US2974429A

US2974429A - Machine for removing the ballast from beneath railway track sleepers

Info

Publication number: US2974429A
Application number: US721574A
Authority: US
Inventors: Jack C Stein
Original assignee: Individual
Current assignee: Individual
Priority date: 1958-03-14
Filing date: 1958-03-14
Publication date: 1961-03-14
Anticipated expiration: 1978-03-14

Description

March 1961 J. c. STEIN 2,974,429

MACHINE FOR REMOVING THE BALLAST FROM BENEATI-I RAILWAY TRACK SLEEPERS Filed March 14, 1958 4 Sheets-Sheet 1 INVENTOR.

JZKA C. STE/N v 9mm IGZ March 14, 1961 Filed March 14, 1958 J. MACHINE FOR REMOVING THE BALLAST FROM C STEIN BENEATI-I RAILWAY TRACK SLEEPERS 4 Sheets-Sheet 2 INVENTOR.

Q J40? C5727 March 14, 1961 J MACHINE FOR REMOVING THE BALLAST FROM BENEATH RAILWAY TRACK SLEEPERS Filed March 14, 1958 C. STEIN 4 Sheets-Sheet 3 J INVENTOR.

March 14, 1961 2,974,429

J. C. STEIN MACHINE FOR REMOVING THE BALLAST FROM BENEATH RAILWAY TRACK SLEEPERS Filed March 14, 1958 4 Sheets-Sheet 4 121. I26 M 6 f x! S so "I" I46 IN VEN TOR.

J/ICK C STE/N 68 y nited States Patent MACHINE FOR REMOVING THE BALLAST FROM BENEATH RAILWAY TRACK SLEEPERS Jack C. Stein, 408 /2 E. Broadway, Missoula, Mont.

Filed Mar. 14, 1958, Ser. No. 721,574

7 Claims. (Cl. 37-104) This invention relates to railroad ballasting machines and, more specifically, the instant invention pertains to the provision of a machine especially designedfor removing foul ballast from between and under the ties or sleepers supporting a railroad track.

An object of this invention is to provide a machine for removing the ballast from between and below railroad track ties or sleepers together with means for effecting the removal ofthe ballast to a predetermined level.

A fun-ther object of this invention is to provide a machine of the type generally described above, which will effectively remove foul ballast from beneath the ties of a railroad track without requiring dismantling or disconnection of the rails from the ties.

It is still afurther object of this invention to provide a machine for removing foul ballast from below railroad ties wherein the ties and connected rails pass over the machine together with means for adjusting the depth of the cutting blades for the removal of the ballast to a predetermined level independent of the weight of the ties and rails passing thereover.

It is another object of this invention to provide a machine of the type generally described supra to effect the filling in of low spots in the ballast for a railroad track.

A still further object of this invention is to provide a machine of the type described above, the machine being to manufacture, and durable in use.

Other and further objects and advantages of the present invention will become more evident from a consideration of the following specification when read in conjunction with the annexed drawings, in which:

Figure 1 is a schematic top plan view of the machine constructed in accordance with the present invention and illustrating its mode of attachment to a railroad flat car of conventional design;

Figure 2 is a detail top plan view of the machine illustrated in Figure 1;

Figure 3. is a side elevational view of the device or machine illustrated in Figure 2;

Figure 4 is an end elevational view of the machine, Figure 4 being taken substantially on the vertical plane of line 44 of Figure 3, looking in the direction of the arrows;

Figure 5 is a fragmentary detail cross-sectional view taken substantially on the inclined plane of line 5-5 of Figure 2, looking in the direction of the arrows;

Figure 6 is an enlarged fragmentary detail cross-sectional view taken substantially on the vertical plane of line 6-6 of Figure 3, looking in the direction of the arrows;

Figure 7 is a side elevational view of the machine, wherein the several ballast removing blades have been changed in their positions to extend transversely across the machine in a substantially straight line;

Figure 8 is a top plan view of the machine illustrated in Figure 7;

Figure 9 illustrates a second embodiment of a ground engaging skid for the machine;

Figure 10 illustrates a third embodiment of a ground engaging skid for the machine; and,

Figure 11 illustrates a fourth embodiment of a ground engaging skid for the machine.

Referring now more specifically to the drawings, reference numeral 2i) designates, in general, a machine especially designed in accordance with the teachings of this invention for removing foul ballast from beneath and below railroad ties and track. As is seen in Figures 1-6, inclusive, the machine 20 comprises an open substantially rectangular frame which includes a pair of elongated laterally spaced, substantially parallel and confronting

side frame members

22, 24 rigidly secured together adjacent their respective upper ends by means of a plurality of longitudinally spaced and substantially

parallel crossbraces

26, 28, 30, 32 and 34. The side frame members 22, '24 are further reinforced by a substantially V-shaped truss 36 the apex 38 of which is rigidly secured, as by Welding, to the cross-brace 28. The

arms

40, 42 of the truss 36 diverge towards the forward end of the machine 20 and are rigidly connected to the cross-brace 3G and to one of the ends of a pair of converging

struts

44, 46, respectively. As is clearly seen in Figure 2, the other end of the strut 44 is rigidly connected to the strut 46 adjacent one of its ends, and the strut 46 crosses the cross-brace 32 proximate its other end which is rigidly secured to the side frame member 22. Conventional means are also provided to rigidly connect the strut 46 to the cross-brace 32. A third strut 47 has one of its ends fixednon-complex in construction and assembly, inexpensive ly secured to the strut 46 in longitudinal alignment with the strut 4-4, and the strut 47 traverses the cross-brace 32 proximate its other end, the latter being rigidly secured to the side frame member 24. As before, conventional means are employed to rigidly connect the strut 47 to the cross-brace 32 at the point of traverse. A substantially V-shaped truss 48 is also provided, the truss 48 having forwardly extending converging arms 49, 5t) rigidly se cured to the

struts

46, 47 and its apex 51 fixedly secured or connected to the cross-brace 34.

'As is seen in the figures, the

side frame members

22, 24 are of identical construction and each is formed with an arcuate forward end 53, which as it curves rearwardly, makes junction with a rising curved upper end 52 of the

side frame members

22, 24. This curved upper end 52 is reversed to merge with the arcuately shaped rear end '54 struck substantially on the same radius as the radius of the forward end 53.

Each of the

side frame members

22, 24 are formed with a pair of arcuately shaped intersecting cutout portions 56, 58 around the rear marginal edges of which are provided a series of transversely extending openings 60, 62, respectively.

Referring now more specifically to Figures 1 and 6, it is seen that the forward and rearward ends of the

side frame members

22, 24 have secured thereto skid elements 64. Each of the skid elements 64 includes an elongated semi-circular portion including ground engaging vside arms 66, 63 and a centrally positioned bight 70 from which project a plurality of longitudinally spaced pairs of confronting

lugs

72, 74 which embrace opposite sides of the lower endof the

side frame members

22, 24 and which are releasably secured thereto by means of bolts 76 and nuts 78.

To the upper ends of the

side frame members

22, 24

are secured a pair of identically constructed tie or sleeper slides 80, respectively, each slide having an inverted sub stantially V-shaped configuration including a pair of laterally spaced, substantially parallel and confronting side arms 82, 84 which embrace opposite sides of the

side frame members

22, 24 and are secured thereto by a plurality of screws 86 and nuts 88. The bight portion 90 f the slides 80 culminate in linearily extending pointed edges 92 (see Figure 6).

To the cross-brace 26 are rigidly secured one of the

ends

94, 96 of a pair of

angle brackets

98, 100, respectively, from which depend the other arcuately shaped

end members

102, 104.

Spaced forwardly from the

brackets

98, 100 and converging rearwardly from the

side frame members

22, 24 are a second pair of

arcuate brackets

106, 108. A third pair of downwardly inclined, rearwardly converging,

arcuate brackets

110, 112 depend from the

struts

44, 46; and a fourth pair of similar rearwardly converging brackets 114, 116 depend from the

side frame members

22, 24; and a fifth pair of similar rearwardly converging, downwardly

inclined brackets

118, 120 depend from the arms 49, '50, respectively, of the truss 48. A sixth pair of brackets are generally designated at 122, 124 each of which include (see Figure an elongated substantially rectangular leg portion 126 having a plurality of longitudinally spaced adjusting apertures 128 extending transversely therethrough to serve a function to be described. The inner ends of the leg portions 126 are rigidly secured, by conventional means, to the rear ends 54 of the

side frame members

22, 24. The outer ends of the

brackets

122, 124 terminate in depending arcuately shaped sections 1 30. Substantially intermediate the

side frame members

22, 24 and diverging outwardly and rearwardly therefrom are a pair, respectively, of laterally extending

arcuate brackets

132, 134. A seventh pair of arcuately shaped

brackets

136, 138 depend from the

struts

46, 47, respectively, adjacent the forward ends thereof, and to the forward ends 51 of the

side frame members

22, 24 are secured, respectively, an eighth pair of brackets (see Figures 3 and 8) 140, 142 each of which have a substantially

rectangular portion

144, 146 projecting forwardly thereof and a laterally offset depending

arcuate section

148, 150.

From the

side frame members

22, 24 adjacent their respective front ends laterally project a pair of diverging plates 152, 154, respectively, the plates terminating in a pair of substantially upright forwardly projecting

flanges

156, 158.

An elongated rod 160 extends transversely across the machine 20 at its forward end and the outer ends thereof are connected by the pairs of

links

162, 164 and 166, 168. On the remote ends of the rod 160 are pivotally connected between the pairs of

links

162, 164 and 166, 168 the inner ends of a pair of

braces

170, 172, the outer ends. of which converge for rigid connection at 174, 176 with a draw bar 178 intermediate the ends of the latter. The inner end of the draw bar 178 is pivotally connected at 180 on the rod 160 at substantially the midpoint thereof. Rigidly connected to the rod 160 on opposite sides of the inner end 180 of the draw bar 178 are a pair of

support members

182, 184 on which are rotatably journalled a pair of cylindrical rail guides or rollers 186, 188, respectively, the axes of the latter being substantially vertical. As is clearly seen in Figure 4, the upper ends of the rollers 186, 188 are formed with

radial flanges

190, 192, respectively.

Referring now more specifically to Figures 2 and 3,

reference numerals

194, 196 denote a pair of arcuately shaped plows at one side of the machine 20 and

numerals

198, 200 designate a similar pair of plows on the other side thereof. A pair of arcuately shaped scarifying blades are indicated at 202, 204. Each of the plows and blades are formed with three series of radially spaced transversely extending

apertures

206, 208, and 210 (see Figure 4) to receive bolts 212 therethrough for connection to the above described arcuate brackets in arrangements to I be referred to below, and each blade and plow are formed with a pair of spaced confronting apertured lugs 214, 216 to serve functions also to be related.

As is seen in Figure 1, the outer end of the draw bar 178 is pivotally connected at 218 to a plate 220 to which is connected a pair of braces 222, 224, the other ends of the later diverging away from each other and are pivotally connected at 226, 228 to a pair of

plates

230, 232 rigidly connected to opposite sides of a fiat car 234 adjacent an end thereof.

To utilize the above described machine 20, and assuming that all of the above described elements forming component parts thereof are in the full line position illustrated in the above referred to figures, the rod 160, braces 170, 172 and draw bar 178 are disconnected therefrom. Thereafter, a section of the track 236 including the

rails

238, 240 and the ties 242 to which they are connected is elevated and the machine 20 is then slid lateral ly thereunder. Conventional jacks are employed for effecting the elevation of the track 236. The elevating jacks (not shown) are then depressed to permit the ties 242 to engage and ride on the pointed edge 92 of the slides 80. The rod 160, braces 170, 172 and draw bar 178 are now reconnected to the machine 20, The

plows

194, 196, 198, 200 and the

scarifying blades

202, 204 are then adjusted to their desired cutting depths after which the draw bar 178 is connected to the flat car 234 in the manner as described above.

The flat car 234 is, of course, connected with locomotive means which when activated causes the machine 20 to move in a straight lined direction parallel to the

rails

238, 240. It should be here noted that the rollers 186, 188 have been previously adjusted to bear against the inner sides of the

rails

238, 240 with the

flanges

190, 192 engaging thereover. With the

blades

194, 196, 198 and 200 and the

scarifying blades

202, 204 arranged in the V-shaped' formation illustrated in full lines in Figure 2, the ballast will be spewed to each side of the track 236. In making the adjustments of the blades and plows it is important that the depth of the desired cut will not require that the lower edges of the plows and blades project downwardly below the ground engaging

side arms

66, 68 of the skid elements 64. Thus, the weight of the track 236 and the attachedties 242 are borne entirely by the skid elements 64. This prevents the machine 20 from veering from side to side beneath the track 236 due to extreme side pressures on the plows and blades.

The machine 20 also finds utility in grading banked curves. In all heretofore known devices of this general type, the grading plows supported at least partially, the weight of the tracks and ties or sleepers. Thus, as the device was towed across a curve, the plows at the lower side thereof were prone to take a deeper out than the plows at the upper side. This resulted in an undesirable change in the grade of the curve. With the machine 20 constructed in accordance with this invention, this objectionablefeature is entirely eliminated since the weight of the ties and track is supported entirely upon the skids.

In the embodiment of this invention illustrated in Fig ures 1 to 4, inclusive, the machine 20 has been illustrated as being equipped with

scarifier blades

202, 204. These may be relaced, of course, with other plows, similar to the

plows

194, 196. The

scarifier blades

202, 204 are employed when it is desired to loosen up and to remove the hard material lying below the track ballast wherein it is desired to lower the elevation of the tracks. This is.of importance in connection with the establishment of a sufiioient clearance in tunnels, bridges, and other similar structures. To utilize the machine 20 under these conditions, the scarifiers are connected thereto in the manner illustrated and described and a pass is made beneath the track. Thereafter, the scarifying

blades

202, 204. are removed and a third pair of plows are substituted therealigned with oneanother.

for to effect removal of the scarified material upon the second pass of the machine 20 under the track 236.

The construction of the machine is such as to permit the arrangement of the plows to be disposed at an acute angle with respect to the longitudinal axis of the track 236 for discharge of the ballast to either side thereof. To this end it should be noted that the

brackets

130, 104 and 132 are The

brackets

108, 112, and 136 are also aligned with one another.

Brackets

116, 120

and 148 are also disposed in longitudinal alignment with each other. To discharge material to the right of the track 236, the

plows

194, 196 and scarifying blade 202 are disconnected from the brackets illustrated as supporting the same in Figure 2 and these plows and blades are then rotated substantially ninety degrees and their respective inner ends are overlapped (see Figure 2) for connection with the

brackets

104, 112, and 120. The outer ends of the blade 202, plows 194 and 196 are now fixedly secured to the

brackets

32, 136 and 148, respectively.

The other bracket 130 and

brackets

102 and 134 are aligned as are the

brackets

106, 110 and 138. The

brackets

114, 120 and 150 are also disposed in alignment one with another. These aligned brackets make it possible for the blade 204 and plows 198, 200 to be rotated in a counterclockwise direction and overlapped, as before, in order to effect discharge of the ballast material to the other side of the track 236.

Optionally, the blades and the plows may be connected to the machine 20 in a direction extending substantially perpendicular to the longitudinal axis of the track 236. To obtain this arrangement, the blades and plows are disconnected from the brackets referred to above and are disposed in overlapped condition relative to each other. Thereafter, the lugs 214, 216 fixedly secured thereto, may be connected by bolts to any one of the apertures 60, 62 or apertures 128.

This last feature of applicants invention is clearly illustrated in Figures 7 and 8 of the drawings.

Figures 9 to 11, inclusive, illustrate other types of skid elements which may be employed in the practice of this invention. In Figure 9 the skid element is assigned reference numeral 300 and is seen to comprise an elongated inverted substantially V-shaped member having

side arms

302, 304 which converge towards a bight portion 306. Integrally formed with the bight portion 306 and projecting away therefrom are a pair of longitudinally extending flanges 308, 310 which are secured to the lower ends of the

side walls

22 or 24 by means of bolts 312 and nuts 314.

In Figure 10 the skid element is designated, in general, by reference numeral 400 and is seen to comprise an inverted substantially U-shaped member including a pair of laterally spaced longitudinally extending, parallel and confronting

side arms

402, 404 connected at one of their adjacent pairs of ends by a bight 406. As before, a pair of longitudinally extending flanges 408, 410 are rigidly secured to the bight 406 and project away therefrom for connection against opposite sides of the

side frame members

22, 24 by means of bolts 412 and nuts 414.

In Figure 11 the skid element is assigned reference numeral 500 and is essentially T-shaped in configuration including a ground engaging stem 502 to which is rigidly connected a cross head 504 from which project a pair of

flanges

506, 508 for engagement on opposite sides of either of the

side frame members

22 or 24, the flanges being connected thereto by means of bolts 510 and nuts 512.

Having described and illustrated one embodiment of this invention in detail, it is to be understood that the same is offered merely by way of example, and that the present invention is to be limited only by the scope of the appended claims.

What is claimed is:

LA machine for removing ballast from a railroad track bed, said machine comprising a substantially open rectangular frame including a pair of elongatedsubstantween said side frame members and having their respective ends fixedly secured to the adjacent one of said side frame members, a plurality of reinforcing struts and trusses rigidly secured to said side frame members and to'said cross-braces, a plurality of arcuately shaped downwardly extending brackets secured to said side frame members, said trusses and struts, a plurality of arcuately shaped plows, means detachably connecting said plows to said arcuate brackets, a ground engaging skid for each of said side frame members, a slide fixedly secured to the upper ends of each of said side frame members, and draw bar means fixedly connected to said side frame members for connection with a source of locomotive power.

2. A machine for removing ballast from a railroad track bed as defined in claim 1, wherein said skids have a semi-circular transverse configuration.

3. A machine for removing ballast from a railroad track bed as defined in claim 1, wherein said slides each have an inverted substantially V-shaped configuration.

4. A machine for removing ballast from a railroad track bed as defined in claim 1, wherein said skids each have an inverted V-shaped transverse configuration.

5. A machine for removing ballast from a railroad track bed as defined in claim 1, wherein said skids have an inverted substantially U-shaped transverse configuration.

6. A machine for removing ballast from a railroad track bed as defined in claim 1, wherein said skid has a substantially T-shaped transverse configuration.

7. A machine for removing ballast from a railroad track bed, said machine comprising a substantially open rectangular frame including a pair of elongated laterally spaced and substantially parallel side frame members, a plurality of longitudinally spaced and substantially parallel cross-braces extending between said side frame members and rigidly secured thereto, a plurality of reinforcing struts and a truss rigidly secured to said cross-braces and to said side frame members, a first and second series of substantially arcuate brackets depending from said side frame members and one of said cross-braces, said arcuate brackets of one of said series being disposed in a common curvilinear plane and said arcuate brackets of said second series being disposed in a common curvilinear plane with said first and second curvilinear planes intersecting at substantially right angles with respect to one another, a third and fourth series of substantially arcuate brackets depending from said side frame members and said struts, said arcuate brackets of said third series being disposed in a common curvilinear plane and said arcuate brackets of said fourth series being disposed in a common curvilinear plane, said last named curvilinear planes intersecting at right angles with respect to each other, a fifth and sixth series of arcuate brackets depending from said side frame members and said truss, said arcuate brackets of said fifth series being disposed in a common curvilinear plane and said brackets of said sixth series being disposed in a common curvilinear plane, said last named curvilinear planes intersecting at right angles wth respect to each other, said side frame members having arcuately shaped cutout portions extending transversely therethrough in longitudinally spaced relation relative to each other, a plurality of arcuately shaped plows, means for connecting said plows to any selected two of said brackets of any of said series with an end of each of said plows extending through said arcuate cutouts on one, the other, or both sides of said side frame members, each of said side frame members having an arcuately shaped upper end, a substantially V-shaped tie supporting slide mounted on the upper ends of each of said side frame members, said slides following the configuration of said upper ends of said side frame members, a rod extending transversely of said side frame members adjacent an end thereof and road track engaging rollers rigidly secured to said rod.

References Cited in the file of this patent UNITED STATES PATENTS 1,313,353 Tobin -2 Aug. 19, 1919 U 7 Welsh .Tune 14, 1927 Pridgen Dec. 29, 1931 Banton et a1 Oct. 16, 1951 Chpistoif -7.-- Feb. 16, 1960 FOREIGN PATENTS France Mar. 3, 1947 Australia Apr. 28, 1955