US1029200A - Automatic railway-switch. - Google Patents

Description

O. L. LANCE. AUTOMATIC RAILWAY SWITCH.

APPLICATION FILED APR. 1, 1911.

Patented June 11, 1912.

3 SHEETS-SHEET 1.

O. L. LANCE.

AUTOMATIC RAILWAY SWITCH.

- APPLICATION FILED APR. 1, 1911.

. Patented June 11, 19 12.

3 SHEETS-SHEET 2.

E-Ivwwiioz COLUMBIA PLANOGRAPH c0.. WASHINGTON, n. C.

O. L. LANCE.

AUTOMATIC RAILWAY SWITCH.

APPLICATION FILED APR. 1, 1911.

Patented June 11, 1912.

3 SHEETS-SHEET 3.

W W N v. I. d

one L. LANCE, or CORVALLIS, oaneon.

AUTOMATIC RAILWAY-SWITCH.

Specification of Letters Patent.

Patented J une 11, 1912.

Application filed April 1, 1911. Serial No. 618,477.

To all whom it may concern:

Be it known that I, ORA L. LANCE, citizen of the United States, residing at Corvallis, in the county of Benton and State of Oregon, have invented certain new and useful Improvements in Automatic Railway- Switches, of which the following is a specification.

This invention comprehends certain new and useful improvements in railway switches and actuating mechanism therefor, the invention relating particularly to switches of the automatic type in which the switch point-s are thrown automatically by the locomotive or a car of the train traveling on the track, whereby the expense of an operator at the switch is dispensed with, other economies being also effected, owing to the fact that it is not necessary for the train to incur any loss of time by switch until the switch either by a switchman or who must alight from the train, in the case of manually operated switches, throw the switch, permit the train to then pass through the switch, and finally again board the train that has thus been compelled to wait for him.

The invent-ion has for its primary object an improved construction of switch points that are mounted to partially rotate about their longitudinal axes in the operation of the switch, instead of swinging from side to side as is ordinarily the custom, it being well recognized that derailments and other accidents frequently occur where pivoted or laterally swinging switch points are employed, by reason of obstacles such as snow, gravel, lumps of coal, rocks, and other foreign substances becoming wedged between the rails and points, making it impossible to operate the switch until such substances have been removed, whereas with my device the construction and mounting of the switch points to rotate or turn about their longitudinal axes avoids the formation of any open space between the rail and switch points where any obstructions can become lodged.

The invention also has for its object an improved construction of switch operating mechanism which will be simple, durable and efficient in operation, the switch being entirely under the control of the locomotive has been thrown by a brakeman automatic switch of this character stopping at the engineer or some other trainman, and may be operated from the cab of the engine by means of compressed air, steam, or other means, and being normally held closed to the siding and open to the main track, the switch closing automatically after it has been operated by the train and the train has passed through, thereby preventing wrecks that so often occur by switches being left open by recklessness or incompetent brakemen or switchmen.

The invention also has for its object an in which the parts are so constructed and arranged that they will be firmly interlocked with the switch in either open or closed position while the entire train is passing through, thereby making it absolutely safe for the trains to pass a switch, as the switch must be opened and locked open, to take a siding, or closed and locked closed to continue on the main track by the tread of any wheel of a locomotive or car upon the actuating bar until the entire train has passed the switch. And the invention also aims to generally improve this class of devices and to render them more useful and commercially desirable.

Vith these and other objects in view, as will more fully appear as the description proceeds, the invention consists in certain constructions, arrangements and combinations of the parts that I shall hereinafter fully describe and claim.

For a full understanding of the invention, reference is to be had to the following description and accompanying drawings, in which:

Figure 1 is a plan View of a switch constructed in accordance with my invention; Fig. 2 is a perspective view of the actuating bar, the trip blocks connected thereto and the casing for the trip blocks; Figs. 3 and 4 are fragmentary perspective views of the switch points; Fig. 5 is a view in the nature of diagrams illustrating how the switch may be thrown; Figs. 6, 7 and 8 are transverse sectional views through one rail and its adjoining switch point; Fig. 9 is a detail perspective view of a bearing pin for the switch points, herein specifically mentioned, and, Fig. 10 is a transverse sectional view on the line 1010 of Fig. 1.

Corresponding and like parts are referred to in the following description and indicated in all the views of the accompanying drawings by the same reference characters.

Referring to the drawings M and M designate main track rails, and S and S designate siding rails. The rails S and M terminate at one .end in rotatable switch points designated 1 and 2 respectively, said switch points converging toward the rails M and M respectively, with which they co-act and being mounted to turn about their longitudinal axes. Each of these rotatable switch points is formed with a longitudinal recess extending throughout its length and terminating at one side in a tapering tread 3, which latter when turned uppermost forms a continuation of the rail of which it forms a part, whereas, when the switch points are turned so as to depress the treads 3, the hollow or recessed portions or faces of the switch points are disposed uppermost so as to provide clearances for and have no efiect upon the flanges of the wheels of a train passing through the switch. It will thus be understood that the switch points 1 and 2 are so connected together that when the tread of one of them is in an uppermost operative position the tread of the other will be in a depressed and inoperative position. This is insured partially by a connecting bar 4 which is pivotally connected at its ends to arms 5 that preferably form integral portions of the respective switch points, said arms being maint ined substantially at right angles to each other. It is to be understood that any suitable bearings may be formed for the improved rotatable switch points of this invention and that they may be held in position by any desired way. In the present embodiment of the device I provide a number of chairsc6 which are bolted to the cross ties of the track and which form concave bearings for the switch points to turn in, Figs. 6, 7 and 8, illustrating three sections through the switch points and these chairs,,it being of course understood that the bearings of the chairs are gradually re moved laterally from the adjoining station ary portions of the track rails as the switch points extend from their free ends toward their buttvends. And, in .order to hold the switch points as against accidental longitudinal displacement, the free ends of the switch points are engaged by concave bearings 7. At some point in the length of the switch points 1 and 2. (in the present instanceneartheir relatively free or pointed ends) they are each provided with an arm 8. These arms are pivotally connected to a transversely extending couplingbar 9 which may if desired, be operatively connected at one end to a switch-stem 10 operated in the I usual manner, whereby the switch points may be turned by hand. The coupling bar 9 is provided with a spring 11 which tends to hold the switch points in such position that the switch will be maintained open to the main track and closed to the siding.

In order to effect the automatic operation of the switch, the coupling bar 9 is pivotally connected to one arm of a bell-crank 12 preferably inclosed in any suitable housing (not shown) so as to keep it protected from the action of the elements, as far as possible, the bell-crank being fulcrumed on any suitable support. The other arm of the bellcrank 12 is connected, as by ears 13 to a longitudinally extending actuating bar 14, said bar being positioned along the outer face of the rail S and the adjoining'main track rail M into which the rail S merges at one end in the customary manner. The actuating bar 14 is held in position for a longitudinal, as well as a slight up and down movement by means of links 15 pivotally connected thereto and to any suitable support. The actuating bar 14 is formed, near the bell-crank 12. with depending lugs designated 16 and 17 respectively, said lugs being spaced from each other, as shown, and forming opposing shoulders that are designed to interlock with complemental shoulders 18 and 19 that are formed as cam surfaces on the coupling bar 9, whereby the switch will be interlocked when it is either opened or closed, after the coupling bar has been moved by the actuating bar 14 and the bellcrankconnectio-n between the actuating bar and coupling bar. The actuating bar 14 is pivotally connected at one end to a lever 20, and said lever is in turn connected by a link 21 to the downwardly projecting heel 22 of a trip-block 23, mounted in a case 24 along side of the siding rail S, and normally projecting in an upwardly inclined position from the top of'said case, whereby it may be engaged and depressed by a roller or the like (hereinafter described) on the locomotive or car of a train approaching the switch, the consequent depression and rocking of the trip-block, causing the heel 22 thereof to pull upon the link 21 and hence also upon the actuating bar 14 to rockcthe bell-crank 12 and shift the coupling bar'9 to throw the switch open to the siding. The other end of the actuating bar 14 is connected to the crank 25 of a transverse shaft 26-, one end of said shaft being journaled in the adjoining main trackrail M and the other end of the shaft being journaled in a casing 27. The shaft 26 is also provided with another crank designated 28-, the said lastnamed crank being connected by one or more links 29 to a trip-block 30 corresponding in function to the trip-block 23 before mentioned.

rail and over and down Manifestly, by depressing the block 30, the actuating bar will be moved longitudinally so as to throw the switch.

It is to be understood that my invention is not limited to any construction and arrangement of the parts carried by the locomotive or first carof a train for operating the switch. For instance, the locomotive may carry a depressing roller 31 which is operated by means of a piston in an air, steam or fluid pressure cylinder 32 carried upon the truck frame, axles, or pilot of the locomotive and controlled by the engineer in the locomotive cab.

From the foregoing description in connection with the accompanying drawings, the operation of my improved switch and operating mechanism will be apparent. It is to be understood that the actuating bar 14: is normally held level or flush with the upper surface of the adjoining rail. As the wheel 31 is brought to an operative posit-ion and depresses either one of the trip blocks 30, 28, the links 15, 28 and 20 will carry the upper edge of the actuating bar 1 1 up above a level with the upper tread of the again level with the top of the rail, as indicated by the dotted line position of the links 15. Hence it will be clear that as the wheels of the train pass along the actuating bar'l l, there Will be a continuous pressure on the upper edge of the actuating bar, the switch being thereby held open until the train has entirely passed through, whereupon the spring 11 will be permitted to act to close the switch to the siding and to open it to the main track. It will be understood that the actuating bar 14 is made long enough that there will be always one or more wheels bearing on it, while the entire train is passing over it, thereby preventing it from springing back, while the train is passing through the switch. This also prevents any accidental movement of the switch while closed in its normal position of the train passing over the switch along the main line. It will also be seen that in the normal position of the parts, the ends of the trip blocks are elevated a distance above the track rails so as to insure that the links 15, 28 and 20 will be carried up over and down. past a perpendicular center, for the reasons above pointed out.

While the accompanying drawings show what I believe to be the preferred embodiment of my invention, it is to be understood that the invention is not limited thereto but that various changes may be made in the construction, arrangement and proport-ions of the parts without departing from the scope of the invention as defined in the appended claims.

Having thus described the invention what is claimed as new is 1. A switch embodying a point continuously exteriorly convex and interiorly c011- cave from end to end, the said point having a tread port-ion upon its concave side along one edge and its said concave side constituting a flange clearing recess, spaced chairs having each a concave seat upon which the convex side of the point is disposed, whereby the point is supported for rotation, the point, when in operative position having its tread projecting above the seat and when in inoperative position being bodily received within the seats of the chairs, and means for rotating the point.

2. A switch embodying a point continuously exteriorly convex and interiorly concave from end to end, the said point having a tread portion upon its concave side along one edge and its said concave side eonstituting a flange clearing recess, spaced chairs having each a concave seat upon which the convex side of the point is disposed, whereby the point is supported for otation, the point, when in operative posi tion having its tread projecting above the seat and when in inoperative position being bodily received within the seats of the chairs, and a bearing comprising an attaching portion, and a transversely curved bearing head fitting in the concave side of the point at the free end of the point.

3. In a switch, the combination with a track-rail, of a chair having a seat receivmg and supporting one end of the said rail, a chair having a concave seat and spaced from and in alinement with the first mentioned chair, a bearing having a transversely curved bearing head, and a switch point continuously exteriorly convex and interiorly concave from end to end, the said switch point being disposed at one end in the seat of the first mentioned chair with its saidend abutting against the said rail, the opposite end of the point receiving the head of the said bearing and the convex side of the point being disposed at an intermediate point in the seat of the second mentioned chair, whereby the point is supported for rotation, the point being formed along one edge upon its concaved side with a tread flange, and means for rotating the point.

1. In a switch, the combination with a track rail, of a switch point having a tread portion and a flange clearing recess, the said point being exteriorly convex, a chair supporting the track rail and the said point and the said chair and track rail having intel-merging concave seats receiving the convex side of the point whereby the point is supported for rotation about its longitudinal axis, and means for turning the point.

5. In a switch, the combination with a ing a tread portion and a flange clearing track rail, of a chair disposed against the recess, and means for turning the point. 10 rail, the said chair and the rail having in- In testimony whereof, I 'atfix my signat-ernierging concave seats, a switch pointture in presence of two witnesses. having a convex side disposed upon the said ORA L. LANCE. [L. s]

lntermerging seats of the chair and rail \Vitnesses: 7 whereby the point is supported for rotation MAYME LANCE, about lts longitudinal axls, sald point hav- A. L. LANCE.

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

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