US2765547A

US2765547A - De-icing snow plow for track rails

Info

Publication number: US2765547A
Application number: US277646A
Authority: US
Inventors: Martin O Dimmel; Paul J Spellman
Original assignee: Individual
Current assignee: Individual
Priority date: 1952-03-20
Filing date: 1952-03-20
Publication date: 1956-10-09
Anticipated expiration: 1973-10-09

Description

ct. 9, 1956 M. o. DIMMEL ETAL ,7

DE-ICING SNOW PLOW FOR TRACK RAILS Filed March 20, 1952 2 Sheets-Sheet l Fl (5, V Wm,

r i y l 90 88 o 48 I INVENTORS: MARTIN -0. mMMEL .EQUL J- SPELLMAN Oct. 9, 1956 M. o. DIMMEL ET AL 2,765,547

DE-ICING SNOW PLOW F'QR TRACK RAILS Filed March 20, 1952 2 Sheets-Sheet 2 FIG.3

INVENTORS:

. D'IMMEL PELLMAN ATT'YS United States Patent 6 DE-ICING SNOW PLOW FOR TRACK RAILS Martin O. Dimmel, London, and Paul J. Spellman, Madison, Wis.

Application March 20, 1952, Serial No. 277,646

2 Claims. (Cl. 37-36) The improved snow plow comprising the present invention is primarily designed for use as a removable attachment for heavy duty railroad motor cars and its function is to clear the rail of accumulated snow while at the same time removing from the rails any ice formations that may have collected on the rails, especially in the rail flangeways.

The formation of ice on the inside flangeways of rails laid in tracks may be due to natural causes but, more often than not, it is occasioned by the repeated packing of snow against the inner face of the rail head by the progressive movement of successive wheel flanges along the rail during normal rail traflic. Due to the extremely high pressures involved, especially at curves, the snow which may be entrapped between a wheel flange and the inner face of the rail head may actually be liquefied momentarily as the pressure becomes great so that upon sudden release of the pressure, after the wheel has passed, crystallization takes place with a consequent deposition of ice (as distinguished from packed snow) on the rail flangeway. Since crystallization involves some expansion of the liquid, it frequently happens that there is a certain amount of ice formation on the upper tread surface of the rail head in addition to on the rail flangeways.

Such accumulation of deposition of ice on the rail head will obviously place an extra drag on normal rail traffic, particularly freight trafiic and especially at grades.

Furthermore, the problem of removing ice from the rail flangeways and of keeping the rails clear of accumulated snow which, as explained above, is a potential source of ice formation, is not only a mechanical one, but also is operational. When locomotive propelled equipment is employed, a full crew complement is required while at the same time dispatching operations are involved which necessarily slow normal rail traffic. In addition to the locomotive crew, special operational personnel is required.

One type of snow and ice removal removal equipment commonly employed involved the use of a specially equipped box car having associated therewith de-icing flanging mechanism including spring-biased vertical lifts for elevating the flanging devices when cross rails and other obstacles are encountered and which are countermanded by the gravitational weight of three or four crew men within the box car. Such equipment has proven hazardous in use since the lookout employed for the purpose of signaling the crew when an obstacle approaches is not infallible in his judgment or signaling procedure.

It almost goes without saying that the use of road gangs for manual removal of snow and ice from rails invariably is slow, arduous and costly.

The present invention is designed to overcome the above noted limitations that are attendant upon prior methods and equipment employed for snow and ice removal purposes and, toward this end, it contemplates the use of a heavy duty motor car for snow removal and de-icing purposes, together with the provision of detach- .able snow removal and de-icing equipment which will operate to forcibly and progressively loosen ice forma tions from the rail flangeways and direct the same upwardly for entrainment into the air stream produced by forward movement of the car so that the ice becomes airborne, together with any snow that may have accumulated in the vicinity of the rails, and directed outwardly and rearwardly for disposal in zones along the roadbed where the same will not interfere with the car movement.

The invention further contemplates the provision of such motor car borne equipment including snow plow and rail de-icing elements proper which are capable of being Withdrawn at will from normal operating proximity to the track rails when obstacles such as cross rails are encountered without endangering the crew and which also may be withdrawn and secured in retracted position preparatory to high speed travel of the car between different localities where snow removal and de-icing operations are to be effected.

The provision of an apparatus of the type briefly outlined above being among the principal objects of the invention, a further object is to provide a snow removal and de-icing attachment for motor cars which may be readily applied to existing motor cars Without requiring substantial modification of the original motor car and with a minimum of installation procedure. A similar and related object of the invention is to provide a snow removal and de-icing attachment for motor cars which, having been installed on a particular motor car, may readily be removed therefrom when the motor car is diverted to other uses, as for example during warm weather operation, and which may again be reapplied to the motor car when occasion demands.

The provision of a snow removal and de-icing attachment for motor cars which is extremely simple in its construction yet effective in its operation; one which is comprises of a minimum number of moving parts and which consequently is unlikely to get out of order; one which is rugged and durable and which therefore is possessed of long life; one which may be manufactured at a low cost; and one which otherwise is well adapted to perform the services required of it, are further desiderata that have been borne in mind in the production and development of the present invention.

Other objects and advantages of the invention, not at this time enumerated, will become more readily apparent as the nature of the invention is better understood. In the accompanying two sheets of drawings forming a part of this specification one embodiment of the invention has been shown.

In these drawings:

Fig. l is a plan view of a motor car showing the improved snow removal and de-icing attachment constructed in accordance with the principles of the present invention applied thereto with the parts thereof in operative position relative to a road bed;

Fig. 2 is a perspective view of the motor car and associated equipment;

Fig. 3 is a side elevational view of the structure shown in Fig. 1;

Fig. 4 is a front elevational view thereof;

Fig. 5 is a fragmentary side elevational view of a snow plow wing employed in connection with the present invention, together with a portion of the supporting means therefor; and

Fig. 6 is an enlarged sectional view illustrating the manner in which the plow wing cooperates with a rail during de-icing operations.

Referring now to the drawings in detail, and particularly to Figs. 1, 2 and 3, the improved snow removal and deicing mechanism is adapted to be applied to a more or less conventional heavy duty motor car such as has been designated in its entirety at 10. The motor car may be of the conventional Casey Jones type including a supporting frame 12 mounted on an undercarriage 14, including the usual front and

rear car axles

16 and 18 having

wheels

20 and 22, respectively, associated therewith. The car is adapted to be powered by an internal combustion engine 24, which may be operatively connected by belt driving mechanism (not shown) to the rear axle 18. A control lever 26 is shown for selective operation of the belt driving mechanism. The frame 12 may have mounted thereon the usual steel floor plate 28, the extreme side edges of which overlie the wheels 22 and the engine 24 is partially enclosed in a superstructure including an overlyingseat board and, if desired, removable sides (not shown). The front and rear ends of the seat board 30 are supportedon angle irons 34, while the forward end of the board may additionally be secured to and supported by a front wall or wind-breaker 36. A horizontal handle bar 38 extends longitudinally over the seat board 30 and its front and rear ends are supported by means of angle pieces 40 from the seat board 30. The control lever 26 projects upwardly through a slot 42 in the seat board 30 for convenience of manipulation.

The arrangement of parts thus far described is more or ess conventional and no claim is made herein to any novelty associated with the same, the novelty of this application residing rather in the novel construction, combination and arrangement of parts now about to be more fully described, illustrated and claimed.

The snow removal and de-icing device of the present invention is in the form of a retractible snow plow mechanism including a pair of plow wings movable into and out of operative position relative to the track rails, and each of which has associated therewith a de-icing blade portion designed to operate in the rail fiangeway when the wing is in operative position. The two plow wings are operatively mounted on a retractible frame-like structure which is pivoted on opposite sides of the motor car and which is capable of being raised and lowered out of and into operative positions, respectively. The raising and lowering movements of the frame are effected under the control of an operating lever conveniently located for manipulation by a member of the operating crew. The supporting frame for the plow wings is of fairly rigid construction and the wings are permanently secured in the frame structure at transversely spaced regions thereon so that when the frame is lowered from its elevated position to plow wings will move into operative register with the respective rails which are to be treated. Means are provided and are operable at will for locating the plow wing-carrying frame in its elevated position so that the mechanism may be left unattended during high speed travel of the motor car between various scenes of operation.

The plow framework is designated in its entirety at 44 and is generally U-shape in configuration. This framework 44 includes a pair of forwardly extending arms 46, one on each side of the tow car, carriage, and each of which has its forward end turned inwardly as at 48 and suitably secured, as for example by welding, to the inner face of one of a pair of plow wings 50 (see also Fig. 5). The two wings 50 overlie the respective rails R1 and R2 in the framework structure and are'designed'for cooperation therewith for treating the rails to de-ice the same and remove snow from the vicinity thereof when the frame is lowered, all in a manner that will become clear presently.

Each plow wing 50 is in the form of a curvilinear steel plate having the general contour illustrated in Fig. 5 and the forward regions of the two plates are connected together by a plurality of transverse struts 52 which may be in the form of hollow tubular seamless steel construction, the opposite ends of which are connected to the plow wings 50 by welding. While any suitable number of these struts 52 may be provided, three such struts have been illustrated and are deemed sufficient to afford the necessary rigidity to the frame structure as a whole and to support the plow wings and maintain them in their operative track engaging positions against distortion and dislodgement. The struts 52 are spaced apart suitable distances to attain this rigidity and accordingly one of the struts may extend between the extreme upper forward corner regions of the two wings while a second strut connects the upper edges of the wings medially thereof. The third strut extends between the wings in the medial forward region thereof below the level of the other struts. The planes of the wings 50 are inclined toward each other at an angle of substantially with the individual wing planes traversing its respective track rail at an angle of approximately 45 Thus it is obvious that the struts 52 will be of different and appropriate lengths to perform their reinforcing functions while serving to maintain the wings rigidly in their spaced positions.

A reinforcing strut 54 has its opposite ends welded to each plow wing 50 on the inner side thereof adjacent the rear and to a medial region on one of the forwardly extending arms 46, thus completing the rigid frame structure 44.

The rear ends of the arms 46 are pivotally secured to a pair of supporting brackets 56, one on each side of the motor car frame 12. Each bracket 56 is in the form of a generally U-shape frame member 58, the diverging sides of which are turned laterally, as at 60, and secured as by welding to a plate 62 which is bolted, as at 64, to the, motor car frame 12. A reinforcing strip 66 extends between the divergent arms of each bracket 56. The pivotal connection between the rear end of each arm 46 and the base of the bracket 56 is effected by means of removable nut and bolt assemblies 68.

Referring now to Figs. 5 and 6, the two plow wings are similar in construction, the only difference between them being that they are complementary in configuration to accommodate the respective rails R1 and R2 with which they are associated, and it is thought that a description of one of them will suffice for the other. Accordingly, the wing 50 which cooperates with the rail R2 is in the form of a sheet metal plate which may be somewhat arcuate in vertical cross-section and which has generally rectilinear outlines. In the side elevational view of the plate shown in Fig. 5, the plate 50-is shown as being provided with a linear upper edge 70, forward and

rear edges

72 and 74, respectively, and a linear bottom edge 76 which is interrupted in the-forward regions thereof by the provision of an inclined scraper or fianging edge 78 designed for cooperation with the fiangeways 80 of the rail head 82 of the rail R2 as shown in Fig. 6. The lower edge of the plate 50 is thus provided with a horizontal downwardly offset portion 84 forwardly of the edge 76. The diagonal corners of the plate-like wing 50 may be generally rounded, as indicated at 86. A shoe 88 in the form of an elongated flat strip of metal, preferably of hardened manganese steel, is welded along the edge 76 and has its underneath surface flush with this edge of the plate, as shown in Fig. 5, and extends a slight distance forwardly of the juncture between the fianging edge 78 and the bottom edge 76. This shoe 88 is adapted to ride on the rail when theframe 44 is in its lowered operative position and serves as a wear plate. The two shoes 88 on opposite sides of the frame assimilate the entire downward gravitational thrust of the frame during operation of the mechanism.

The fianging edge 78 is shown as extending at an angle of approximately from the horizontal edge 76, the reason for this being that the inclined edges aid in positioning the device on the rails when it is being lowered. Furthermore, due to the forty-five degree inclination of the blade 50, the edge 78 assumes a position fairly close to the gauge side of the'rail head, whereby it is effective area? in removing accumulated snow and ice from the flange or gauge and of the rail head. The wear plates 88 will thus traverse the rail head at a forty-five degree angle and the offset edge 84 will lie wholly within the track area or rail ways of the roadbed. The edge 84 will lie below the top of the rail head and the extent of the offset is such that the edge 84 underlies the plane of the rail head a distance of approximately 1%", which is sufficient to clear the way for the wheel flanges. The distance between the two flanging edges 78 is approximately 4' 8 /2", which is the distance between the opposed inner faces of the rail head. The extent of the offset edge 84 is one foot. It will be understood that these dimensions are not critical, but it is desirable that the extent of offset be tween the

edges

76 and 84 be at least equal to the depth of the wheel flanges so that the flanging edge 78 will be effective throughout the entire depth of the flangeways. It is also desired that the extent of the lower edge 84 will be such that a relatively large area of accumulated ice and snow will be removed from the fiangeways and inner regions of the track to deter subsequent ice and snow formations. Less critical dimensions for the wing 50 are the length of the upper edge 70 and the length of the lower edge 76. Satisfactory dimensions for these regions are 39 /2" and 26 /2", respectively.

As shown in the drawings, the plow wings 50 are arcuate in shape, and are tilted forwardly, thereby producing a desirable camming action and enabling the blade 50 to ride over sharp changes in elevation in the rail head, as may occur at joints and the like.

It will be particularly noted that when the device is in operative position, as in Fig. 3, the forward thrust of the car will exert a continual downward thrust of the device against the rail, to aid gravity in holding the device on the rail.

Referring now to Figs. 2 and 3, wherein the means for elevating and lowering the frame 44 is best illustrated, a cable type of hoist is employed. Accordingly, a cable 90 has one end thereof attached to a clevis 92 centrally mounted on one of the transverse struts 52. The cable 90 passes through an opening 94 formed in the Windbreaker 36 and over a pulley 96 fixedly secured to the Windbreaker adjacent the opening 94, and has its other end secured, as at 98, to the medial regions of an operating lever 100. The lower end of the lever 100 is pivotally secured, as at 102, between two angle pieces 104 bolted or otherwise secured to the upper surface of the seat board 30.

The lever 100 passes upwardly through, and is confined in, a slot 106 provided in the horizontal flange 108 of an angle piece 110 which is bolted, as at 112, to the handle bar 38 at an appropriate location thereon. An end of the slot 106 is turned laterally and reversed upon itself, as at 114, to provide a latching means for maintaining the lever 100 in a retracted position wherein the framework 44 remains in its elevated position. The slot 106 serves as a guide for preventing lateral flexing of the lever 100 but the lever is, of course, permitted the necessary degree of flexing to allow the same to move to an offset position wherein it is confined in the latch portion 114 of the slot.

The opening 94 may be of fairly large proportions and of generally rectangular design to provide a viewing opening whereby the crew men may observe the functioning of the plow wings 50 during de-icing operations. An offset slot 116 may be provided for proper cable and pulley alignment.

From the above description it is thought that the operation and many of the advantages of the herein described de-icing snow plow attachment will be apparent. The apparatus, when mounted on a heavy duty motor car, will be found useful in augmenting the operation of conventional locomotive drawn snow plows which, during heavy snowfall, are capable of clearing the roadbed of a large bulk of accumulated snow but which ordinarily leave approximately four inches of snow within the rail ways above the level of the rails and in the immediate vicinity of the flangeways. The inner lower offset edge regions 84 of the plow wings 50 extend below the level of the top rail head surface and serve to elevate much accumulated snow out of the rail ways to a position wherein it is caught by the inclined front face of the wing and thrown sideways of the roadbed. The edge portions 78 perform a de-icing function directly at the flangeways and the removed ice is also thrown laterally of the roadbed. Traveling at moderate speeds of approximately 15 miles an hour, it has been found that material will be thrown clear of the track Ways a distance of about fifteen feet on either side thereof.

Motor cars thus equipped will also be found useful at isolated locations, for example, at open stretches of roadbed where wind-borne drifts may cause accumulation of snow and ice near one rail head, or at curves or at the commencement of grade ascents. Because motor cars of this type are portable, i. e., readily removable from the roadbed to permit passing of traffic, no dispatching operations are necessary when a particular project is undertaken. Because of the fact that the framework 44 is removable from the supporting brackets 56, the motor car may readily be converted for use as seasonal requirements dictate.

Throughout this application and in the claims appended hereto the term flangeway is intended to apply to the region extending along a rail head on the inside thereof. Similarly the term rail way is defined as that region of the roadbed existing between the inner opposed flangeways and including the latter. In other Words, it is the usual four foot eight and one-half inch span between rail heads.

We claim:

1. An attachment adapted to be mounted on and pushed ahead of a motor car designed for travel on track rails and including a vehicle frame, said attachment comprising a generally U-shaped plow frame, removable means pivotally connecting the ends of said plow frame to the opposite sides of the vehicle frame for swinging movement of the plow frame about a horizontal axis extending transversely of said vehicle frame, and a pair of plow wings carried in the distal regions of said plow frame on opposite sides thereof, whereby the planes of said wings are inclined toward each other at an angle of substantially and whereby the individual wing plane traverses its respective track rail at an angle of substantially 45, each wing comprising a continuously forwardly curving arcuate plate having a lower longitudinal edge adapted to be supported on the upper surface of a rail head such that the wing is tilted forwardly with the tangent to the plate at said lower edge being substantially normal to the roadbed on which the rail is installed, said plate being formed with a downwardly offset portion below the level of said lower edge presenting a de-icing blade edge extending in a direction substantially normal to said roadbed within the rail flangeway when the plate is operatively positioned on the rail, and a wear plate in the form of a flat strip of metal securely rearwardly of each plow wing at the juncture of said de-icing blade edge with said lower longitudinal edge and in the plane of said latter edge and extending a substantial distance each side of said juncture for riding engagement on said rail.

2. An attachment adapted to be mounted on and pushed ahead of a motor car designed for travel on track rails and including a vehicle frame, said attachment comprising a generally U-shaped plow frame, removable means pivotally connecting the ends of said plow frame to the opposite sides of the vehicle frame for swinging movement of the plow frame about a horizontal axis extending transversely of said vehicle frame, and a pair of plow wings carried in the distal regions of said plow frame on opposite sides thereof, whereby the planes of said wings are inclined toward each other at an angle of substantially 90 and whereby the individual wing plane traverses its respective track rail at an angle of substantially 45, each wing comprising a continuously forwardly curving arcuate plate having a lower longitudinal edge adapted to be supported on the upper surface of a rail head such that the wing is tilted forwardly with the tan gent to the plate at said lower edge being substantially normal to the roadbed on which the rail is installed, said plate being formed with a downwardly ofiset portion below the level of said lower edge presenting a de-icing blade edge extending in a direction substantially normal to said roadbed within the rail fiangeway when the plate is operatively positioned on the rail, a wear plate in the form of a flat strip of metal secured to the rear of each plow wing along said lower longitudinal edge with its underneath surface lying flush with said lower longitudinal edge for riding engagement on the rail, said wear plate extending beyond the juncture of said de-icing blade edge with said lower longitudinal edge, and flexible means secured at one end to the forward end of the plow frame, and adapted to be secured at the other end to the vehicle frame, for manually lifting the plow from the rails.

References Cited in the file of this patent UNITED STATES PATENTS Heywood Ian. 2, 1866 Woodrufi May 9, 1871 Hodges Dec. 1, 1874 Pluck June 20, 1876 Farrar May 24, 1881 Priest Jan. 19, 1892 McLain Jan. 10, 1893 Martin et al Oct. 29, 1901 Frick Jan. 21, 1908 Von Neida May 29, 1917 Goss May 27, 1919 Clough May 11, 1926 Weber July 6, 1926 Tackett April 24, 1945 Le Tourneau Mar. 10, 1953 FOREIGN PATENTS Great Britain of 1911