US1350373A - Railroad-switch - Google Patents

Description

L. MARSZALEK.

RAILROAD SWITCH.

APPLICATION FILED MAY 8. 1920.

1,350,373. I Patented Aug. 24, 1920.

a SHEETS-SHEET I.

Ludwik Marszalek INVENTOR ATTORNEY L. MARSZALEK.

RAILROAD SWITCH.

APPLICATION FILED MAY 8. 1920.

Patented Aug. 24, 1920" 3 SHEETS-$HEET 2.

L udwik Marszatek INVENTOR ATTORNEY WITNESS:

L .MAII SZALEK. I RAILROAD" swI-r'cfli" APPLICATION FILED MAY 8, I920.

1 350, 37 3 Patented Aug. 24; 1920.

3 SHEETS-SHEET 3.

Gigi.

Gig-.5

Ludwik fllarszalek I NVENTOR ATTORNEY WITNESS:

TE STATES PATENT OFFICE.

L nwIn MARSZALEK, or rirssAIo, ew JnnsEY.

' nAILnonD-sWI'roH.

To all whom it may concern: l

Be. it known that "I, LUDWIK MARszALnK, a citizen of the Republic offlPoland,.residing at Passaic in the cou'ntyof Passaic and State of New jersey, have inventednew and useful Improvements-in Railroad-Switches, of which the following is a specification.

This invention relates to improvements in switch operating mechanisms and has for an object the provision of means actuated by an approaching car or train .for automatically throwing the switch.

Another obj ect is the: provision. of means controlled by a car or'train', whereby the switch points may be moved either toclose the track of the mainline or to close the siding track, irrespective of the previous position of said switch points.

v Another object-is the provision of means controlled by a car or train for resetting the] switch or for moving the points in either direction, after the passage ofthe car or train, so as to open or close either the main track orsiding forthe yconvenienceof a .car or train following. j I lVith the. aboveandother objects in view, the invention further includes the following novel features and details ofconstruction, to be hereinafter, more-fully described, illustrated in the accompanying drawings and pointed' out in the claims hereto-appended.

. In the drawings Figure 1 is. a plan-view'of a section of a railway track and switch showing lthe application of the invention.

Fig. 2 is a transverse section taken approximately on a line with the switch set ting mechanism and showingwthe train carried device for operatingthe same.

Fig. 3 is a fragmentary section takenlom gitudinallyof this end of the .trackand also showing-the train device. V p

Fig. & is a transverse sectionv takenon a line with the switch resetting mechanism.

Fig. 5 isa fragmentary section taken longitudinally of the track; and showing the manner of the; engagement of the trackdevice with the resetting mechanism. a

Fig. G-is a detailperspective-0f he T- shaped lever of, theswitchsetting mechanism. H

Fig. 7 is a similar viewbfthe lever engagedby thetra-in device.

.is a sectional v ew ofthetrainde viceztaken at rightangles of ;F.,1-g. 3.' V

s r t o f was mm Patented Aug. 24, 192.0. r Application filerllllay 8, 1920. Serial No. 379,864. i i

1 Referring to the drawings in detail, whereln 1 like characters of reference denote corresponding parts, the numeral 10. indi-.

cates the rails .ofthe main track and ll'the rails of the siding, whilethe switch are indlcated' by the numeral 12.

.. Located inthe advance ofthe switch is a mechamsm to be'hereinafter referred to as r the switch setting mechanism,- indicated in its entirety by the numeral 13, while at the opposite end of the switch and at a suitpoints able distancetherefrom is amechanism'to be hereinafter referred toas the switch resetting mechanism and indicated in its entirety by the numeral 14. The switch setting mechanism I a transversely disposed slidable rack bar 15, which is l'ocate'dbeneath the track and preferably to one side thereof and it is shown as operating within the casing. or housing 16. The rack bar 15 is provided with a;

downwardly extending right angular .portion '17, which has pivotally connectedto-its lower extremitya link 18. This link is also pivotally connected to the lower end of a 'to one another. and having their ends remote from the arms 22; pivotallysecured to the roadbed between the rails as indicated at :24. I The track devices 23 are also con nected to the casing orho'using 16 by means oflinks 25, so that a downward pressure on eitherjof the track devices will ;move the T-shaped lever 19 upon its pivot and 13 names a through the medium of the link 18:.Will

move theraclrbar 15 transversely of the track.

The resetting mechanism 14, which is located beyond the switch also includes a transversely movable rack bar26, which like the rack .bar 15 is provided with a downwardly extending arm 27. Pivotallyuse stantially similar to the lever 19 previously described and like this lever is pivotally mounted as shown at 30 between the rails of the track. Pivotally secured to. the laterally extending portions 31 of the lever 29,

is a substantially L-shaped link 32, the latter extending outwardly beyond the sides of the track and being pivotally mounted be tween the walls of the casing or housing 33, which also receives the lever 29 and which extends transversely of both the main track .and the siding.

Pivotally mounted adjacentone of the rails of the main track 10, as indicated'at 34, is one end of the lever 35, which will also be hereinafter referred to as a track device, while extending from this lever within the casing or housing 33 and connected to one of the L-shaped links 32, is a bar 36. A downward pressure of this bar by the wheels of thecar passing over the main track will depress the track device, the lever '35 and swing the lever 29 upon its pivot to slide the rack bar in one direction. Pivotally mounted adjacent one of the rails of the siding 11 as shown at 37, is a lever 38, the latter being also provided with a downwardly extending bar 39 for connection with the other L-shaped link 32 and provid ing an additional track device {for engagement by-the wheels of the car passing over the rails of the siding, so as to" rock the lever 29 and movethe rack bar 26 in an 0p osite direction.

Iounted in suitable bearings4O and disposed longitudinally of the track is a rock shaft 41, thelatter 'being provided at each end with a toothed segment 42 for engage- .ment with the teeth formed in the upper For the vpurpose of selectedly actuating the track device 23, there is provided a train carried device 46. This device includes a pair of oppositely movable vertical slidable roller carrylng members 47, the rollers 48 of which are so spaced as to engage one of the track devices 23. The members 47 are provided upon their opposed faces with teeth 49, which are engaged by toothed segments 50 carried by a transversely extending shaft 51. This shaft is rotated will move the members 47 vertically in opposite directions so as to bring either one of said members into position for en- I actuated through the medium of suitable connections from a convenient point of the car and when the track devices 23. This will rock the T shaped lever 19 upon its pivot and will,

through the mediumoof the rack bar 15., rock the shaft 41. This shaft will in turn actuate the rack bar 26 and rock the lever 29 upon its pivot. This movementof the lever 29 will raise the track device 35'upon the side ofthe track opposite to the track devices 23 of the switch setting mechanism, so that the wheels of the car after passing over the switch will depress/the said track device 35 andreset the switch in its original position.

The invention is susceptible to various changes in its-form, proportions and manual details ofconstruction andthe right is herein reserved to make such changes as properly fall-within the scope of the claims.

Having: described the invention, what is claimed isz? 1 1. The combination with a railway switch, of a car actuated switch-setting mechanism located in advance of the switch. and" ineludinga rock shaft disposed longitudinally of the track,-z. rneans for connecting the switch points totherock shaft, wherebyop eration ofgthe latter willmove-:the switch points to set theswitch, a transversely mov able rack bar for operating the rock shaft, a pivoted T-shaped lever located between the railsof the track, spaced parallel levers 1 0 having one of their ends pivotally secured betweenthe rails and. extending" longitudi nallyof-the latter, right angularly disposed downwardly extending arms rigidly secured to said levers and engageable in notches provided in the T-shaped bar and means located beyond the opposite end of the switch for returning the latter to normal position. 2. Thecombination' with a railway switch, of ,a car actuatedswitch setting mechanism located inadvance of the-switch andinclud- I ing a rock-shaft disposed longitudinally of the track,.means forconnecting the switch points'to the rock shaft, whereby operation r of the latter will move the switch points, a 115 transversely movable rack'bar for operating the rock shaft, a pivoted T-shaped lever located between the rails of the track and pivotally mounted car operated levers disposed longitudinally of the 'trackand engageable 12( upon the opposite sides of thepivot of the T-shaped lever for rocking the same in either direction, and means located beyond the opposite end of the switch for returning the latter to normal position.

The combination with a railway switch, of transversely movable rack bars disposed at opposite ends of the switch; a T-shaped lever mounted for pivotal =movement between the rails of the track at each end of 131 1,350,373 1 7 r I V v 3 the switch and operatively connected to the means operatively connecting. the rack bar, rack bars, car actuating means located upon and a car carried device for selectedly operopposite sides of each of the T-shaped levers ating either of the car actuated means to 10' for rocking the same upon their pivots to move the switch-points in either direction move the rack bars in either direction, from opp s te Sides of the switch means for connecting each of the track bars In testimony whereof I aflix my signature.

to insure their simultaneous movement, 7 LUDWIK MARSZALEK.

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