US3468277A

US3468277A - Ice channel cutter

Info

Publication number: US3468277A
Application number: US673785A
Authority: US
Inventors: Michael W Rosner; Louis D Boileau; Frank J Greipel
Original assignee: MICHAEL W ROSNER
Current assignee: MICHAEL W ROSNER
Priority date: 1967-10-09
Filing date: 1967-10-09
Publication date: 1969-09-23
Anticipated expiration: 1986-09-23

Description

P 3, 1969 M. w. ROSNER ETAL 3,468,277

ICE CHANNEL CUTTER Filed Oct. 9, 1967 I 5 Sheets-Sheet 1 & m i M A N il" 0 :5; O [A r\ Q I M T: q i 0770 833 E 1-. N4 o 0 g r rk i \E X n .m H

B "F I I er: 1 6) I Q Q A A A; J I

INVENTORS MICHAEL W. ROSNER BY F LOJJIS D. BOILEAU L: Maw

ATTORNEYS P 3, 1969 M. w. ROSNER ETAL 3,468,277

ICE CHANNEL CUTTER I Filed Oct. 9, 1967 5 Sheets-Sheet 2 FIG. 3

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ATTORNEYS p 1969 M. w. ROSNER ETAL 3,468,277

ICE CHANNEL CUTTER 5 Sheets-Sheet :5

Filed Oct. 9, 1967 INVENTORS R S EUL Y NAE E SEP 0 ow T W BG M LD...h & :DK M

UN AM WL M M F Sept. 23, 1969 Filed Oct. 9, 1967 M. W. ROSNER ETAL ICE CHANNEL CUTTER 5 Sheets-Sheet 4.

FIG- 5 l N VEN'I 0R5 MICHAEL W. ROSNER LOUIS D. BOlLEAU FRANK J. GREIPEL MMmWn-Wdf,

ATTORNE Y5 nited States Patent ICE CHANNEL CUTTER Michael W. Rosner, 1344 Midway Parkway, St. Paul, Minn. 55108, Louis D. Boileau, Grant Drive, Rte. 3, Stillwater, Minn. 55082, and Frank J. Greipel, 49

Larpenteur Ave., St. Paul, Minn. 55107 Filed Oct. 9, 1967, Ser. No. 673,785 Int. Cl. B63b 35/08 US. Cl. 114-42 Claims ABSTRACT OF THE DISCLOSURE An ice channel cutter for opening and maintaining channels for winter navigation in streams otherwise frozen over. The cutter is a marine vessel whose prow is fitted with a plurality of ice engaging units each presenting an array of ice-chopping blades or cutters disposed in a generally vertically extending plane. The ice choppers may be horizontally movable in the direction toward the sides of the channel and stern of the vessel to chop the ice into relatively small chunks and carry them sideways and rearwardly, or they may be vertically movable in a downward direction to chop the ice and carry it downwardly so the vessel may pass over it. The ice engaging units are desirably movable vertically for positioning for optimum efiiciency. Optionally, additional ice-engaging units are pivotally mounted on opposite sides of the vessel adjacent the prow and adapted to be swung outwardly from the vessel for widening the channel initially cut.

This invention relates to an ice channel cutter for opening and maintaining channels for winter navigation in streams which would otherwise be frozen over. Shipping on inland waterways is severely curtained because of the shortness of the navigation season. Such major inland waterways as the upper Mississippi, the Great Lakes and the St. Lawrence River are open for navigation for eight months or less each year. Because of this, expensive vessels are tied up and out of use for long periods of time. Because of the short season, the employment of hands is seasonal and recruiting and maintaining crews is made more difiicult. Bulky goods such as coal, iron ore and the like must be stockpiled during the relatively short navigation season. This prevents the more efficient utilization of vessels and crews which would be possible if shipping could be distributed evenly throughout the whole year.

The best available ice breakers are ineffective for maintaining winter navigation in northern inland waterways. They may be effective for maintaining open channels for a few extra days in the early winter when ice is 1n1t1ally forming and in early spring when the ice has begun to break up. However, they are helpless against normal W111- ter ice, which commonly attains a thickness of from three to five feet. Although numerous attempts have been made to devise means for maintaining winter navigation in northern climes, none has been successful.

It is the principal object of this invention to provide an ice channel cutter in the form of a marine vessel whose prow is fitted with a plurality of ice engaging units, each of which presents an array of outwardly extending elongated ice-chopping blades of cutter disposed in a generally vertically extending plane and driven to move e1ther honzontally in the direction toward the sides of the channel and stern of the vessel to chop the ice into relatively small chunks and carry them sideways and rearwardly or vertically in a downward direction to chop the ice so the vessel may pass over it.

The invention is illustrated in the accompanying drawings in which:

FIGURE 1 is a fragmentary top plan view of the prow of a marine vessel fitted with one form of ice-engaging unit according to the present invention;

FIGURE 2 is a fragmentary top plan view of the port side ice-engaging unit of FIGURE 1 showing how that unit may be swung outwardly for widening a channel;

FIGURE 3 is a front elevation of an ice channel cutter according to one form of the present invention;

FIGURE 4 is an enlarged fragmentary section on the line 4-4 of FIGURE 1 and in the direction of the arrows showing means by which the ice-engaging units may be raised and lowered;

FIGURE 5 is a top plan view of the structure of FIG- URE 4;

FIGURE 6 is an enlarged fragmentary plan view showing the details of construction and attachment of an icechopping blade or cutter;

FIGURE 7 is a vertical section on the line 7-7 of FIGURE 6;

FIGURE 8 is a fragmentary top plan view of a marine vessel fitted with another form of ice-engaging unit;

FIGURE 9 is a partial front elevation of the vessel of FIGURE 8; and

FIGURE 10 is a vertical section on the line 99 of FIGURE 8 and in the direction of the arrows.

Referring now to the drawings, and particularly to FIG- URES 1 and 2, there is shown one form of the invention in which there is shown a marine vessel, indicated generally at 10, which may be a tugboat or a towboat or a barge or the like built as or converted into an ice channel cutter. As shown, the marine vessel 10 has a relatively fiat prow 11. It is of relatively shallow draft with a relatively shallow bottom 12 and flat deck 13. A pair of iceengaging units, indicated generally at 14 for the port side unit and 15 for the starboard side unit, is supported from the prow 11 of the vessel 10 as described in greater detail hereinafter. Optionally the vessel 10 is also provided with a further port side ice-engaging unit, indicated generally at 16, and further starboard ice-engaging unit, indicated generally at 17, each disposed along one side of the vessel and adapted to be swung outwardly.

Both

prow units

14 and 15 are of identical construction except that one is a mirror image of the other. Similarly, side units 16 and 17 have identical structure except that one is a mirror image of the other and these units are generally similar to the prow units.

Each ice engaging unit is comprised of a rugged frame including an elongated top plate 18 and corresponding vertically spaced apart bottom plate 19 rigidly secured together at each end as described in detail hereinafter. A pair of parallel shafts 20 are journalled to rotate at opposite ends of each unit extending vertically between

plates

18 and 19. A tubular sleeve 21 is keyed to rotate with each of shafts 20. Each sleeve 21 carries a plurality of heavy duty sprocket wheels 22 spaced evenly between the top and

bottom plates

18 and 19. One of the tubular sleeves 21 of each ice-engaging unit is adapted to be driven by motor means 23 in order to drive the sprocket wheels 22 and the other may be an idler.

A heavy duty endless linear motion means, such as sprocket chain 24, extends horizontally between each pair of sprocket wheels journalled at opposite ends of the ice engaging units. A plurality of spaced apart parallel vertical chopper carrier plates 25 are carried by sprocket chains 24 around the outer perimeter of the loop formed by each chain. Plates 25 are supported from the chains by means of right angle brackets 26. Each plate 25 carries a plurality of ice choppers in the form of blades or cutters, indicated generally at 27.

As best seen in FIGURES 6, plate 25 is preferably disposed at a slight angle between about 5 and 15 degrees relative to the sprocket chain link to which it is secured in order that the pointed tip of each blade or cutter 27 projects slightly outwardly. Desirably, each bracket 26 is provided with a slot 28 to permit adjustment of the relative angle between plate 25 and the link of the sprocket chain to which it is secured.

As best seen in FIGURE 3, the blades or cutters 27 on one plate 25 are staggered vertically relative to the blades or cutters on the next adjacent plates.

As best seen in FIGURES 6 and 7, each blade or cutter 27 is desirably in the form of an elongated tube which is triangular in cross section presenting oblique faces 29 and 30 outwardly and a flat face 31 in abutment with the outer surface of plate 25. That flat base 31 is desirably provided with an elongated central slot extending the length of the blade or cutter base. Each blade or cutter is secured to the plate by means of a plurality of bolts 32 whose heads fit within the blade or cutter member and engage the inside surface of the base 31 and whose shank extends through the slot in that base and suitably spaced holes in plate 25. In this manner, the cutters or blades 27 may be easily removed for resharpening or replacement or adjusted to compensate for wear. One end of each blade or cutter 27 is desirably beveled to provide a sharp point or tip 33 which projects forwardly and outwardly.

In the form of ice channel cutter shown in FIGURES l to 5, blades or cutters 27 are disposed to extend generally horizontally and the tip 33 is pointed in the direction of travel when the plates and chains move in response to rotation of the drive sprocket wheels. As the blades or cutters are so driven simultaneously with pressure exerted by forward motion of the marine vessel and are urged into engagement with the edge surface of the ice fine or covering on the stream on which the channel is desired to be opened, the blades or cutters being driven at high speed perform a constant chipping action against the ice breaking it up into many relatively small sized chunks which are carried to opposite sides of the vessel and then discharged rearwardly.

These ice engaging units may be secured to the marine vessel so as to be fixed relative to the deck of the vessel. Preferably, however, the units are mounted so as to be vertically adjustable to accommodate for differences in ice thickness, variations in draft, and the like. As illus trated, the marine vessel is provided with a heavy duty top bracket 34 supported from the deck and a correspond ing heavy duty lower bracket 35 supported adjacent the bottom and located on the approximate longitudinal center line of the vessel. A screw threaded shaft 36 extends between the brackets. Corresponding top and

bottom brackets

37 and 38 are disposed adjacent each front corner of the vessel and carry a screw threaded shaft 36 between them.

As best seen in FIGURE 4, the port side end of ice engaging unit 16 is supported in a carrier for vertical movement on threaded shaft 36. One end of upper plate 18 is rigidly secured to a carrier 40 and the corresponding end of lower plate 19 is rigidly secured to a carrier 41. The hubs 42 and 43 of the carriers 40' and 41, respectively, are each threaded to engage shaft 36.

Carriers

40 and 41 are rigidly secured together by means of an interconnecting sleeve 44 which surrounds but does not necessarily engage the threaded shaft. In the case of the side swinging units 16 and 17 which are secured in the vessel at only one end, the

carriers

40 and 41 are each provided with an end projection which engages the slot, a vertical keyway 45, secured to the hull in order to prevent rotation of the entire unit about the threaded shaft.

Units

14 and 15 are secured to the vessel at both ends. The outboard ends of the

prow units

14 and 15 are supported in a carriage substantially as described and illustrated in detail with respect to swinging unit 16. The inboard ends of

prow units

14 and 15 are carried by a common carriage comprised of upper carrier 40A and lower carrier 41A whose function is the same and whose structure differs from that already described only to the extent of supporting two units instead of one. Motor drive means 46 connected through worm gear 47 and pinion 48 function to rotate threaded shaft 36 to raise and lower the units. Obviously the three threaded shafts 36 supporting the prow units must be rotated simultaneously to raise and lower those units. The side swinging units 16 and 17 may he raised and lowered independently.

Each of the side swinging units 16 and 17 is mounted on the vessel only at one end, that being the forward end. Each of these units is mounted to pivot on its forward shaft 20. To facilitate swinging movement of these units and to maintain them in fixed position, means, such as a hydraulic jack 49, is provided. One end of jack 49 is pivotally secured to the carriage as at pivot 50 on carrier 40 while the other end is pivotally secured to the upper plate 18 intermediate of its ends. The manner in which the side swinging units are extended outwardly so that the channel opened by means of the

prow units

14 and 15 can be widened is shown in FIGURE 2. Normally ice engaging units 16 and 17 would be swung out symmetrically.

Because the aft or outboard ends of units 16 and 17 are otherwise unsupported, and because of the considerable weight of the units, auxiliary support means are provided. As shown, a pivoting boom 52 is suitably mounted on the deck or otherwise on the vessel 10 so that its outermost end may overlie the aft or outboard end of the unit. Cable means dropped from the end of the boom to an eye 53 on the top plate 18 or similar fasting means provides suspension support for the ice engaging means, the cable being maintained taut by suitable winch means or otherwise.

Referring now to FIGURES 8 to 10, there is shown an alternative form of the invention including a marine vessel, indicated generally at 10A, built as or converted into an ice channel cutter. As shown, the marine vessel 10A has a relatively flat prow 11A. It is of a relatively shallow draft with a relatively shallow bottom 12A and fiat deck 13A. A pair of ice-engaging units, indicated generally at 14A for the port side unit and 15A for the starboard side unit, are supported from the prow 11A of the vessel 10A as described in greater detail hereinafter. Both prow units 14A and 15A are of identical construction except that one is a mirror image of the other.

Each ice-engaging unit is comprised of a rugged frame including an inboard end plate 18A and corresponding horizontally spaced apart outboard end plate 19A. A pair of vertically spaced parallel shafts 20A is journalled to rotate at the top and bottom of each unit extending horizontally between

plates

18A and 19A. One end of each shaft extends outboard from end plate 19A. Each shaft 20A carries a plurality of heavy duty sprocket wheels 22A spaced evenly between the

end plates

18A and 19A and on the segment of shaft extending outboard from plate 19A. One of the shafts 20A of each iceengaging unit is adapted to be driven by motor means 23A in order to drive the sprocket wheels 22A and the other may be an idler.

A heavy duty endless linear motion means, such as sprocket chain 24A, extends vertically between each pair of sprocket wheels journalled at the upper and lower ends of the ice engaging units. A plurality of spaced apart parallel horizontally extending chopper carrier plates 25A are carried by sprocket chains 24A around the outer perimeter of the loop formed by each chain. Each plate 25A carries a plurality of ice choppers in the form of blades or cutters, indicated generally at 27, as already described. As best seen in FIGURE 9, the blades or cutters 27 on one plate 25A are staggered horizontally relative to the blades or cutters on the next adjacent plates.

The blades or cutters 27 on this form of the invention are disposed to extend generally vertically and the tip 33 is pointed downward in the direction of travel when the plates and chains move in response to rotation of the drive sprocket wheels. As the blades or cutters are so driven simultaneously with pressure exerted by forward motion of the marine vessel and are urged into engagement with the edge surface of the ice floe or covering on the stream on which the channel is desired to be opened, the blades or cutters being driven at high speed perform a constant chipping action against the ice breaking it up into many relatively small sized chunks which are carried downwardly and then discharged rearwardly as the vessel passes over them. Of necessity, using this form of ice chopper with vertically movable blades, in order to permit clearance between the chopper plates 25A and

end plates

18A and 19A, narrow vertically extending ribs or fins of ice are left uncut between the ends of the chopper plates on opposite sides of the end plates. The forward vertical edge of each end plate 19A is provided with projecting teeth 60, which, under force of the forward thrust of the vessel, ram and split the rib of ice. Similarly, the forward edges of plates 18A are bridged by a vertical wedge 61 whose forward face is fitted with projecting teeth 62 which likewise aid in chipping the rib of ice. Because the ribs of ice jutting from the face of the ice floe are supported only at their points of connection to the fioe, they shatter and chip relatively easily under impact of the forward movement of the vessel forcing the projecting teeth into the ice.

In order to prevent binding between the ends of the ice-engaging units and the sides of the channel cut through the ice, side cutting ice chipping teeth or blades 63 are mounted on the outboard ends of the blade carrier plates 25A carried by the sprocket wheels and chains carried by the cantilevered ends of shaft 20A extending beyond bearing plates 19A. The side cutters also aid in maneuvering the vessel, the degree of maneuverability being related to the overall width of channel cut, as determined by the length of the ice-engaging units, relative to the width of the vessel.

The modified ice-engaging units may be secured to the marine vessel so as to be fixed relative to the deck of the vessel, but preferably, the units are mounted so as to be vertically adjustable to accommodate for differences in ice thickness, variations in draft, and the like. As illustrated, the marine vessel is provided with a heavy duty top bracket 34A supported from the deck and a corresponding heavy duty lower bracket 35A supported adjacent the bottom and located on the approximate longitudinal center line of the vessel. A screw threaded shaft 36A extends between the brackets. Corresponding top and

bottom brackets

37A and 38A are disposed adjacent each front corner of the vessel and carry a screw threaded shaft 36A between them.

As best seen in FIGURE 10,'the inboard end of port side ice engaging unit 14A is supported in a carrier for vertical movement on threaded sha-ft 36A. End plates 18 together comprise a carrier whose upper and lower rearwardly extending arms 40B and 41B carry

hubs

42A and 43A respectively, which are each threaded to engage shaft 36A. Arms 40B and 41B are rigidly secured to a slide plate 64 which engages a vertical keyway 65, secured to the hull in order to prevent rotation of the unit about the threaded shaft.

Units 14A and A are secured to the vessel at both ends. The outboard ends of the

prow units

14 and 15 are supported in a carriage substantially as described and illustrated in detail with respect to the inboard ends whose function is the same and whose structure differs from that already described only to the extent of supporting one unit instead of two.

Motor drive means 46A connected through worm gear 47A and pinion 48A function to rotate threaded shaft 36A to raise and lower the units. Obviously the three threaded shafts 36A supporting the prow units must be rotated simultaneously to raise and lower those units.

All of the motor drive means 23, 23A, 46 and 46A are preferably electric motors driven from a common generating plant. However, if necessary, the units may be driven from internal combustion engines mounted on the deck and connected through suitable drive means. The

mechanisms for raising and lowering the units are used only at widely spaced intervals and then only for short periods of time. They may be manually operated.

We claim:

1. A channel ice cutter comprising:

(A) a marine vessel;

(B) at least one ice-engaging unit supported on the prow of the vessel and presenting a forward facing ice-engaging vertical plane extending transversely across the width of the vessel;

(C) said ice-engaging units each comprising a vertically disposed elongated horizontally and transversely extending frame secured to said prow and fixed against horizontal and pivotal movement relative to said prow;

(D) said ice engaging units each comprising an array of a plurality of spaced apart ice choppers disposed in said forward facing transversely extending iceengaging vertical plane across the prow of said I vessel;

(E) the ice choppers being supported from endless flexible linear motion means for ice-engaging movement in said vertical plane;

(F) the linear motion means being mounted in said frame to carry the ice choppers into transverse vertical plane engagement with ice covering a body of water; and

(G) power means to drive the linear motion means.

2. A channel ice cutter according to claim 1 further characterized in that:

(A) means are journalled for rotation in said frame about a pair of parallel axes for carrying a plurality of endless flexible linear motion means;

(B) a plurality of ice chopper carrier plates are supported from the outside perimeter of the linear motions means, each of said carrier plates being supported from at least two of the linear motion means and spanning the space therebetween; and

(C) said ice choppers are carried on the outwardly facing surface of said plates.

3. An ice channel cutter according to claim 2 further characterized in that the tips of said ice choppers are pointed and canted outwardly relative to their paths of travel and the ice choppers on adjacent carrier plates are staggered.

4. An ice channel cutter according to claim 2 further characterized in that the frames of the ice engaging units are mounted on the marine vessel for movement vertically.

5. An ice channel cutter according to claim 4 further characterized in that said means for movably mounting the ice-engaging units comprises for each unit:

(A) at least one bracket rigidly secured to the marine vessel including a pair of arms spaced apart to embrace one end of the ice-engaging unit;

(B) a vertical screw threaded shaft extending between said arms and journalled therein for rotation;

(C) a carriage rigidly secured to the ice-engaging unit;

(D) said carriage engaging said screw threaded shaft;

and

(E) means for rotating said shaft to raise and lower said carriage.

6. An ice channel cutter according to claim 2 further characterized in that each of said ice-engaging units includes:

(A) a pair of parallel shafts journalled for rotation in the elongated horizontally extending frame;

(B) at least a pair of spaced apart sprocket wheels keyed to said shafts for rotation therewith;

(C) an endless sprocket chain extending between corresponding sprocket wheels on said pair of shafts;

(D) said ice chopper carrier plates being secured to said sprocket chains; and

(E) motor means operatively connected for rotating one of said shafts.

7. An ice channel cutter according to claim 1 further characterized in that:

(A) one pair of ice-engaging units is disposed sup ported on but forward of the prow of the marine vessel;

(B) one unit of said pair is disposed on each opposite side of the longitudinal centerline of the vessel; (C) the ice choppers extend horizontally supported from vertically extending carrier plates secured to horizontally extending linear motion means;

(D) said units are disposed obliquely such that the ice choppers carried thereby lie in vertical planes which intersect on that centerline and form an obtuse angle Whose apex is in the normal direction of travel of the vessel; and

(E) the linear motion means are mounted to carry the ice choppers horizontally in a direction generally sidewardly and rearwardly of the vessel.

8. An ice channel cutter according to claim 7 further characterized in that:

(A) one pair of ice-engaging units is disposed supported on the prow of the marine vessel to extend aft thereof;

(B) one unit of said pair is disposed in the port side and the other on starboard;

(C) the forward end of each of said units is pivotally supported; and

(D) means are provided for moving each of said units on its pivotal support to swing the aft end away from the hull of the vessel.

9. An ice channel cutter according to claim 8 further characterized in that:

(A) hydraulic jack means are provided for moving said ice-engaging units; and

(B) suspension means are provided to support the free aft end of each of said units.

10. An ice channel cutter according to claim 1 further characterized in that:

(A) said ice-engaging unit includes a pair of horizontal shafts supported in said frame vertically spaced apart and lying in a vertical plane;

(B) the ice choppers extend vertically supported from horizontally extending carrier plates secured to at least two of the vertically extending linear motion means carried by said shafts and spanning the space therebetween; and

(C) the linear motion means are mounted to carry the ice choppers in their forwardmost path vertically and downwardly.

References Cited UNITED STATES PATENTS 2/1881 Green 114-42 4/1959 Ehinger 114-42.

OTHER REFERENCES 30 TRYGVE M. BLIX, Primary Examiner