US1275773A - Railway-switch mechanism. - Google Patents

Description

M. L. SHEPHERD.

RAILWAY SWITCH MECHANISM. APPLICATION FILED MAR.22.1916.

Patented Aug. 13, 1918.

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attowua M. L. SHEPHERD. RAILWAY SWITCH MECHANISM. (\PPLICAHON FILED MAR. 22, 1916.

Patented Aug. 13, 1918.

4 SHEETS-SHEET 2- M. L. SHEPHERD.

HMLWAY SWITCH MECHANISM.

APPLICATION FILED MAR. 22. ms.

Patented Aug. 13, 1918.

4 SHEETS-SHEET 3.

witm'wocn cm L M. L. SHEPHERD. RAILWAY SWITCH MECHANISM.

APPLICATION FILED MAR. 22' I9l6.

4 SHEETS-SHEET 4.

Patented Aug. 13, 191.8.

UNITED STATES arnum omuon.

MARSHALL I. SHEPHERD, or MONTGOMERY, ALABAMA, assie von, BY, Mnsnn AssIGN- MENTS, T0 UNITED s'rarnsswrrcn COMPANY OF.DELAWARE, or EAU CLAIRE,

WISCONSIN.

RAILWAY-SWITCH MECHANISM.

To all. iohom it may concern at Montgomery, in the county of Montgomcry and State of Alabama, have invented mechanism for controlling the passage of. rolling stock from a main track to a branch track or siding, and vice versa, andparticularly to means for preventing what is commonly known as a split switch and the dangers to travel resulting therefrom.

Oneobject of the invention is to provide means, controlled by the rolling stock, for positively shifting the switch to its intended position in the event that the switch should be in split position, due to any of the ordi-f nary causes. 1

Another object of the invention .is to pro vide simple and improved means for throwing the switch and locking the same in thrown position, releasing and automatically closing the switch when the 'rollingstock passes therethrough, compensating for eX- pansion and contraction, and variations in the range of movement to completely throw the switch, due to spreadingof the rails or other causes, and-for cushionmg the movements of the parts to secure ease of action and prevent damage. r

. A still further object of the invention is to provide means for normallyholding the switch closed for travel over the main line,

whilepermitting travel from the branch line I to the main line, and for preventing any accidental lockin of the switch in thrown position after movement. Y

With these and other objects in view, the invention consists of the features of construction, combination and arrangement of parts hereinafter fully described and claimed, reference being had to the accompanying drawings 1n which Figure 1 IS a top plan view of the rails 11 and switch mechanism at a switch point,

1 ymcchanism at one side of the track, showing showing the switch point locked in normal position for travel on the main line.

Fig. 2 is a similar view, onan enlarged scale, of the ralls and parts of the switch the switch point thrown to open position Beit known that I, MARsHAIiL L. snnr HERD, a citizen of the United States, residing:

eing released for closing Specification of Letterslatent. Patented Aug". 13, 1918. Application filed March 22, 1916. SerialNo. 85,917. i i

and the guard shifted andheld shifted by awheel of the rolling. stock.

Fig.3 is a,view similar to Fig. 2, showing the rails andparts of the switch mechanlsm at the opposite side of the track.

Fig. 4: is a sectional View on an enlarged scale taken online 4-4: of Fig. 2.

Fig.1.) isan enlarged vertical transverse section through the switch throwing and locking means and. showingthe parts in normal position. y 1

Fig. 6 a view similar to Fig. '5, showing the parts moved to switch throwing and locking position. l v

Figs. 7 and8 are views inelevation of the detector baras itappears when set for reverse switch adjusting or facing motions.

Fig. 9 is a detail sectionon line 99 of jthe bridle bar or rod 7, said rails 5 and (-3 forming a switch point movable laterally to open and close communicationbetween the main and branch lines. The switch point is self-closing, being normally held in closed position for travel over the main line by means of one or more closing springs 8. Each closing spring is arranged in a cylinder or casing 9 andexerts its energy on a plunger 10 pivotally coupled by a lever 11 and clip 12 to the rail fi. As shown, the lever 11 is pivoted to one ofthe ties of the roadbed and the parts arranged in such manner as to cause the strong coiled spring 8 to resist movement of the switcli p0int toward the rail 1 in: throwingtheswitch to connect the branch line with the main line, and to subsequently return the switch point, when released for retraction, to normal position in whlch the main line ismaintalned in cond1- tion'for travel over the switch point and communication is closed between the branch and main line. A spring. forming a compo nent part of the switch throwing mechanism is also employed to assist theretracting spring or springs 8, under certain condi tions, in returningthe switch to normal position, as hereinafter described.

The switch throwing mechanism, which also includes a switch locking mechanism,

is arranged at one side of the track structo the adjacent end 19 of the bridle bar 7.

The links 17 form a fle xible joint between the throw bar and bridle bar which permits relative lateral movement between the two, thus adapting the bridle bar to move with the rails in the contraction and expansion of the latter Without causing binding or strain.

upon the throw rod or interfering with the operation thereof. The hollow bar 13 1s provided with an internal partition or abut ment 20 and is closed at its inner end by a plug 21 which forms a stop or abutment 1n spaced relation to the abutment 20. Inclosed within the casing and surrounding the rod 17 between the abutment 20' and an abutment andtensioning nut 22 is a coiled motion transmitting and retracting spring 23, and on the rod 17 is'a fixed stop or contact 24 which is normally held by the expanded spring 23 in engagement with the abutment 21, when the parts are in the position shown in Figs. 1 and 5 in which the switch rail 6 abuts against the rails 2 and 4 and the switch point is in normally closed position.

The switch as shown is designed to be automatically opened by the wheels of rolling stock traveling from the branch line into the main line and to be manually thrown to permit the rolling stock to pass from the main line into the branch line, although it is to be understood that any suitable type of means may be employed for automatically throwing the switch by the motion of rolling stock from the main line so that the rolling stock may travel into the branch line, the switch then automatically closing as above described. In the present instance a weighted throw lever 25 is provided which is fixed to a rockshaft 26 and transfers motion to a crank arm 27 which is pivotally connected with the outer end of a reciprocating actuating and controlling bar 28. The inner end of this bar 28 is provided with an inclined or cam surface 29 and with a longitudinal slot 30, which slot receives a retaining and guide pin 31 on acarriage or yoke 31 having upstanding apertured lugs 31 and 31, whereby the yoke 31 is slidably connected with the stem 16. Figs. 5 and 6 respectively show the parts of the switch throwing and locking mechanism and cooperating member of a tripplng or releasing mechanism in normal and thrown positions, from which it will be seen that when the parts are in normal position, as illustrated in Fig. 5, the pin 31 engages the rear wall of the slot 30, while when the switch is thrown as illustrated in Fig. 6, the bar 31 is moved forwardly to a position in which the pin 31 occupies the forward portion of the slot.

The bar 13 is provided with a locking lug or projection 32 having a forward inclined or sloping face 33 and a rear shoulder 34. This lug is adapted for engagement with a depending locking lug 35 upon the forward end of a locking latch or dog 36 pivotally mounted as at 37, upon an upright 38 on the bracket 15 and having a controlling arm 39 provided with a V-shaped detent 40 forming front and rear sloping detent surfaces. The arm 39 passes through and is movable vertically between the arms sides of the upper portion of the lug 31 which is bifurcated or slotted to receive the lever, and the said arms or sides of this bifurcation or slot are connected by a cross pin 41 providing a detent to cooperate with the lug 40, as hereinafter described. Pivoted to the yoke 31, as at 42, is a clutch member or dog-43 having a weighted controlling arm 44 provided with an inclined shoulder 45 and a hooked engaging or latch arm 46 and formed with a beveled end 47. Pivoted intermediately to the bracket 16 is a trip lever or member 48, one arm of which normally extends across the plate 15 beneath the bar 16 and over the clutch dog 43 is disposed. When the parts are in the normal position shown in Fig. 5 the pin 41 lies against the rear inclined face of the lug 40, the lug 35 is disposed in advance of the locking shoulder 34 of the lug 32, and the surface 29 of the bar 28 engages the shoulder 45 of the dog 43 and holds the weighted controlling arm of said dog upward and the latch arm thereof depressed, which latch arm is disposed below the surface of the bracket yoke 31 and the lever 48, allowing said lever to freely play or move without interference from or disturbing the switch throwing and locking mechanism.

In the operation of the switch, it will be evident from the foregoing that the switch point is normally in the position shown in Fig. 1, the rail 1 being continuous while the sections of the rail 2 are connected by the switch rail 6, the rail 5 lying out of contact with the rail 1, so that travel over the main line may be continuous and uninterrupted. It will be seen also from the foregoing description that the switch rails are free to be moved laterally toward the rail 1, so that the switch will be thrown automatically by the Wheels of rolling stock traveling from the branch line into the main line, the switch being automatically returned to normal position when cleared by the wheels. In this operation the throw rod 17 and bar 19 move forward as a unit to an extent less than the distance between the lug 35 and shoulder 34, the lug 35 riding up on the inclined surface 33 to the highest point of the lug 34', at which time the point will be fully thrown, such movement occurring without any l0cking action between the sliding sleeve and latch bar 36. It will of course be understood that when the wheels of the rolling stock pass out of engagement with the switch rails the switch will be automatcially retracted by the spring or springs 8. In throwing the switch for the passage of rolling stock from the main to the branch line, the lever 25 is moved upward to force the actuating bar forward and the lever is then released and allowed to drop downward to retract and reset said actuating bar, which thereupon remains inoperative until the parts of the switch throwing mechanism are returned to normal position. The forward movement of the bar 28 transfers motion to the yoke 31 through the clutch dog 43, and the bar 13 is moved forward until its shoulder 34 passes in front of the lug 35 of the latch 36, thus locking the bar in projected positioln At the same time the pin 41 is carried forward over the rear face of the detent 40, which coacts with the inclined surface 33 to tilt the latch in an obvious manner, andthen the pin 41 engages the front inclined surface of the detent 40, thereby permitting the latch 36 to ride into and be held in looking engagement with the thrown bar. bar 28 compresses the spring 23, which forms a yielding connection and a means to transmit motion between said bar and the rod 17, by means of which motion is transmitted to the switch point to shift it from the main line position shown in Fig. 1 to the branch line position shown in Fig. 2. The degree of switch closing motion of the bar 17 is greater than that necessary to throw the switch, and hence after the switch is thrown the bar will continue to move fory ward and such forward motion will compress the spring 23 to a greater extent, whereby the switch will be held thrown with augmented spring pressure. The telescopic spring connection between the throw bar and rod also provides a cushioning means to absorb all shocks and jars and protect the throwing and locking mechanism from undue strains, as well as to provide for the crowding of the switch point over toward the rail 1 in the event that the rails should spread, to properly face the point rail 5 against the track rail 1. Furthermore, the spring provides for a variation in the distance of the throw according to the distance between the track rails without strain upon the throwing mechanism. Finally, the telescopic spring connection permits therod 17 to slide back In its forward movement the without violence or slamming upon the re turn. of the switch to normal positlon after being thrown. When the parts are in normal position and the point rails are moved overby the wheels of rolling stock passing from the branch line into the mainline, the connecting rod .17 and bar 19 will be drawn forward as a unit, as heretofore stated, but to a. degree less than the normal distance between the lug 35 and shoulder 34, thus obviating any liability of theswitch being locked against automatic closing when re leased by the wheels of the rolling stock.

7 It-is well known thatmany accidents are caused by what is known as asplit switch, which may be dueto spreading of the rails, undue expansion and contraction of parts, looseness of the parts from wear or the accumulation of ice or snow between the switch rails and track rails, preventing the switch rails from having a full degree of closing movement in one or both of its directions of movement. In order to overcome this difficultyI provide means for automatically, under the action of rolling stock approaching the switch from the main line for travel along the main line or passage to the branch line, adjusting the switch point, if not fully thrown or if in a split condition, to properly face the point rails with relation to one or the other of the track rails according to the intended, course of travel of the train. In the present instance I have shown two means or sets of devices for accomplishing this result which may be employed alone or in conjunction with each other, and one of which also servesas a means for tripping hold the rail 49 pressed against the track rail 1 in alinement with the point of the switch rail 5. The ends of the rail 49 are connected by clips 52 with bell crank levers 53 and 54- fulcrumed to the ties outwardly beyond the rail 1 and the said bell-crank levers are connected for movement in unison by arod 55.

The bell-crank lever 5% is i also connected by a rod 56 with the trip or scribed. A reciprocatingbar 57 is fitted to move in: a guide {way 58 and this bar is pro vided with a wedge-shaped controlling cam 59 connected by a coupling connection to the lever 54 so as to advance or retract the cam upon the movements of the guard rail from and toward the rail 1. The coupling connection referred to is of the telescopic spring controlled type and comprises a rod 60 pivoted at one end to the cam and a sleeve 61 pivoted at one end to the lever 54, the opposite end of the rod being provided with a head 62 slidable in the sleeve and a coiled spring 63 being arranged to surround the rod between said head and the free end of the sleeve, by meansof which the rod and sleeve are adapted to normally move as a unit, while in the event of any shocks, jars, pressures or undue strains or length of motionfalling upon or made by the connection a cushioning action will be established to prevent injury to the parts and to take up any lostplay or motion and compensate for variations of travel. The reverse inclined faces of the cam 59 are arranged for cooperation with similar faces of a V-shaped cam or contact member 64 on a controller bar 65 extending under the track and provided with clips 66 which slidably engage the bases of the rails 5 and 6 to allow said rails to expand and contract without shifting said controller 'bar outof position. then the switch is arranged in normal position for travel on the main line, the point of the rail 6- engages the rail 2'while the point of the rail 5 is spaced from the rail 1 and the cam 59 is in position for its. inner face to engage the outer face of the cam 64. Thus when the rail 49 is moved inwardly motion will be transmitted through the intermediate connections. to draw the wedge 59 forward to engage the outer face of the wedge 64 and force the bar 65 inward to crowd the point of the switch rail 6 against the rail 2, assuming that the switch point is inproper position, any further movement except to properly aline the rails 2 and 6 being prevented by the yielding action of the conne tion between the lever 54 and wedge 59. If in the travel ofatrain going from left to right in Fig. 1 for continuous passage along the main line the switch should beincompletely thrown and the rail 6-spaced from the rail 2, a further action of the cam 59 will be permitted to force the bar 65 over so as to properly face or aline the rail 6 with the rall 2 to shift the switch point to closed position before the wheels of the rolling stock pass the switch point. Similar actions will take place when the switch is thrown for travel between the main and branch lines, only in this operation the throwing of the switch will bring the other side ofv the wedge 64 into position to engage the outer side of the wedge 59, by means of. which. if the rail 5 is in proper proximity to the rail 1 it will greater force than necessary; while if the switch should be in split position the rod will be moved to a greater degree to bring the rail 5 over and face or aline it with the rail 1. Hence it will be seen that when a train is running toward the switch points from the main line for continuous travel over the main line-or into the branch line the rail 49 will be positively operated before the train reaches the switch to properly face or aline the acting rail of the switch point, whichever it may be, to provide a continuous connection and obviate the accidents caused by the running of trains into split switchcs. The movement of the rail 49 also effects the operation of the trip lever 48 when the switch mechanism is looked in branch line position to trip and release the latch. In such position of the parts the lever 48 engages the hook 47 of the dog 43 and on the rearward movement of theengaged arm of this lever motion will be transmitted through the dog to the yoke to return said yoke to-the normal position shown in Fig. 5, from that shown in Fig. 6, the pin 41 in this action riding over the V-shaped detent 40 on the latch and tilting said latch to released position, whereby the pin is brought to its normal position in rear of said detent and the throw bar released for retraction in an obvious manner. The adjacent ends of the rails 5 and 49 are spaced a distance less than the distance between the axles of wheels of the trucks of cars and other rolling stock, so that in the travel of a train from the branch to the main line the latch will be tripped as soon as the guard rail is pressed outward by the entrance of the wheels between the same and the rail 1 but the switch will be held thrown by the wheels of the rolling stock until all the wheels have passed beyond the switch, the pressure of the wheels on the guard rails serving to hold the switch thrown until the train has cleared the same and fully entered the main line; It will be observed from the foregoing description that the action of the point facing devices holds the switch rails steady and prevents lateral play thereof as the points are successively engaged and released by the wheels, thus reducing wear and tear on the switch, while the elastic coupling connection between the guard rail and sliding facing cam permits ample movement of the parts to secure a cushioning action in the event of variations of motion due to worn parts, wheels, etc. When the switch is closed as shown in Fig. 1 it will be observed that the guard rail 49 .and lever 48 may have free movement without interfering with the parts of the switch throwing and locking mechanism, as the bar 38 may slide over the latch. dog 43 without engaging the. same.

The other set of devices for facing or alining the switch point comprises a vertically and longitudinally. movable detector baror rail 67 supported alongside oneof the rails in proximity to the switch point and provider 68 and vertically and 1ongitudinally mow with Vshap'e-"cam members able between suitable guide pins 69 or the like in slotted lugs or brackets 69 fixed to the track(seeFig. 9), so that the rail may be set beyond the points of the calnslfor longitudinal movementin either direction as iscoupled by a connecting,rod 70,"bellcrank lever 71 and connectingrod 72 with the controller bar65, so that, according to the position ofthe 'detectorjbarwhen depressed, the bar 65wi'll be ino vedin one directlon or the other to, crowd the point 5 against the rail 1 or the point Gagainst the positc direction by the throwing of the switch. As shown in Fig. 10, a modified form of detector bar 67 may be employed supported by swinging crank or link arms 68 adapted to perform the function of the cams 68 and guides 69.

From the foregoing description, taken in connection with the accompanying drawings, the construction and mode ofoperation of my improved switch mechanism will be readily understood, and it will be seen that theinvention provides a switch mechanism which is adapted to be operated for the passage of rolling stock in either direction from one line to the other, that the switch can not remain open after passage of the train and will close and remain closeduntil again actuated so as to prevent accidents to following trains, and that the invention par ticularly overcomes the Well known objections to switches of ordinary construction in elfecting the positive closing at all times of a split switch.

In Fig. 11 I have shown a modification in the latch construction wherein the latch 36 is adapted to be held in normal position by a bowed pressure spring 73 jointed at one end thereto, as shown at 7 4 and having a retaining arm 75, the intermediate portion of said spring 73 being apertured and slidably engaging a guide stem 76 on the latch, on which stem is a coiled spring 77 retained inposition and adapted to be tensioned by a nut 78. When the yoke or carriage 31 is moved forward a friction wheel 79 thereon moves from the rear to the front face of the wedge 40 and tilts the latch preliminarily to its locking action. In this motion the roller 79 comes betweenthe wedge 40 and spring arm and lifts said arm againstthere sistance ofthe spring 77, whereby the forward end of the spring 73 will be placed Yonder tension to depress the forward end of the latch down and hold it in looking engagenlent, While thearm75 will engage and lhold the roller 79 from shifting so that the yoke or carriage cannot be retracted in a casual manner oru ntil positively operated. l/Vh1le the preferred form of the invention herein disclosed, it isof. course to be understoodthatchanges in the form,construction, proportions and arrangement of parts"withinfthe scope of the appended claims maybe made withoutdeparting from the spirit or sacrificing any of the advantages of the invention.

I claimz- 1. In a railway switch, the combination, with main and branch line rails, of a switch, switch operating mechanism, a means con nected with the switch, independent of said operating mechanism, for shifting the switch if split to a fully thrown position, means operative in movement of the switch and controlled by the switch for being acted upon by the first named means to shift the switch in one direction or the other from the split position, and wheel operated means for actuating the second-named means. K 2. In a railway switch, and in combination with main and. branch line rails, a

switch, a switch throwing mechanism, a controller bar connected with the switch, a cam upon said bar having reverse inclined surfaces, a movable cam having reverse inclined surfaces for cooperation with the surfaces of the first-named cam, said cams being adjusted by the throwing of the switch in one direction or the other to position their surfaces for a positive closing action in one direction or the other of said switch, a wheel operated element, and motion transmitting means between said wheel operated element and said movable cam for actuating the latter.

8. In a railway switch, in combination with main and branch line rails, a switch movable laterally to control communication between the main and branch tracks, a switch throwing mechanism including a latch for holding the switch in thrown position, wheel operated means for releasing the latch, andmeans actuated by said wheel operated means for shifting the switch to alined position with one or the other of the main rails in the event of the switch being in split position. y

4. In a railway switch, and in combination with main and branch line rails, a switch movable between the rails to control com munication between the main and branch tracks, a throw rod joining to the switch, a throw bar receiving and mclosing a portion of said rodand having an abutment surface, anabutment surface on the rod, a spring disposed about the rod between said abutement surfaces, whereby the rod and bar have a cushioning telescopic connection, the bar having a degree of, motion greater than that necessary to efiect the throw of the switch by the movement of the rod, latch mechanism for holding the bar projected, means, for projecting the bar and throwing the latch mechanism into action, and means for releasing the latch. r

5. Ina railway switch, a switch throw rod, a throw bar having a telescopic connection with said rod, a spring for transmitting motion from the throw bar to the throw rod, a pivotally mounted latch for locking Copies of this patent may be obtained {or the throw bar in projected position, a proj ection on the latchhaving reverse inclined surfaces, a plate spring shdably and pivotally mounted intermediate its ends independent of the latch, said spring having a pressure arm connected with the latch and a retaining arm extending over said projection, and a latch controlling member having an engaging member movable over said projection and arranged for cooperation with said retaining arm of the spring.

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

MARSHALL L. SHEPHERD. Witnesses E. EDMoNs'roN, Jr., BENNETT S. JONES.

five cents each, by addressing the Commissioner of latqntn, Washington, D. Q,"

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