US1018918A - Switch-throwing device. - Google Patents

Description

J. B. & A. LOGAN.

SWITCH THROWING DEVICE.

APPLICATION FILED JULY 3, 1911.

1,018,918. Patented Feb. 27. 1912.

WITNESSES r j/Z 6/? ATTORNEYS,

JAMES B. LOG-AN AND ARTHUR LOGAN, OF SOUTH GREENSBI TRG, PENNSYLVANIA.

SWITCH-THROWING DEVICE.

Epecifi cation of Letters Patent.

Patented Feb. 2'2, EH2.

To all whom it may concern:

Be it known that We, JAMEs B. LOGAN and ARTHUR LO AN, citizens ofthe- United States of America, residing at South Greensburg, in the county of Westmoreland and State of Pennsylvania, have invented certain new and useful Improvements in Switch-Throwing Devices, of which the following is a specification, reference being bad therein to the accompanying drawing.

Our invention relates to improvements in switch throwing devices, and has for its object to provide a structure whereby a car may be'shifted onto a switch without stop ping the car, the structure being such as to permit the usual operations of the main line;

Tothese, and other ends, the nature of which will be readily understood as the intention is hereinafter disclosed, our invention consists in the improved construction and combination of parts hereinafter fully described, illustrated in the accompanying drawings, and particularly pointed out in the appended claims.

v In the accompanying drawings, in which similar" reference characters indicate Similar parts in each of the viewsl igure 1 is a plan view, somewhat diagrammatic, of a portion of an ordinary track, illustrating one way in which our structure may be applied thereto. Figs. 2 and 3 are sectional views, respectively. on the lines 22 and 33 of Fig. 1. 1 1g. 4 1s a view showing a switch shifting structure applied to a car.

Our present invention is substantially ,an addition to the ordinary switch structure of a steam, street, or other railway, the additions being in the form of attachnieius which will permit a person on a car to throw the switch to permit shifting.

In Fig. 1, 1O designates the main line and 11 the switch of a railway track, 12 indicating the movable switch point for the inner rail and 13 the point for the outer rail, these parts being constructed as usual. Our improved structure comprises 'two mechanisms, one connected to th e switch point of the inner rail, and the other carried by the car. The attachment for the switch point is in the form of a rail 14,

boltedor otherwise secured to the inner side of the switch point and which is of a height sufficiently less than the railto permit a clearance for the wheel flanges of a car thereabove. The bar. 14 is of a suitable length and projects forwardly from the switch point a distance preferably approximating that of the length of a car, and. has its outer end curved, as at 15, to provide a mouth between it and the rail. The front end of the bar or rail 14 is normally held in juxtaposition to the rail of the main track by a suitable spring structure, exemplified by the spring 16, while the rear portion of the rail or bar is supported by a pivoted bar 17, having its forward end in contact with the bar or rail 14, and also being spring supported in suitable manner, as by a spring 18. By this construction, the switch point, while having its active portion of the type now in general use is provided with an extension which has its movements in unison with the switch, these parts eitherbeing formed integral or secured to each other, as desired. The extension performs no function in the operation of the main line, being entirely 'out of the path of the wheels, acting simply to throwrthe switch at the proper time when actuatedby a suitable actuating device carried by the car, the operation of which acts to move the s'witch'point out of its normal position to permit the car to take the switch, and which will retain the switch in open, position until the entire wheel base of the car has passed beyond the switch point. To provide this operation, we make use of any suitable device carried by the car, one form of which is illustrated in Fig. 4;, wherein 20 designates a spring support bar projecting through the floor of the car and having its lower end. curved outwardly, as at 21, the bar being adapted to be normally in raised position, and capable of being depressed by the foot of an operator through the use of a foot plate 22, the downward movement of the bar 20 serving to carry the c nu'ved'end of the bar into the mouth of the switch structure. The car is preferably provided with a bar 20 at each end, and in use, the switch is thrown by the rod at the rear of the car so that the. bar or rail 14 :will be reheavy structure from becoming bent under the action of the struction lie in the fact that the ordinary switch with its spring support may be en ployed, requiring no change 'in the present structure of the switch, the additions being readily placed in position ready for opera.- tion without disturbing the ordinary track structure; while the extension is of considerable length, it will be readily understood that it need not be of heavy weight, it being necessary only to provide a sutticiently to prevent the extension switch throwing operation, the yielding support provided by the springs 16 and 18 aiding in obtaining this result; and the fact that a depression of the bar 20 at the rear of the car will not only actuate the switch point, but will, in addition, retain the latte in open position until the wheel base has been switched, is advantageous, for the reason that the switching operation can be done at a considerable speed of travel of the car, it being necessary only for the operator to depress the proper rod 20 so that it will on ter the mouth at the front of the extension, whereupon the remainder of the operation is automatic.

While we have shown the extension as supported by two springs, it will be readily understood that this number may be decreased 'or,increased, depending upon the length. and type of the extension provided by the bar or rail 14.

'While we have herein shown and described a referred form of our invention, we desire-1t to be understood that the same is notlimited to the specific details shown, as we reserve the right to make any and all such changes and modifications therein as may be found necessary or desirable, in so far as they may fall Within the spirit and scope of the appended claims.

Having thus described our invention, what we claim as new, and desire to secure by Letters Patent of the United States, 1s:-

1. In track having a main line and a switch, a switch point normally closing the switch, said point having an extension projecting forwardly. therefrom in sub stantial parallelism with the main line and having its forwardend curved to provide a month between it and the main line track,

'said extension being of a length sutficient to permit its -operation from a point in rear of the rear wheel ot a car 121 advance oi? the reaching of the switch point by the torward wheel of the car, w

eby a movee extension w the switch away from the rail wii in a track having main line one switcl i 1 n. a u point no mally cl .oint ha i t v aidiy the i in substantial parallelism with main line and having its forward end curved to provide a mouth between it and the main line trac whereby'a movement of the forward encot the extension away from the rail w i throw the switch point, said extension be ing yieldingly supported.

Ina track having a main line a switch, a switch point normally closing the switch and having an extension pro jecting forwardly and depressed below the path of travel of a car wheel ange, said extension having its. forward end cu= e1 inwardly to provide a men h between extension and the main line rail, and means for yieldingly supporting said extension.

4:. In a track having a main line l "witch, a switch point normally closing he switch and having an extension proecting forwardly and depressed below the path of travel of a car wheel flange, said extension having its forward carved inwardly to provide a month between extension and the main linerail, and means for yieldingly supper ing said extension, said extension being of a len th sufficient to permit its operation from a point in rear of the rear wheel of a car in advance of the reaching of the switch point by the forward wheel of the car.

5. In a track having ainain line and a switch, a switch point normally closing the switch and having an extension projecting forwardly and depressed below the path of said extension having its forward end curved inwardly to provide a month between the extension and the main line rail, and means for yieldingly supporting said extension, said extension bein of a length suiiicient to permit its operation from a point in rear of the rear wheel of a car in advance of the reaching of the switch point by the forward end of the car, and means carried by each end of the car for moving said extension. I

6. In a track having a main line and a switch, a switch point normally closing the switch and having an extension projecting forwardly and depressed below the path or" travel of a car wheel flange, said extension having its forward curved inwardly to provide a mouth between the extension and the main line rail, and means for yieldingly supporting said extension, said extension being lent a sufficient .7

to permit its operation from a, point in rear of the rear wheel of a car in advance of the reaching of the switch point by the for- Ward. wheel of the ear, and means carried,

by each end of the car for moving said extension, said means comprising a bar normally out of the plane of the track and adapted to be depressed into said mouth.

In testimony whereof We afiix our signatures 1n theipresence of two wltnesses.

JAMES B. LOGAN. ARTHUR LOGAN. Witnesses:

W. J. WALKER, JOHN GRAHAM.

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