US1222577A - Railway-switch. - Google Patents

Railway-switch. Download PDF

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Publication number
US1222577A
US1222577A US2449215A US2449215A US1222577A US 1222577 A US1222577 A US 1222577A US 2449215 A US2449215 A US 2449215A US 2449215 A US2449215 A US 2449215A US 1222577 A US1222577 A US 1222577A
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United States
Prior art keywords
rail
switch
rails
tongue
track
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Expired - Lifetime
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US2449215A
Inventor
James D Perkins
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RAILWAY APPLIANCE Manufacturing Co
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RAILWAY APPLIANCE Manufacturing CO
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Priority to US2449215A priority Critical patent/US1222577A/en
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    • EFIXED CONSTRUCTIONS
    • E01CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01BPERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00Switches; Crossings
    • E01B7/10Frogs
    • E01B7/14Frogs with movable parts

Description

J. D. PERKWS.
RAILWAY SWITCH. nPPucATaok FILED APR.2B.1915.
1,222,577 Patented Apr. 10,1917.
2 SHEETS-SHEET l.
ammo c J. D. PERKINS.
RAILWAY SWITCH. APPLICATION FILED APR.28.1915.
1,2Q%,-5i? 'u Patented Apr. 10,1917.
2 SHEETSSHEET 2.
of my prior Patent vision of a novel form of movable rail PATENT @FFKQEQ JAMES D. PERKINS, OF ATLANTA, GEORGIA, ASSIGNOR TO THE RAILWAY APPLIANCE MFG. 00., 0F FUL'I'GN COUNTY, GEORGIA.
RAILWAY-SWITCH.
Specification of Letters Patent.
Patented Apr. MD, 1917.
Application filed April 28, 1915. Serial No. 24,492.
To all whom it may concern:
Be it known that 1, Jaime D. PERKINS, a citizen of the United States, residing at Atlanta, in the county of Fulton, State of Georgia, have invented certain new and useful Improvements in Railway-Switches; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.
This invention relates to railway switches and is in the nature of an improvement upon a railway switch forming the subject matter No. 1,014,092, dated January 9, 1912.
Like said earlier patent, this invention has for its purpose the provision of a switch so constructed that the main line of a railroad may be maintained continuous or unbroken, so that when the switch is closed cars may travel along the trackway without pounding or jarring when passing over the breaks in the rails, as is ordinarily the case with the usual form of switch. At the same time when the switch is opened, the movable members thereof are designed to bridge over the rails of the main line so that both the ordinary single flange wheels and double flange wheels may be used upon the track.
It is also my purpose to provide a novel and improved form of operating mechanism for elevating a shiftable switch member, moving it across one of the track rails and into position on said rail so that such switch rail will be locked against accidental displacement when the car is taking the switch.
Furthermore I provide a derailing device which is employed in connection with. and actuated through this operating mech anism, so that should a car left on the side track be blown by the wind or moved by other means toward the switch, this derailer will act to derail the car and throw it away from the main line, thus preventing it from going onto the main line.
Another object of the invention is to associate with the operating mechanism, a pro tecting bar extending along one of the side track rails, the purpose of this bar being to prevent the switch from being thrown out of position while a train is passing over the switch.
Another object of the invention is the promenu her which is reinforced in such manner as to be capable of withstanding the jars and shocks to which it is subjected during the passage of a train thereover.
It is also my purpose to provide a movable switch rail member which is connected with one of the rails of the side track and which is located between the side track rails, thus avoiding the possibility of accident due to having this rail lying between the main track rails when it is not in use, and furthermore, I provide a siding rail section be tween the main line rails with means for overlapping and engaging the free end of this movable rail section to assist in holding the latter firmly in position.
I also propose to provide a railway switch which will embody the desired features of simplicity, eficiency, safety and reliability.
With the above recited objects and others of a similar nature in view, invention consists in the construction, combination and arrangement of parts set forth in and falling within the scope of the appended claims.
In the accompanying drawings:
Figure l is a plan view of a switch embodying the present improvement, the main line being shown open.
2 is a similar view showing the switch positioned to enable a car to take the siding.
Fig. 3 is a cross sectional view taken on the line 3-3 of Fig. 2.
Fig. i is a cross sectional view taken through the rail and bed plate on the line 41-4L- of Fig. 2 and showing the cam surface on the bed plate and the roller carried by the movable rail.
Fig. 5 is a perspective view of the movable rail.
Fig. 6 is a view in side elevation of the protector bar and showing it connected with the adjacent rail of. the side track.
*ig. 7 is a cross sectional view taken on the line 7-7 of Fig. 2.
Fig. 8 is a cross sectional view taken on the line 88 of Fig. 2.
eferring now to the accompanying drawings in detail, the numerals 1 and 2 indicate the main line rails, and 3 and 4; designate the side track rails, the siding rail section 5 being located between the main above the main line rails 1 and 2 by means of small blocks or the like placed upon the ties, and the end of the rail section 5 adjacent the track rail 2 is cut away as at 6 and provided with an overhanging lug 7 beneath which is adapted to fit the flange at the side of the free end 8 of the straight switch tongue 9. This switch tongue is hinged as at 10 to the end of the rail section 3 which is adjacent the main line rail 2 and, in practice, to open the switch or to make the rail 3 continuous with the rail section 5, this straight switch tongue 9 is adapted to be swung from its inoperative position on the block 9 and between the rails 3 and 4; to a position across the rail. 5 so that its free end 8 will interlock with the overhanging lug 7 and thereby this switch tongue 9 will be held against vertical displacement relative to the rail 5 and at the same time it forms a connection between the rails 5 and 3, across the top of the main track rail 2 so that a car or train may take the "siding or switch while the main rail 2 remains unbroken. This tongue section 9 is reinforced or strengthened by an angularly disposed rib 11. In order to elevate the switch tongue so that it may be moved above the track rail 2 and thus drop to position to interlock at its free end with the lug 7 of the rail section 5, 1 support from one side of the switch tongue 9, a depending collar the roller 12 of which is adapted to ride over the cam plate 13 on the base plate 1 1, thus elevating the tongue high enough to pass over the track rail 2, the roller when leaving the high section of the cam, permitting the tongue to drop into position to engage witl the end of the rail section 5.
In order to shift the tongue 9 to and from engagement with the rail section 5, I provide a bar 15 extending transversely beneath the track rails 1 and 2, the inner end of this bar being connected to the bracket 16 of the switch tongue 9, while the outer end of this bar 15 which projects beyond the rail 1 is connected to the crank section 17 of' the transmission shaft 18, this transmission shaft being mounted to rock in bearings 19 on the ends of the ties. The transmission shaft 18 is rocked by means of the connecting bar 2O which extends transversely beneath the track rails 1 and 2 and is connected as at 21v to the shank section 22 of the transmission shaft. This connecting bar a 20 in turn is actuated or shifted as hereinafter described. Hinged as at 23 to the end of the rail section 5 adjacent the track rail 1 is a tongue rail 24:, while a similar tongue rail 25 is hinged as at 26 to that end of therail 4; which is adjacent the rail 2. These two rails 2 and 25 are connected at 26" and 27 respectively to the connecting bar 20L These tongue rails 241 and 25 are .20. Now, when constructed like the similarly situated tongue rails described in my earlier patent, No. 1,012,092, and are used for the same purpose. Each tongue rail is so proportioned that when it is swung toward the track rail the head thereof will move onto the tread of the track rail and fit snugly thereon. As the free end of the head is very thin, and as said head curves slightly gradually away from the rail 2, it will be apparent that a car wheel when traveling toward the switch will gradually ride onto the head and thence along said head to the switch rail, the head serving to gradually elevate the wheel so as to cause its flange to travel over the rail 2 without contacting with it. The connecting bar 20 insures the simultaneous movement of the two tongue rails 2st and 25 so that both of them will assume positions upon the rails 1 and 2 respectively, or at one side of said rails or the other as desired. A bracket 83 is con nected to the bar 20 and is connected by a link 31 to the crank shaft 35 arranged adjacent the track, there being a weighted lever arm 36 whereby said shaft can be rotated so as to shift the connecting bar 20 and consequently move the tongue rails 21 and 25 onto or away from the rails 1 and 2 respectively. At the same time that the bar20 is shifted to move the rails 24 and 25, the transmission shaft 18 will also be rocked to move the switch tongue 9 into or out of position relative to the end of the rail section 5. Likewise'there is connected to the crank section 87 of this transmission shaft, the outer end of the bar 38 which extends between the rails 1 and 2', and also beneath the siding rail 3 and carries at its.
outer end a derailing device D. Now, when the transmission shaft 18 is rocked to throw the switch into openposition so that a train may take the siding, this derailer block is, of course, moved off the siding rail 1, while when the transmission shaft is rocked in the opposite direction to close the switch so that a train will keep along the main track, the derailer is thrown onto the siding rail t, so that should any car be blown by the wind along the siding toward the main track, or for any other reason accidentally moved alongthe side track toward the main track, it will be derailed and thrown away from the main track by this derailment device. In order to prevent the switch from being displaced while the train is passing over it, I provide a protector bar 39 which is fastened by means of clamps 10 and links 11 to the base flange of the rail 1 at the outside thereof, and this bar is connected by means of a rod 42 with the bell crank lever 13, pivoted at M to the tie R, the other end of the bell crank lever being pivotally connected at 4:5 to the shifting connecting bar the bar 20 is shifted toward to closed the rail 1, as in opening the switch by placing the switch tongues or points 24 and 25 onto the track rails l and 2 and at the same time placing the switch tongue 9 onto the end of the rail section 5, the bell crank lever 43 will swing on its pivot 44- and pull 011 the bar 39, thus dropping the latter until its upper edge is level with the top of the rail, it being understood that it normally projects above the rail when the switch is closed. Any movement of the switch tongues position will tend to raise the bar 39 above the top of the rails but this is prevent d by engagement of the wheels of the tr in with the bar 39 while the train is passing over it. Furthermore, if the switch be closed, a train approaching over the rails 3 and 4: will depress the bar 39 and open the switch.
From the above description, taken in connection .ith the accompanying drawings, the construction and manner of employing my invention will be readily apparent to those skilled in the art.
in Fig. l I have shown the main track as open or in condition to permit the passage ol a train therealong, and in this case the switch points or tongues 21 and 25 are out of contact with the main line rails 1 and 2, while the switch point or tongue 9 lies between the rails 3 and 4 and to the outside of the rail 2, and the derailer is also shown as positioned on the track rail 4. Now, if it is desired to close the main line and open the switch so that a train may take the siding, the switchman grasps the weighted arm 36 and throws it toward the track, thereby turning the crank arm 35. This pushes the connecting bar 20 forward or in the general direction or" the rail 1, and this moves the switch points or tongues 24 and 25 onto their respective main rails l and 2. At the same time the transmission shaft 18 is rocked so that the connecting bar 15 pulls the switch point or tongue 9 from the block 9 toward the end of the rail 5, this tongue 9 being elevated as the roller 12 rides up on the cam 13 carried by the base plate 14. As the roller leaves the cam the tongue, drops into position across the rail 2 and the free end of the tongue is pulled into interlocking engagement with the lug 7 at the end of the rail 5 so that the rail section 5 is connected with the siding rail 3, and at the same time the derailing device D is pulled from the rail 4. The train may now leave the main track and take the siding in the usual manner. To again close the switch so as to leave the main line open, it is only necessary to throw the weighted arm 36 at the switch stand back to its normal position shown in From the above it will be seen that I have provided a switch wherein the main line rails may be maintained continuous or unbroken so that the danger incident to cars leaving the tracks at the switches is obviated, and at the same time the pounding and jarring incident to the train passing the switches is obviated.
While I have herein shown one particular embodiment of I wish it to be understood that I do not confine myself to all the precise details of construction herein set forth by way of illustration, as modification and variation may be made without departing 0m the spirit of the invention or exceeding the scope of the appended claims.
What I claim is:
1. The combination with two main track rails, of a siding section composed of two siding rails spaced apart from the main track rails, a switch tongue attached to the end of one of the siding rails outside of a main track rail and normally lying parallel thereto, a rail section between the main track rails, and normally lying parallel therewith, a cam disposed adjacent to the main rail, a roller on said switch tongue for elevating the same, a connecting bar attached at one end to the tongue, and a rock shaft for shifting said connecting bar for moving the pivoted tongue into the adjacent main rail and into engagement with the rail section between the track.
2. The combination with two main track rails, of a siding section composed of two siding rails spaced apart from the main track rails, a switch tongue attached to the end of one of the siding rails outside the main track rail and normally lying parallel thereto, a rail section between the main track rails, means for moving the pivoted tongue onto the adjacent main rail and in engagement with the rail section between the track, said means including a cam located adjacent the main track rail, a roller carried by the pivoted switch tongue and adapted to ride over the cam plate to elevate the tongue, a connecting bar attached at one end to the tongue, and a rock shaft for shifting the connecting bar.
In testimony whereof, I aflix my signature, in the presence of two witnesses.
JAMES D. PERKINS. l/Vitnesses:
R. J. JORDAN, H. W. RIDGELY.
and described my invention,
Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,
Washington, D. G. i
US2449215A 1915-04-28 1915-04-28 Railway-switch. Expired - Lifetime US1222577A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5354018A (en) * 1991-06-24 1994-10-11 Snead Edwin Des Railway frog system
US9074325B2 (en) 2013-03-14 2015-07-07 Union Pacific Railroad Company Portable temporary turnout system for rails

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5354018A (en) * 1991-06-24 1994-10-11 Snead Edwin Des Railway frog system
US9074325B2 (en) 2013-03-14 2015-07-07 Union Pacific Railroad Company Portable temporary turnout system for rails

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