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Publication numberUS3566796 A
Publication typeGrant
Publication dateMar 2, 1971
Filing dateMar 28, 1969
Priority dateMar 28, 1967
Publication numberUS 3566796 A, US 3566796A, US-A-3566796, US3566796 A, US3566796A
InventorsHerrick Clifford C
Original AssigneePenn Central Co
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Rail temperature regulating apparatus
US 3566796 A
Images(5)
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Description  (OCR text may contain errors)

United States Patent [72] Inventor Clifford C. Herrick White Plains, N.Y. [21] Appl. No. 840,864 [22] Filed Mar. 28, 1969 Division of Ser. No. 631,112, Mar. 28, 1967, Patent No. 3,451,470. [45] Patented Mar. 2, 1971 [73] Assignee Penn Central Company.

[54] RAIL TEMPERATURE REGULATING APPARATUS 12 Claims, 12 Drawing Figs. [52] U.S. Cl 104/2,

104/279, 126/271.2, 219/2 [51] Int. Cl. B60h 3/04, 1 E0 1 b 29/32 [50] Field of Search 104/279, 280, 1-6; 126/271.2 (A), 271.2 (B); 180/65, 54; 219/213;104/2, 17

[56] References Cited Railway Track and Structures Cyclopedia 8th Edition, Simmons-Boardman Publication (1955) TF530R3 1955. Copy available in Group 317. p 293 is referred to as Cyclopedia (A) p 462 is referred to as Cyclopedia (3) Primary Examiner-Arthur L. La Point Assistant Examiner-Richard A. Bertsch An0mey- Harness, Dickey & Pierce ABSTRACT: An apparatus for controlling the temperature of a section of railroad rail in order to expand or contract the section preparatory to anchoring the same to its associated roadbed; the apparatus comprising a self-propelled wheeled vehicle which is adapted to travel along a railroad right-of-way and is provided with a pair of elongated temperature regulating enclosures which extend rearwardly from the vehicle and partially enclose the railroad rails; heating and cooling means on the vehicle for raising and lowering the temperature within the enclosures to heat or cool the rail sections enclosed therewithin; and means for moving the enclosures between an inactive position on the vehicle to an operative position extending rearwardly of the vehicle.

Patented March 2, 1971 3,566,796

5 Shoots-Sheet 2 Patented March 2, 1971 5 Shasta-Sheet 5 Patented March 2, 1971 5 Shasta-Shoat 4.

INVENTOR CLIFFORD C. uznmcx Patented March 2,1971 Y 3,566,796

5 Sheets-Sheet 5 INVENTOR CLIFFORD C. HERRICK RAIL TEMPERATURE REGULATIN G APPARATUS This is a divisional application of U.S. Pat. application Ser. No. 631,112, filed Mar. 28, 1967, now U.S. Pat. No. 3,451,470.

BACKGROUND OF THE INVENTION Due to the natural contraction andexpansion of railroad rails in response to changes in the ambient temperature conditions during different times of the year, it has been found to be extremely advantageous to be able to control the temperature of such rails as they are anchored to their associated railway roadbeds. More particularly, in order to minimize to the extreme the possibility of the rails separating and/or buckling, it has been found that the optimum conditions under which the rails should be laid is when the temperature of the rails is as close as possible to the mean annual temperature of the specific geographical location of the rails. For example, where the mean annual temperature of the location where the rails are being laid is approximately 60 F. and the rail is being laid during the summer months when the temperature is in the order of 80 to 90 F., the rail sections must be cooled down to mean temperature of 60 F. prior to the rails being permanently anchored to their roadbed. Conversely, when the mean temperature of an area is higher than the existing ambient temperature where the rails are being laid, the temperature of the rail sections must be raised a predetermined amount preparatory to permanently anchoring the rail to the roadbed. This procedure has been found to beespecially applicable in connection with laying-continuous welded rails which usually consist of sections of rail up to one-quarter mile in length.

The present invention is accordingly directed toward a new and improved apparatus which is adapted to selectively control the temperature of railroad rails as said rails are being laid along a railway roadbed, the apparatus, by virtue of being adapted to traverse or travel along the roadbed, finding particularly useful application in connection with' laying continuous welded railroad welded rails of virtually any length. More particularly, the temperature regulating apparatus of the present invention consists of a self-propelled wheeled carriage or vehicle which is provided with means thereon for selectively cooling or heating railroad rails as the vehicle travels along the railroad right-of-way. Such heating and cooling'means is provided by a pair of elongated temperature regulating enclosures which extend rearwardly from the vehicle and partially enclose the railroad rails as the vehicle traverses the roadway. Disposed between the forward ends of the enclosures and the rear end of the vehicle is a pair of temperature control devices which, during extremely low temperature conditions, provide a source of warm air, and during relatively high temperature conditions, provide a source of cool air. The vehicle'is provided with air circulating means in the form of a pair of centrifugal blowers which are adapted to force warm or cool air, as provided by the aforesaid means, longitudinally of the enclosures circumjacent the sections of rail within the enclosures, whereby to linearly expand or contract the rail sections preparatory to the rail sections being finally anchored to the roadbed. The vehicle is also provided with boom means so that the aforesaid enclosures can be lifted onto and off from the vehicle where they are stored during such timesas the vehicle is being moved to or from a work location.

SUMMARY OF THE INVENTION This invention relates generally to the railroad art and, more particularly, to means for controlling the temperature of preselected sections of railroad rails preparatory to anchoring said rails to their associated railway roadbed.

It is accordingly a primary object of the present invention to provide a new and improved apparatus for selectively controlling, the temperature of railroad rails preparatory to said rails being anchored to a railway roadbed.

It is a more particular object of the presentinvention to provide an apparatus of the above character which will find especially usefulapplication in controlling the temperature of con-.-

tinuous welded rails during the laying thereof.

It is another'object of the present-invention to provide a new and improved apparatus of the above character which is adapted to both heat and cool railroad rails so that said ap-" paratus may be used during virtually all temperature condi tions' and in all geographic locations.

It is a further object of the present invention to provide an apparatus of the above type which is entirely self-propelled.

It is still another object of the present invention to provide:

It is another object of the present invention to provide a rail temperature regulating apparatus which may be controlled by a single operator as the apparatus traverses a railroad right-ofway.

It is yet another object of the present invention to provide a. new and improved rail temperature regulating apparatusv which is of a simple design, is of a heavy duty construction;

and which is therefore relatively maintenance free.

Other objects andadvantages of the present invention will 1 become apparent from the following detailed description, taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is alongitudinal side-elevational view, partially broken away, of a rail temperature regulating apparatus in accordance with an exemplary embodiment of the present invention;

FIG. 2 is a top elevational view of the portion of the apapparatus illustrated in FIG. 1, as taken substantially along the line 5-5 thereof;

FIG. 6 is an enlarged longitudinal cross-sectional .view of a portionof the apparatus illustrated in FIG. 2, as viewed substantially along the line 6-6 thereof;

FIG. 7 is an elevated perspective view of a portion of the apparatus illustratedin FIG. 1, as taken in the direction of the arrow 7 thereof;

FIG. 8 is a view similar to FIG. 7 showing the apparatus thereof in operative condition for a rail cooling adapter'assembly;

FIG. 9 is a top elevational view of a portion of the apparatus shown in FIG. 1 with the rail cooling adapter assembly in operative association therewith;

FIG. 10 is a side elevational view of the structure illustrated in FIG. 9;

FIG. 11 is an elevated perspective view showing the means for detachably connecting the rail enclosures shown'in'FIG. 2', and

FIG. 12 is a schematic view of the hydraulic circuitry incorporated in the rail temperature regulating apparatus of the present invention.

DETAILED DESCRIPTION OF THE INVENTION For convenience of description, the terms inwardly, and

outwardly will have reference to the geometric center of the temperature regulating apparatus of the present invention and the various'component parts thereof. Likewise, the terms forwardly, rearwardly" and derivatives thereof will. have reference to the temperature regulating apparatus of the present invention as shownin FIG. 1, with the forward end ofsaid apparatus beinglocated at the left side of this F IGJ Referring now to FIGS. 1 and 2 of the drawings, a rail temperature regulating apparatus 10, in accordance with an exemplary embodiment of the present invention, is shown as comprising a wheeled carriage or vehicle 12 having a generally rectangular configured main frame section 14. Four downwardly extending wheel support members 16 are mounted two on each side of the frame section 14, the members 16 journal supporting a plurality of flanged wheels 18 adapted to ride upon and traverse a pair of railroad rails 20 and 22 which are intended to be permanently anchored to suitable cross ties 24 of a railway roadbed 26. By way of example, the apparatus 10 is designed to traverse the rails 20, 22 after said rails have been previously laid in accordance with the principles of copending application for Rail Positioning System, Ser. No. 595,498, filed Nov. 18, 1966 and assigned to the assignee of the present application. The apparatus 10 is intended to traverse the rails 20, 22 after said rails are temporarily anchored or tacked to the ties 24, whereby the apparatus 10 will function to selectively regulate the temperature of specific sections of the rails 20, 22 and thereby selectively contract or expand said sections to control the linear dimensions of the rails preparatory to said rail sections being permanently anchored to the ties 24.

As best seen in FIG. 2, mounted at the forward end of the vehicle 12 is a drive engine 28 which may be of any suitable type, such as a diesel engine, which is drivingly connected to the wheels 18 as, for example, by means of a suitable hydraulic drive system, representatively designated by the numeral 30. Located directly rearwardly of the engine 28 is a cab section 32 within which the operator of the apparatus 10 is stationed during operation thereof. The cab section 32 may be provided with a suitable seat section 34 upon which the operator may be seated during operation of the apparatus 10, a suitable control panel 36 being disposed directly in front of the section 34 to provide for convenient manual access thereto by the operator.

A relatively large volume fluid reservoir or tank 38 is mounted on the main frame section 14 of the vehicle 12 directly rearwardly of the cab section 32. The reservoir 38 is adapted to contain either cooling fluid or heating fuel to be consumed during operation of the apparatus 10, the particular fluid being stored within the reservoir 38, of course, depending upon the time of year and geographical location of the roadbed 26, as will later be described. Mounted on the upper side of the main frame 14 directly rearwardly of the reservoir 38 is an upwardly extending frame or superstructure 40 which defines an elevated horizontally disposed support platform 42 adapted to function in a manner later to be described in supporting certain component parts of the apparatus 10 as the vehicle 12 is being moved to and from various work locations. A vertically extending boom support member 44 projects upwardly from the main frame 14 and terminates at a position somewhat above the support platform 42. The member 44 is adapted to support a generally horizontally extending boom 46 for relative rotation within a horizontal plane extending through the upper end of the support member 44. A suitable reinforcing member 48 may be provided between a central portion of the boom 46 and the support member 44 to permit the boom 46 to carry relatively heavy loads. A rotatable pulley or sheave assembly 50 is mounted on the outer end of the boom 46 and adapted to carry a lifting cable 52 which facilitates raising and lowering a lifting hook 54 mounted on the one end of the cable'52. The cable 52 is movable in response to energization of a winch motor 56 that is located adjacent the upper end of the boom support member 44, the motor 56 preferably being hydraulically actuated and adapted to function in a manner later to be described in selectively raising and lowering the cable 52. p

As best seen in FIGS. 2 and 7, a pair of forced air blower units 58 and 60 are disposed below the superstructure 40 and inboard of a pair of longitudinally extending frame portions 62 and 64 of the main frame section 14. The blower units 58, 60 are supported upon a pair of transversely extending, horizontally disposed beam members 66 and 68 which are located slightly below the main frame 14 and are secured to the lower side thereof by means of upwardly extending support members, generally designated 70, that extend upwardly from the outer ends of the beam members 66, 68 to the lower sides of the frame portions 62, 64. The blower units 58, 60 are rigidly mounted on the beam members 66, 68 by means of suitable mounting bracket assemblies 72 which, as best seen in FIG. 6, are rigidly secured to the upper sides of the beam members66, 68 and the inboard sides of the blower units 58, 60, as by welding or the like. The support bracket assemblies 72 also support a pair of horizontally disposed plates 74 which extends transversely inwardly from the inboard sides of the assemblies 72. The plates 74 support a pair of journal bearing assemblies 76 and 78 that rotatably support a transversely extending drive shaft 80 that is arranged coaxially of the drive shafts of the blower units 58 and 60 and is drivingly connected at its opposite ends to said blower unit drive shafts so that rotation of the drive shaft 80 will result in simultaneous actuation of the blower units 58, 60. The drive shaft 80 is provided with a pair of drive pulleys or sheaves 82 and 84 which are drivingly connected to an output shaft 86 of a blower. drive engine, generally designated 88, by means of suitable drive belts 90 and 92 that are rotatably supported on the sheaves 82, 84 and on another pair of cooperative drive sheaves 94 and 96 mounted on the output shaft 86 of the engine 88. As best shown in FIGS. 1 and 2, the engine 88, which may be of any suitable type such as a diesel engine, is mounted on the frame section 14 directly rearwardly of the fluid reservoir 38. It will thus be seen that upon proper energization of the engine 88, the blower units 58 and 60 will be simultaneously actuated to provide a source of forced air for purposes hereinafter to be described.

Referring now to FIG. 6, extending between the rearmost ends of the longitudinally extending frame portions 62 and 64 of the frame section 14 is a transversely extending end portion 98. Rigidly secured, as by welding or the like, to the rear side of the end portion 98 is a transversely support beam 100 which is disposed slightly below the lower edge of the frame portion 98. The beam 100 is adapted to movably support a pair of rearwardly extending forced air housings 102 and 104 on the lower side thereof through the use ofa pair of suitable pivot or hinge assemblies 105. The housings 102, 104 are located directly rearwardly of the blower units 58 and 60, respectively, in a manner such that rearwardly extending output sections 106 and 107 of the blower units 58, 60 are telescopically received within the forward end portions of the housings 102, 104, respectively. With this construction, the rear end portions of the housings 102, 104 may be selectively biased upwardly with respect to the blower units 58, 60 about a horizontal axis defined by the hinge assemblies 105, and when the housings 102, 104 are disposed in the solid line position illustrated in FIG. 6, the blower units 58, 60 are adapted to communicate forced air into the forward end portions thereof.

Extending rearwardly from the rear ends of the housings 102, 104 is a pair of conduit assemblies each comprising flanged conduit sections 109, 110 that are rigidly secured to the housings 102 and 104, as by welding or the like, and adapted to communicate forced air from the housings 102, 104 to a pair of flame-type heater units 111 and 112 which extend rearwardly from the conduit sections 109, 110, as best seen in FIG. 6. The heater units 111, 112, may be of any construction well known in the art and are adapted to receive fuel from a pair of fuel inlet lines 114 and 116 which are communicable with the interior of the units 111, 112 respectively, through suitable inlet fittings 118 provided on the upper sides of the units 111, 112. As shown in H6. 7, the fuel inlet lines 114, 116 are connected to a pair of valve assemblies 120 and 122 that are mounted by suitable mounting brackets 124 on the top of a pair of rearwardly extending beam members 126 and 128, respectively, that are cantilever mounted on the rear end of the frame section 14. Each of the valve assemblies 120,

fuel lines 114 and 116 being connected to the sections 130 of each of the assemblies 120, 122. Each of the valve assemblies 120, 122 also comprises an inlet section 134 and a pair of manually operable valves 136 and 138. It will be seen that when the valves 136 are open, the inlet sections 134 are communicable with the outlet sections 130, and conversely, when the valves 138 are open, the inlet sections 134 are communicable with the outlet sections 132.

The inlet sections 134 of each of the valve assemblies 120, 122 is communicable through suitable fluid conduits 140 and 142, respectively, with a fluid pump assembly, generally designated 144, that is located forwardly of the blower unit 60.The pump assembly 144 comprises a drive shaft 146 having'a suitable drive sheave 148 mounted thereon and adapted tocarrya drive belt 150 that extends between the sheave 148 and another sheave 152 mounted on the outer end of the engine output shaft 86, whereby energization of the engine 88 will result in simultaneous actuation of the pump assembly 144. Fluid is adapted to be communicated from the reservoir 38 into the pump assembly 144 by means of a suitable fluid conduit 154 (see FIG. 2) such that upon actuation of the assembly 144, the fluid contained within the reservoir 38 will be pumped to the valve assemblies 120 and 122, as will later be described.

The heater units 111, 112 may be provided with suitable ignition devices 156 and 158 on the upper sides thereof, the devices 156, 158 being communicable through suitable electrical conductors 160 and 162 with an ignition coil or like mechanism disposed within a suitable container located on the transversely extending beam 100, as-illustrated in FIG. 7, the coil being adapted to function in a manner well known in the art to selectively energize the ignition devices 156, 158 and thereby ignite fuel communicated into the interior of the heater units 111, 112, respectively, through the fuel lines 114, 1 16.

Mounted on the rear ends of the heater units 111, 112 is a pair of manifold housings 166 and 168, respectively, which are adapted to receive the flow of air that is produced by the blower units 58 and 60 and which flows through and is thereby heated by the units 111, 112. The manifold housings 166 and 168 are also adapted to receive a supply of unheated air directly from the housings 102 and 104 by means of two pair of arcuate-shaped air conduits 170, 172 and 174, 176 which extend between the housings 102, 104 and manifold housings 166, 168 circumja'cent the heater units 111, 112, as best illustrated in FIG. 2. Thus, it will be seen that the manifold housings 166, 168 are adapted to receive a supply of forced air directly from the housings 102 and 104 through the conduits 170, 172 and 174, 176 and also, upon energization of the heater units 111, 112, are adapted to receive a supply of heated air from the units 111 and 112. It will be noted that during such time as the heater units 111 and 112 are not energized, unheated air will be communicated to the manifold housings 166, 168 directly through the heater units 111, 112,

as well as from the conduits 170, 172 and 174, 176.

It will be seen that housings 102, 104 and 166, 168, heater units 111, 112 and conduit sections 109, 110 comprises a pair of laterally spaced separate unitized assemblages 177 and 178 which, during normal operation of the apparatus of the presentinvention, extend downwardly toward the upper surface of the roadbed 26; however, at such time the vehicle v12 is traveling to and from a work location, it is desirable to have the rear end portions of the assemblages 177, 178 raised upwardly to the position indicated in phantom in FIG. 6 to prevent any interference between said assemblages and the railroad rails 20, 22 or ties 24. In order to accomplish such raising and lowering of the rearmost end portions of the assemblages 177 178, a pair of elevating cables 179 and 180 are fixedly secured to suitable eyelets or the like 182 on the forward ends of the manifold housings 166, 168, respectively. The cables 179, 180 are supported for upward travel by means of a first pair of suitable pulley assemblies 183 mounted on the uppef sides of the cantilever beams 126 and 128, respectively, and by a second pair of pulley assemblies 184 (see FIG. 1) which are mounted near the upper end of a pair of forwardly inclined reinforcing members extending between the superstructure 40 and the beams 126, 128. The cables 179, are adapted to be raised and lowered by means of a pair of semblages 177 and 178 about the axes of the hinge assemblies 105 from the solid line position indicated inFIG. 6 to thephantom position shown in this FIG. Similarly,upon proper deenergization-of the hydraulic piston and cylinder assemblies 186, the assemblages 177, 178 will be lowered from the phantom position shown in FIG. 6 to the solid line position in this F [0.

In order to assure that the particular temperature conditions produced by the apparatus 10 are maintained in intimate rela tionship with respect to preselected sections of the rails 20 and 22 prior to said rail sections being anchored to the roadbedv 26, a pair of elongated housings or enclosures and 192 extend rearwardly from the rearmost ends of the manifold housings 166 and 168, respectively, as bestseen in FIG. 1. As illustrated in FIGS. 4' and 5, the enclosures 190, l92'are generally C-shaped in transverse section, with the lowermost sides thereof being open, whereby to receive the upwardly extending rails 20, 22 therewithin. The enclosures 190, 192 each comprises a plurality of separate, but connectable enclosure sections 194 which are each approximately 10 feet long. The number of enclosure sections 194 comprising each of the enclosures 190, l92.will', of course, depend upon the particular ambient temperature conditions under which the apparatus 10 is operating, and, by way of example, it is contemplated that during an average rail anchoring operation, each of the enclosures 190, 192 will consist of four sections 191.

Each of the enclosure sections 194 comprises an upper portion 196 and a pair of spaced parallel downwardly extending side portions 198 and 200, as seen in FIG. 5. Preferably rightangle reinforcing channels 202 are provided along the juncture of the portions 196 and 198, 200 for purposes of strengthening the sections 194. As shown in FIG. 4, each of the enclosure sections 194 is provided with at least one transversely disposed shaft or axle 210 which extends between side portions 198 and 200 thereof. Each of the axles 210 is adapted to rotatably support a carriage wheel or roller 212 having;

At the rearward end of each of the enclosure sections'194' there is provided an upwardly extending connecting pin or stud 220 which is secured to the upper portion 196 by means of a rearwardly extending support plate or the like 222. The connecting studs 220 are adapted to be received within suitable openings 224 formed in the upper portion 196 of the next.

rearwardly adjacent enclosure section 194, whereby to connect the sections 194 of each of the enclosures'190, 192

together, as will be-ap'parent. As best seen in FIG. 6, the rearward ends of the manifold housings 166, 168 are each provided with one of the aforesaid connecting studs 220 and sup-- port plates 222 for attaching the forwardmost enclosure sec tion 194 of each of enclosures 190, 192 thereto. Each of the sections 194 may be provided with suitable handle means 226" on'the opposite sides and.at both ends thereof to facilitate manual transport of the sections 194 after the enclosures 190}.

192 have been disassembled from one another. Preferably, the

rearmost section 194 of each of the enclosures 190, 192 is provided with a downwardly extending damper member 228 which may be pivotably secured by suitable hinge means or the like 230 to the rear end of the upper portion 196 of said enclosure sections 194. The damper members 228 are formed with upwardly extending recessed portions 233, as shown in FIG. 3, to prevent any interference between said members and the rails 20, 22. During operation of the apparatus 10, the damper members 228 are designed to retain preselected temperature conditionswithin the enclosures 190, 192, as will later be described.

-In a preferred form of the present invention, the interior of the forwardmost enclosure sections 194 of each of the enclosures 190, 192 is provided with an insulating material 234 (see FIG. this material preferably covering the entire inner surfaces of the portions 196, 198 and 200, whereby to insulate said portions from the extreme high temperature conditions existing during certain periods of operation of the apparatus 10. The insulating material 234 may be of any suitable type and is preferably of a flame resistant ceramic construction that may be molded within the enclosure sections 194. The lower edges of the side portions 198, 200 of the forwardmost enclosure sections 194 may be provided with right-angle channel members 235 for supporting the insulating material 234 within said enclosure sections 194.

As best shown in FIG. 1, the enclosure sections 194 are adapted to be carried on the support platform 42 of the vehicle 12 as the same is being moved to and from various work locations, the lifting cable 52, winch motor 56 and boom 46 being operable in a well-known manner to raise and lower the sections 194 between the roadbed 26 and platform 42. With this arrangement, the enclosures 190, 192 will not interfere with normal transport of the apparatus 10, yetwill be readily accessible when needed. 7

Referring now briefly. to the hydraulic circuitry incorporated in the temperature regulating apparatus 10 of the present invention as best seen in FIG. 12, the control panel 36, which is located within the cab section 32 of the vehicle 12, is connected by means of a suitable hydraulic conduit 237 with a suitable hydraulic fluid fllter means 238 which in turn is communicable through a suitable conduit 239 with a hydraulic fluid reservoir 240. The control panel 36 is also communicable through a conduit 241 with a manually operable drive valve assembly 242 which controls the flow of hydraulic fluid to and from a pair of hydraulic motors 243, and 244 which function to drive the vehicle 12 along the railroad right-of-way and are adapted to be driven by the aforedescribed engine 28. The motors 243, 244 are communicable with the valve assembly 242 through a hydraulic conduit 245, a suitable relief valve' assembly 246 being provided in the hydraulic circuit between the motors 243, 244 and the valve assembly 242. It will be seen that the hydraulic piston and cylinder assemblies 186 that are used for elevating the cables 179, 180 are communicable through suitable fluid conduits 247 and 248 with the control panel 36. A vehicle braking system 250 and accessory drive pump assembly 252 are also communicable with the panel 36 through suitable conduits 254 and 256, respectively.

rails 20, 22 are being laid. Assumingthat the ambient temperature conditions of the rails 20, 22 is in the order of 20 F, preferably four of the enclosure sections 194 are utilized for each of the enclosures 190, 192, and accordingly, eight of the enclosure sections 194 will be removed from the support platform 42 and assembled in two lines of four each, immediately to the rear of the vehicle 12. By -.virtue of the fact that the enclosures 190, 192 are open on the lower sides thereof, the sections 194 thereof may be placed directly on the rails 20, 22 with the rollers 212 thereof bearing directly on the crown of the rails. After the enclosures 190 and 192 are properly arranged behind the vehicle 12 with the sections 194 connected in the manner hereinbefore described, the piston and cylinder assemblies l86 are deenergized to lower the rear ends of the assemblages 177 and 178 from the dotted line position in FIG. 6 to the solid line position therein, at which time the forwardmost of the enclosure sections 194 may be connected to the rear ends of the manifold housings 166 and 168. Thereafter, the valves 136 of each of the valve assemblies 120, 122 is opened to permit fuel to flow from the fluid pump assembly 144 to the heater units 111 and 112, after which time the ignition devices 156, 158 may be energized to ignite the fuel within the heater units 111 and 112. The engine 88 may then be energized to actuate the blower units .58, 60 and fuel pump Upon actuation of the blower units 58 and 60 the relatively high temperature conditions prevalent within the heater units 111, 112 will be forced rearwardly through the manifold housings 166 and 168 and throughout the entire lengths of the enclosures 190 and 192, whereby to raise the temperature within the enclosures a predetermined amount and thereby heat those portions of the rails 20 and 22 which are disposed within the enclosures 190 arid 192. The vehicle 12 is then intended to be propelled along the roadway at a preselected speed, depending on how high the temperature of the rails 20, 22 is to be raised, whereby successive sectionsof the rails 20 and 22 will register with the enclosures 190, 192' and will thus be heated a preselected amount. That is, if the temperature of the rails 20, 22 is to be raised a considerable amount, the vehicle 12, and hence the enclosures 190, 192 will move at a somewhat slower rate along the roadway than if the temperature of the rails is to be raised only a small amount. The rate at which the vehicle 12 traverses. the rails 20, 22 is also con- The hydraulic motor 56 which functions to elevate the boom lifting cable 52 is shown connected to a suitable manually operable valve assembly 258 and with another manually operable accessory valve assembly 260, both of 'which function in a manner well known in the art to selectively communicate hydraulic fluid to the motor 56.

In order to facilitate correlation of the various component parts of the temperature regulating apparatus 10 of the present invention, a brief description of the operation thereof will now be given.

The apparatus 10, as representatively illustrated in FIGS. 1 through 7, is adapted to function to raise the temperature of the rails 20 and 22 and hence is intended to be used when the ambient temperature of said rails is lower than the mean annual temperature of the geographical location in which the trolled by the rate at which the rails are permanently anchored to the roadbed 26 by the workmen who are located rearwardly of the apparatus 10 and who function to permanently spike" or otherwise anchor the rails 20, 22 to the roadbed 26. It will be noted, of course, that it is important that the rails are not heated too long before they are actually anchored by these workmen since the desired linear dimensional characteristics of the rails will change as the rails cool off.

As hereinbefore described, the rail temperature regulating apparatus 10 of the present invention, along with being adapted to raisethe temperature of the rails over which the apparatus traverses, is also adapted to lower the temperature of such rails in theevent it is desired to permanently anchor the rails to the associated roadbed during such times as the ambient temperature condition of the rails is higher than the mean annual temperature of the geographic location of the rails. Means for thus lowering the temperature of the rails is provided by a plurality of fluid nozzles which are adapted to effect the rapid evaporation of a fluid, preferably water, which is stored within the reservoir 38, in an area directly adjacent the rails and thereby reduce the ambient temperature adjacent the rails. More particularly, and as best shown in FIGS. 9 and 10, a pair of nozzle adapter units, generally designated 262, are adapted to be interposed between the rear ends of the manifold housings 166, 168 and the forwardmost of the enclosure sections 194. Each of the units 262 comprises a generally C-shaped housing 264 that has anupper portion 266 and a pair of side sections 268 and 270 which are tapered rearwardly, as best seen in FIG. 9. The housings 264 are formed with a suitable opening 272 adapted to receive the connecting studs 220 on the rear ends of themanifold housings 166 and i 168, and the rear ends of the hoi 'sings 264 are provided with connecting studs 220 adapted to be received within the openings 224 of the forwardmost enclosure sections 194. Mounted in each of the side sections 268 and 270 of the housings 264 and also within the upper portions 266 thereof is one of a plurality of fluid nozzles 274 which are adapted to direct cooling fluid into the interior of the housings 264 circumjacent the portions of the rails enclosed thereby. The nozzles 274 of each of the housings 264 are communicable with suitable T-fittings 276 by' means of suitable'fluid conduits 278, which fittings 276 are in turn communicable with the outlet sections 132 of the valve assemblies 120 and 122 by means of suitable fluid conduits 280 and 282, respectively, as shown in FIGS. 8 and 9. It will be noted that when the valves 138 of the valve assemblies 120 and 122 are open, the inlet sections 134 of said assemblies are communicable'with the fluid conduits 280 and 282.

In order to adapt the apparatus IO-of the present invention for use in lowering the temperature'of the rails 20 and 22, the enclosure sections 194 are assembled in the'above-described manner and the housings 264 are inserted and properly connected between the manifold housings 166, 168 and the forwardmost of the enclosure sections194. Assuming that the reservoir 38 now contains a suitable supply of cooling fluid such as water, the valves 138 of the valve assemblies 120 and 122 are opened and the valves 136 of said assemblies 120 and 122 are closed. With this arrangement, the cooling fluid within the reservoir 38 is communicated. throughthe valve assemblies 120, 122 to the nozzles 274 instead of to the heater units 111 and 112. Preparatory to operating the apparatus 10, the engine 88 is energized, resulting in'actuation of the blower units 58, 60 and fluid pump assembly 144, whereby the cooling fluid will be pumped from the reservoir 38 to the nozzles 274, simultaneously the blower units 58 and 60 will force cooling air intothe manifold housings 166, 168.

The actual cooling of the rails is accomplished by lowering the ambient temperature conditions within the housings 264. This is achieved as a result of the rapid evaporation of the cooling fluid as it is introduced through the nozzles 274 into the pathor flow of cooling air egressing from the manifold housings 166, l68. .Th e-red.uced temperature conditions thus created within the housing 264 are communicated throughout the entire lengths of the enclosures 19.0 and 192 due to the flow of air produced by the blower units 58, 60, thuslowering the temperature of the portions of thejrails 20 and 22 disposed within the enclosures 190, 1.92 a predetermined amount. it

will be noted that when the'apparatus 10 is beingused for lowering the temperature of the rails, the heater units 111 and.

112 will not be energized and thus cooling air will be communicated from the housings102 and 104 through the conduit sections 109, 110 and directly through the heater units 111, 112 into the manifold housings 166 and 168. As above described, the vehicle 12 is adapted to be propelled along the rails 20 and 22 at a rate corresponding to the amount of temperature reduction desired and also commensurate with the rate at which the workmen are able to permanently anchor the rails 20 and 22 to the roadbed 26.

It will be seen from the foregoing description, that the present invention provides a new and improved ineans for selectively regulating the temperature of railroad rails so that the temperature of the preselected'sections of said rails is approximately equal to the mean annual temperature of the specific geographical location of the rails preparatory to the rails being finally anchored to their associated roadbed. One of the more important features of the present invention resides in the fact that the apparatus may be usedto both raise and I lower the temperature of the rails and thus may be used when laying rails under extremely hot or cold weather conditions. Accordingly, the temperature regulating apparatus will find universality of application. Another important feature of the present invention resides in the fact that the apparatus is easily transportable to and from its assigned work locations, and that the various component parts thereof may be rapidly and easily assembled or disassembled. Moreover, the subject apparatus is of a durable construction and hence will be found to be substantially maintenance free.'

While it will be apparent that the exemplary embodiment illustrated herein is well calculated to fulfill the objects above stated, it will be appreciated that the present invention is susceptible to modification, variation and change without'departing from the proper scope or fair meaning of the subjoined claims.

1 claim:

1. In the method of laying railroad rails when the ambient temperature of the rail is higher than the mean annual tem perature of the geographical location of the rail, the step which includes,

traversing a source of cooling fluid over a section of the rail;

circulating said fluid circumjacent the section of the rail for a preselected time in order to linearly contract said section of the rail apreselected amount; and

fixedly securing said section of the rail to the associated roadbed after passing said cooling fluid source thereover and while said section of said rail is in said contracted condition.

2. The method as set forth in claim 1 which includes the step of circulating said air by the use of blower means.

3. The method as set forth in claim 1 which includes the step of flowing cooling air over the track sections and rapidly evaporating the cooling fluid by spraying said fluid into the flow of air.

4. The method as set forth in claim 1 which includes the step of at least partially enclosing each section of the rail within elongated housing means, flowing cooling air through said housing means, and spraying cooling fluid into the flow of air to effect rapid evaporation of the fluid.

5. The method as set forth in claim 4 which includes the step of traversing saidhousing means longitudinally of the rail.

6. The method as set forth in claim 1 which includes the step of circulating cooling air circumjacent said rail section.

7. The method as set forth in claim 1 which includes the step of circulating cooling liquid circumjacent said rail section.

8. The method as set forth in claim 1 which includes the step of circulating cooling water circumjacent said rail section.

9. The method as set forth in claim 1 which includes the step of partially enclosing said rail section as said cooling fluid is circulated circumjacent s'aid section..

10. In the method of laying railroad rails when the ambient temperature of the rail is lower than the mean annual temperature of the geographical location of the rail, the step which includes, I

traversing a source of heating fluid over a section of the rail;

circulating said fluid circumjacent the section of the rail for a preselected time in order to linearly expand said section of the rail a preselected arnount;'and' v 1 fixedly securing said section of the rail to the associated roadbed after passing said heating fluid source thereover and while said section of said rail is in said expanded condition. v

11. The method as set forth in claim 10 which includes the step of partially enclosing said rail section as said heating fluid is circulated circumjacent said section,

12. The method as set forth in claim 10 which includes the step of circulating said air by the use of blower means.

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No. 3,566,796 Dated March 2, 1971 Inventor(s) Clifford C. Herrick It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

In the ABSTRACT, please insert the following last paragraph:

The purpose of the above Abstract is to provide a nonlegal technical statement adapted to serve as a searching-scanning tool for scientists, engineers and researchers. Accordingly, this Abstract is not intended to limit the scope of the invention hereinafter described in detail, nor is it intended to be used in interpreting or in any way limiting the scope or fair meaning of the claims appended hereto Column 2, line 71, after "terms", delete and insert on line 72 before "forwardly".

Column 5, line 59, delete "comprises" and insert com-prise (See application, page 13, line 22) Column 5, line 64, after "time", insert as (See application, page 13, line 26) 7 Column 6, line 38, delete "191" and insert 194 (See application, page 15, line 16) Column 6, line 49, delete "218" and insert 216 (See application, page 15, line 25) Column 6, line 72, after "of" (second occurrence) insert the (See application, page 16, line 18) FORM PC40 0 (10-69) USCOMM-DC coma-nun Page UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Inventor(s) 7 Clifford C. Herrick It is certified 'that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

Column 7, line 7, delete '233'? and insert 232 (See application page 17, line 1) Signed and sealed this 31st day of August 1971.

(SEAL) Attest:

EDWARD M.FLETCHER, JR. WILLIAM E. SGHUYLER, JR. Attesting Officer Commissioner of Patents PC3-1050 ('|O 69) USCOMM-DC 60376-1 69

Non-Patent Citations
Reference
1 *Railway Track and Structures Cyclopedia 8th Edition, Simmons-Boardman Publication (1955) TF530R3 1955. Copy available in Group 317. p 293 is referred to as Cyclopedia (A) p 462 is referred to as Cyclopedia (B)
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3999276 *Sep 16, 1971Dec 28, 1976Brown Robert MMethod of laying railroad rail
US5181472 *Jul 9, 1991Jan 26, 1993Les Fils D'auguste Scheuchzer S.A.Device for the substitution of the rails of railway tracks
US5237143 *Jul 9, 1991Aug 17, 1993Scheuchzer, S. A.Process and installation of on-track neutralization of the rails of a railway with high-frequency heating
US5299504 *Jun 30, 1992Apr 5, 1994Technical Rail Products, IncorporatedSelf-propelled rail heater car with movable induction heating coils
US6308635 *Sep 24, 1999Oct 30, 2001Kershaw Manufacturing CompanyRail heating module and assembly
US6691881 *Jan 16, 2002Feb 17, 2004Aaron A. MasseCombined locomotive and crane construction
Classifications
U.S. Classification104/2, 219/213, 104/279, 126/271.20A
International ClassificationE01B31/18, E01B31/00
Cooperative ClassificationE01B31/18
European ClassificationE01B31/18