US1006717A - Railroad-switch. - Google Patents

Description

E. D. BROWN.

RAILROAD SWITCH.

, 911. 1,006,717. Patented 0012 11911.

EARL .n. IBROWN, or KALISPELI}, MQNTANA.

RAILROAD-SWITCH.

Specification of Letters Patent.

Patented Got. 24, 1911.

Application filed. January 17,1911. gSerial No..603,179.

To. all whom it may concern.

Be itknown that I, EARL D. BROWN, a citizen of the .United States, residing at Kalispell, in the county of Flathead and 5 State of Montana, have invented certain new and useful Improvements in Railroad- Switches, of which the following is a specification, reference being had therein to the accompanying drawing. v

This invention relates to switches for railroads and the principal object of the same is to provide a novel rotatable switch point which is at all times retained in nested en gagement with the main rail so that no open ings are formed between the rail and point in which sand, snow or other refuse could become wedged and also to provide a point in which the upper surface thereof is always in flush relation to the upper surface of the said rail so that no projections or other obstruction are presented that might damage, or be damaged by, teams crossing the switch.

In carrying out the object of the invention as generally stated above, it will be understood changes in details and structural arrangements may be resorted to, one preferred and practical embodiment being shown in the accompanying drawings, Where:

Figure 1 is a perspective view of the improved switch. Fig. 2 is a top plan View thereof. Fig. 3 is a similar view, the point being set for the main line, and also show ing the means for operating the point. Fig. 4 is a view in side elevation. Fig. 5 1s a transverse vertical sectional view taken on the li ne 22, Fig. 2. Fig. 6 is a detail perspective View showing the switch set for the siding. Fig. 7 is a similar view showing the point set for the main line.

Referring to the accompanying drawings by numerals, it will be seen that the im proved switch includes the main rail 10, the siding 11, and the ties 12 which carry the spaced inner and outer upstanding lugs 13 and 1 1, respectively. The main rail 10 is seated on the ties between said lugs and has its straight outer side 15 resting against the straight inner vertical surfaces of the lugs 14. Said main rail 10, at an intermediate point, has its web thickened so that the same is flush with the longitudinal outer edges of the tread and the base flange so that said straight outer side 15 is thereby formed.

On the inner sidethe thickenedweb is longitudinally concaved, as indicated at 16, said concavity tapering in depth and terminat ing at one end in an abutment 16 in the tread. The lugs 13 are concaved ontheir inner surfaces, as indicated at 17. The concavities of the lugs 13 conform to the contour of the concavity ofthe main rail 10. This arrangement of inner concaved lugs 13 and the concaved inner side of the rail 10 provides bearing seats for the cylindrical body 18 of the switch point. And, as clearly shown in Figs. 1, 2, and 3, the inner lugs 13 are in oblique alinement so that while the forward and intermediate portions of the body 18 are nested in engagement with the concavity of the rail 10 and the concavities of the forward and intermediate lugs 13, the rear of said body is only in engagement with the concaved lug 13 of the rear tie. Said body has longitudinally extending oppositely disposed flat portions 19 and 20 which are separated by the longitudinally tapering rib 21 which fits within the cut-out portion 22 of the tread of the rail 10 when the body 18 is rotated in one direction to set the switch for the siding rail 11. The flat portion 20 of the body 18 extends the entire length of said body and the fiat portion 19 terminates adjacent the rear end of said body and is inclined relative to the longitudinal axis of said body. The inclination of the fiat portion 19 forms a short, longitudinally tapering rib 23 which fits within the cut-out portion 22 of the rail 10 when the switch is set for the main line. The upper surfaces of the ribs 21 and 23 are flush with the upper surface of the tread when engaged therewith, as is clearly shown in Figs. 6 and 7.

The body 18 has a lug 2 1 projecting from its forward end and a crank 25 is carried by said lug. The free end of said crank 25 projects through a slot 26 of a switch rod 27 which is pivotally connected to a crank 28 projecting from a shaft 29 of a stand 30. Said shaft 29 is rotated by the usual handle 31 to cause the rod 27 to rotate the body 18. The rotary movements of the body are limited by means of a laterally projecting lug 32 that is carried by said body and which contacts with the abutment shoulder 33 formed in the lug 13 of the intermediate tie 12, and a similar abutment shoulder 34 in the rail 10. Said shoulders 33 and 3 1 form the ends of a clearance slot or groove 35 that is formed in the lug 13, tie 12, and rail 10, as shown in Fig. 5.

It will be clear from the foregoing that the improved switch dispenses with the necessity of spaces between the points and the main rail and also avoids projections or other obstructions such as would interfere with travel across the switch. It will also be clear that the improved switch is not affected by snow for the reason that the snow will be thrown therefrom by the rotary movements of the switch.

It should be noted that the present switch presents no surfaces between which snow, ice or other foreign substance may fall to hinder the operation thereof. It should also be understood that other means for operating the switch may be used if it is desired.

What I claim is 1. In a railway switch, the combination of a rail having a longitudinally extending concaved bearing seat in one side, ties for said rail having integral lugs thereon provided with concave transverse bearing seats, a switch having a body rotatable in said rail and lug seats, and provided with point rails for main line and sidings, and means for rotating said switch.

2. In a railway switch, the combination of a main rail having a longitudinally extending tapering bearing seat formed in one side thereof, said rail having its tread cut-away to provide a point seat, ties provided with lugs having concaved bearing seats therein, a switch composed of a cylindrical body r0- tatable in said seats and provided with main and siding point rails adapted to be selectively engaged with the seat in the tread of the main rail, means for rotating said body, and means for limiting the rotary movements of said body. 7

3. In a railway switch the combination of a main rail provided with a longitudinally tapering concaved bearing and a seat in its tread, .ties provided with bearings, a switch having a body rotatable in said bearings and main and siding point rails adapted for flush engagement with the seat in said tread, means for rotating said body, and means for limiting the rotary movements of said body.

4. In a railway switch the combination of a main rail, supporting ties provided with integral lugs, one of said ties and lugs and said rail-being provided with a groove, a switch body rotatably mounted between said rail and lugs, a stop projecting laterally from said body and entering said groove, 7

main and siding point rails carried by said body, and means for rotating said body.

In testimony whereof I hereunto aflix my signature in presence of two witnesses.

EARL D. BROWN.

Witnesses IRVING L. MGCATI-IRAN, EDWARD W. CADY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G.

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