-mile section of affected track, one train delayed 45-minutes will cost many thousands of dollars.
With trains each averaging about 90-cars, extendiryg about 5,040 feet, the economic losses associated with bringing the train to a stand-still, obtaining authorization to pass, and proceeding at reduced speed over the affected track zone, are very high.
As regards effecting temporary removal, or carrying out repairs on a damaged prior-art conduit-andrnozzle system, these may well be required in the depths of winter, possibly after dark, with minimal facilities and under semi-arctic conditions. In a worst-case scenario involving more than a nozzle, the conduit may have to be unbolted from the fan unit or from its output conduit and father dis-assembled into its smaller component lengths by unbolting an array of bolts or capscrews at the flanged joints where necessary, to enable drawing of those portions from beneath the stock rails, for repair or replacement. This typically comprises a three-hour or more job for the repair person. The removal job may be further complicated by deformation or tearing of the conduit, from the initial, damaging impact against the nozzle.
A further major deficiency of existing,, prior art systems, is an apparent total absence of provision to keep transverse track, actuator and indicator rods clear of snow.
The transverse rods of a switch system comprise spacer rods cormecting the two rail portions of the switch, to keep them parallel to each other, and actuator and indicator rods coimecting the switch rails to the positioning mechanism, by which the switch is operated.
The complex structure of these rods, necessitated by the need to provide a wide range of adjustability, makes them vulnerable to jamming. Thus, the accumulation of snow, and/or consequential ice, about the transverse rods of a switch system can readily immobilize a switch against effective operation.
In summary, it can be readily appreciated that the currently used systems are highly prone to damage, and suffer from further major disadvantages, with the potential liability of becoming inoperable; of paraalty disabling the railway system, and of being diffcult to service and to repair.
SUMMARY OF THE INVENTION
The present imrention provides a pollutant dispersion systcrn for dispersing air-born pollutants from the vicinity of a switch means, the system including at least one laterally flexible intermediate air conducti~ tabular member, a so~ce of forced air, and at least one air directing nozzle, the intermediate tube being connected in air conducting relation between the air source and the air nozzle, in use to direct a mass flow of air in pollutant dispersing relation adjacent a first working zone, the first working zone including component portions of the switch means that are subject to malfunction in the presence of the pollutant.
In the aforesaid dispersion system, the switch means comprises railroad switch points, wherein the at least one tubular member extends beneath stock rails of a railroad track, the track incorporating the switch means.In the dispersion system, the flexible interrnediate member is elastic, prcferabky a substantially circular, flexible cylindrical tube of elastorner, the preferred elastomer being rubber.
The switch means may form part of a railroad track having a pair of stock rails, wherein at least a portion of the intermediate tube is located beneath at least one stock rail of the track.
The nozzles of the system are preferably of rubber. Joints for the conduit system may be off the-shelf standard automotive metal exhaust or muffler components such as connectors, elbows and clamps.
The system air dispersion nozzles may be removabty secured to the stock rails of a railroad track, wherein the switch is installed, by way of conduit attachment means.
The conduit attachment means may be removable; and also adjustable, enabling the height of the supported conduit or nozzle to be selectively adjusted.
The switch system in the case of a railroad switch, may be equipped with transverse switch rods, usually comprising spacer, actuator("front") and indicator transverse rods, wherein at least one air nozzle is directed to supply high velocity air blowing over an adjacent transverse rod in con~t displacing relation relative to the rod, to maintain mobility and serviceability of the rod.
In one embodiment a rod, which extends laterally of the track, being located between the ties of the track, may have an air conduit extending substantially parallel with the rod;
the conduit having a plurality of nozzles directed obliquely towards the rod, to direct a sufficient mass of air at a sufficient velocity to disperse air-born contamination from the immediate vicinity of the rod, to thereby diminish the likelihood of the rod being immobilized by the contaminant.
A further embodiment may comprise one or more conduits discharging au transversely of the track, along a rod.
The predominant contaminant is snow.
Tlte use of other forms of tubing is contemplated. In the case of hybrid or metallic flexible conduit, akin to clothes-dryer exhaust hose, the outer surface thereof may be readily insulated by way of tape or a split rubber gaiter at the locations where the conduit lays under the rails of the track point.
BRIEF DESCRIPTION OF THE DRAWINGS
Certain embodiments of the present invenfiion are described by way of illustration, without limitation of the invention thereto, other than as set forth in the accompanying claims, reference being made to the accompanying drawings, wherein:
Figure 1 is a perspective sketch, in end-view, of an air blower unit for use with the present irn~cntion;
Figure 2 is a fi~ontal pempei;tive view of the Figure 1 embodiment, showing elements of the subject system;
Figure 3 is a plan view of the track portion of Figure l;
Figure 4 is an enlarged perspective view of a portion of Figure 3;
Figure 5 is an end view, in part-section, of a support bracket holding a nozzle secured to a rail;
Figure 6 is a view similar to Figure 1, of an embodiment with further rod-blowing provisions;
Figure 7 is a view siml3ar to Figure 2, of the Figure 6 embodiment;
Figure 8 is a view similar to Figure 3, showing the rod blowing provisions of Figures 6 & 7; and, Figure 9 is a plan view of two types of rod blowing novles.
DESCRIPT10N OF THE PREFERRED EMBODINiEI'3'TS
Referring to Figures 1, 2 and 3, a raih~oad track 12 incorporates a switching rail system 14.
Switch actuating rod 16 and switch position indicator rods 18 connect the movable switch members of the track 12 to an electrically driven switch mechattism 20 located at track-side.
An air blower unit 24 comprising a fan 26, is directly driven by an electric motor 28. The unit 24 provides a mass flow of high velocity ambient air.
An air manifold 30 connects the air blower unit 24 with the air distribution tubes 32, 34, n 36, 37, 38 and 39 of the system first embodiment.
The main output to tubes 32, 34 is by way of a bi-furcated Y-adaptor 40.
The main tubes 32, 34 are of an elastomer, some 4-inches in diameter, and colmect with nozzles 42, 44 (see also Figures 4 and 5). Rubber tubes have been found to be suitable.
The tubes 32, 34 are readity passed beneath the track rails 13, and are connected by way of metallic elbows 45 with their respective nozzles 42, 44. The use of plastic connectors is contemplated.
The tubes 32-39 are held by stainless steel pipe clamps.
The nozzles 42, 44, which are. preferahhr of nahber, are clamped to the track rails 13 by way of clamp assembly 50. Each clamp assembly 50 comprises a pair of bits 52, attached to an L-shaped base member 55. The adjustable bit 54 is slideably mounted by way of sleeve 56 upon bolt portion 58.
Adjustment of nut 60 enables opening and closing of the bits 52, 54, to grip the bottom flange of the track rail 13.
A slotted extension piece 62 carries threaded post 64, from which extends an adjustable mount 66. A clamp 68 attached to mount 66- receives a nozzle 42 or 44 in secured relafiion therein.
The tlweaded post 64 is both laterally, verticalh~ and rotatably adjustable upon the slotted extension piece 62.
Further vertical adjustability is provided by the adjustable mount 66. The left or right handing of the tube clamp 68 can be achieved at post 64, or at the adjustable mount 66.
Referring to Figure 3, four rod-protection blower tubes 36, 37, 38 and 39 are connected by 2-inch diameter rubber hose (shown in phantom lines) with the air output duct 30.
Each blower tube 31i-39 .bas a sE-aias of side on~tlets diuru~tc~d towards the vcizrxt,~ of tlZe adjacent rod,to disperse aay telling snow clear of the nxi, Tutniug to ~'i~gutex 6,7 arid 8, Chase show alternative air cottrtaction provisions, by way of hose lines 70.
'lfie two-inch rubber hoses are: cotrnected by way of low-c:ust" standa~cdixed anetal automotive frttings aad clatnps(nut showtt)witir Y'-conutectots ?S
Referring to Figure', the roc3-blower urs~llation 74 has a pair of plain uozz[es 75" 76 dirt:cted laterally ofilae tr8~c;k, t~ec~ couxpleanetxtar-y or aptera ari~rc embodiment 7E has an end cap 79 and a series of ohiiquely directed noxl7es gt3 hutial installationw removal, repair and !or replaCeoaent of the hose, txoxzle apd clamp components, is readily and rapidly etfected,with a rniarirnurrt of tools or et~'ort.
In instances of oazz~les sufkering irnpac~t from something dragZ;in,g fram a train .t has been found that a rabbet nozzle may be torn without :ceraously af~eaaicfg the connected xir supply tube or the substaatiai operation of the torn nuzzle.
'ihe use of smooth round tubes ltas been touud to ensure elective alt Claw, depite having a smaller exoss-seetioaai area than the previous rectangular metal duetizt~.
Comparative field tesrts wer~° carried cut on an operatynta, railroad system, usitttE; art ambient air system.The hose and nuzzle sy,terr> of tkre present inventicatr weresubstituted for the pror art conduit and nozzJ~es previauslyused irr au older system. "~Io changes we re made in the forced air supply. 'fhe installation comprixcd a~a actual switch point in an "open"
co~dltion, Air velocity measurements (ire Km per hour) were taken at tlrr. nozzle and at a succession of stations from the switch poirnt to its heel, wikh irtternxediatr points A, i3 and (,:
@ NOZZLE (c~,POINT @A @B @C @HEEL
Prior art system: 1~D? ?8 5? 16 6 1-2 Present Invention system: 11 ~ l 11 lOH 4?. 28 The test is only indicative, as cross wind conditions were not constant for both tests.
The loading of the blower motor was measurably the same for both system tests, giving clear indication of substantially equal rates of air displacement through each system.
It is contemplated that the benefits of the present invention as practically demonstrated are also realizable with a system utiliang hot air.
It will be understood by those skilled in the art that certain variations and/or modifications of the present invention may be made, within the scope of the present claims.
Also, the system has wide potential use against air-born contamination, including snow and other elements, fbr systems where the low cost, tlexibilitV and lightness of the air tubes and nozzle components, allied with their ease of manufacture, fitting and maintenance, and their selective electrical non-conductivity can play important roles.
Claims (17)
1. A pollutant dispersion. system for dispersing air-born pollutants tom a permanent route-altering switch points installation, in combination with said switch points installation, the system including at least one laterally flexible intermediate elastomeric tubular member located in readily removable, inserted relation beneath portions of said switch points installation, a forced air supply and at least one air directing nuzzle, said nozzle being secured in predetermined relation adjacent said switch points, said tubular member being connected in air conducting relation between said air supply and said air nozzle, in use to direct at least one air jet in pollutant-dispersing relation with said switch points to substantially preclude an accumulation of said pollutant and consequent malfunction of said switch points.
2. A pollutant dispersion system for dispersing air-born pollutants from railroad switch points of a railroad track, in combination with said railroad track switch points, the system including at lest one laterally flexible intermediate tubular member, a forced air supply and at least one air directing nozzle, said tubular member being connected in air conducting relation between said air supply and said air directing nozzle, in we to direct at least one air jet in pollutant-dispersing relation. with a first working zone, said first working zone containing component portions of said switch points, which are subject to malfunction in the presence of an accumulation of said pollutant, wherein at least one said flexible tubular member extends beneath a stock rail of said railroad track, said switch points operating in conjunction with said track.
3. The dispersion system of claim 2, said flexible intermediate tubular member being a substantially circular cylindrical elastic tube.
4. The dispersion system of claim 3, said elastic tube being of elastomer.
5. The dispersion system of claim 3, said elastic tube being of rubber.
6. The dispersion system of claim 3, said elastic tube being being selected from tubes in the size range one and one half inches to six inches in diameter.
7. The dispersion system as set forth in claim 2, said at least one nozzle being of elastomer.
8. The dispersion system as set forth in claim 7, said at least one nozzle being secured to a stock rail of said railroad track.
9. The dispersion system as set forth in claim 8, wherein said at least one air directing nozzle is adjustably secured to said stock rail of said railroad track, to provide adjustment capability to said nozzle in height and direction relative to said first working zone.
10. The dispersion system as set forth in claim 2, said system including at least one switch means transverse rod, said nozzle being directed to supply forced air in contaminant displacing relation relative to said transverse rod.
11. The dispersion system of claim 2, said tubular, flexible intermediate member being electrically insulative, relative to said rails.
12. A pollutant dispersion system for dispersing air-born pollutants from switch means of a route-changing switch system, in combination with said switch system, the dispersion system including at least one elastomeric tubular intermediate member, a source of forced air, and at least one air directing nozzle. said intermediate tube being located beneath elements of said switch system in air conducting relation between said air source and said air nozzle, in use to direct a continuous air flow in pollutant-dispersing relation with a first working zone, said first working zone including component portions of said switch means that are subject to malfunction in the presence of an accumulation of said pollutant sand switch means comprising railroad switch points having at least one rod portion connected thereto, said air directing nozzle being secured adjacent said at least one rod portion, to direct air in pollution dispersing relation, relative to said at least one rod portion.
13. The dispersion system of claim 12, sand at least one rod portion being selected from the group consisting of spacer, actuator and indicator transverse rods.
14. The dispersion system of claim 13, said intermediate tubular member being a substantially circular cylindrical tube of elastomer.
15. The dispersion system of claim 13, sand at least one air direction nozzle comprising an elongated, transversely extending first node located adjacent said transverse rod and a second nozzle of short extent directed against the proximal end of said transverse rod.
16. The dispersion system of claim 15, said at least one air directing nozzle comprising an elongated, transversely extending first nozzle located adjacent said transverse rod and having an open end thereof directed transversely of said railroad.
17. The dispersion system of claim 15, said at least one air directing nozzle comprising an elongated, transversely extending first nozzle located adjacent said transverse rod and having the distal end thereof capped, and a plurality o1' obliquely directed nozzles spaced along at least a portion of its length, to discharge air over said and located in adjacent relation thereto, to displace said pollutant away from said rod.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002273045A CA2273045C (en) | 1999-05-26 | 1999-05-26 | Switch clearing system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002273045A CA2273045C (en) | 1999-05-26 | 1999-05-26 | Switch clearing system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2273045A1 CA2273045A1 (en) | 2000-11-26 |
| CA2273045C true CA2273045C (en) | 2003-10-28 |
Family
ID=29410012
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002273045A Expired - Fee Related CA2273045C (en) | 1999-05-26 | 1999-05-26 | Switch clearing system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2273045C (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DK179121B1 (en) * | 2014-09-12 | 2017-11-13 | Nabtesco Corp | Foreign matter removing device for use in turnout, and method for installing foreign matter removing device for use in turnout. |
| WO2021184861A1 (en) * | 2020-03-16 | 2021-09-23 | 太仓仕茂传动机械有限公司 | Railway turnout switching device |
-
1999
- 1999-05-26 CA CA002273045A patent/CA2273045C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CA2273045A1 (en) | 2000-11-26 |
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| Date | Code | Title | Description |
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| EEER | Examination request | ||
| MKLA | Lapsed | ||
| MKLA | Lapsed |
Effective date: 20130528 |