US1350949A

US1350949A - Railway-switch-operating mechanism

Info

Publication number: US1350949A
Application number: US358361A
Authority: US
Inventors: Carl E Tally
Original assignee: Individual
Current assignee: Individual
Priority date: 1920-02-13
Filing date: 1920-02-13
Publication date: 1920-08-24
Anticipated expiration: 1937-08-24

Description

c. E. TALLY. RAILWAY SWITCH OPERATING MECHANISM.

APPLICATIOIf! FILED FEB-13,1920- Patented Aug. 24, 1920.

3 SHEETS-SHEET I.

Wiinesses Afd Jlmm Inventor tar Tally C. E. TALLY.-

RAILW'AY' SWITCH OPERATING MECHANISM. APPLICATION FILED FEB. 13. 1920.

3 SHEETS-SHEET 2.

Inverzior Witnesses 6'07! ETally C. E. TALLY. RAILWAY -$WITCH OPERATING MECHANISM.

.0 2. 9 1T n 4H Wm 03 w m a P APPLICATION FILED FEB.13, 1920- PATENT OFFICE.

UNITED STATES CARL E. TALLY, OF KOPPERL, TEXAS.

RAILWAY-SWITCH-OPERATING MECHANISM.

To all whom it may concern:

Be it known that I, CARL E. TALLY, a citizen of the United States, residing at 'Kopperl, in the county of Bosque and State of Texas, have invented new and useful Improvements in Railway-Switch-Operating Mechanism, of which the following is a specification.

This invention relates to a railway switch operating mechanism, including means mounted upon the locomotive and under the control of the engineer whereby the switch can be opened and closed by the engineer without necessitating any reduction in the speed of the locomotive, the mechanism be ing simple in construction and positive in operation. p K

The nature and advantagesof the invention will be better understood when the following detail description is taken in connection' with the accompanying drawings, the

invention residing in the construction,com

bination and arrangement of parts as claimed. v

In the drawings forming. part of this specification like numerals of reference indicate similar parts in the several views and wherein: a K

- Figure 1 is a planview of a switch showing the relative positions of the switch operating devices.

Fig. 2 is a side view of the trip mechanism which is mounted upon the locomotive.

Fig. 3 is afront elevation of the trip' mechanism.

Fig. 1 is a detail view showing the fined guides in which the trip elements are mounted for sliding movement.

Fig.5 1s a plan view on an enlarged scale of one of the switch operating devices.

Fig. 6 is a side elevation ofthe same, showing one position of the movable memberby full lines and its other position by dotted lines.

Fig. .7 is a sectional view taken on line 77 of Fig. 6.

Referring to the drawings in detail, and particularly to Fig.- 1, 10 indicates the connecting bar of a railroad switch of well known construction. The mechanism forming the subject matter of this invention comprises a switch operating rod 11 arranged at eachside of the track, these rods being connected with the opposite ends of the connecting bar 10 by means of the bell crank Specification of Letters Patent. Patented Aug. 24, 1920.

Application filed February 13, 1920.

Serial No. 358,361.

levers 12 which are pivoted as at 13. The rods 11 are connected with a transversely disposed equalizing member 14 which is pivoted at a point between its ends as at 15, the opposite ends of the equalizing member being pivotally connected with the rods 16. Each of these rods is bifurcated at one end as at 1'? and connected with the main element of the track device which is to be presently described.

The track device comprises a base 18 which is fixed upon the ground at appropriate points adjacent the opposite sides of the track, the base being provided with a longitudinally disposed slot 19. The main element of the track device is indicated at 20 and is of substantially triangular formation. The base is formed with a groove 21 which is coextensive with the length of the base and communicates with the space 22 defined by the bifurcation of the opposite ends of the base. The bottom or lower edge of the movable element 20 slides within the groove 21, while the ends of the base are formed to provide inclined walls 23 which support the element 20 in its tilted position at either end of the base as shown in Fig. 6. Carried by the two lowermost corners of the movable element 20 are rollers 24 which engage the upper edge of the base at opposite sides of the element when the latter is moved from one end of the base to the other, while mately midway between the rollers 24 are rollers 25 which operate within the slots 3 19 of the base. The rollers 25 in addition to serving the purpose of holding the element 20 associated with the base, constitute a pivot which affords the element 20 both a sliding and tilting movement. The opposite ends of the base are formed to provide recesses or bearings 26 for the rollers 24; when the element 2() assumes its tilted position. The arms 27 have their lower corresponding ends pivoted upon the base 18 at points adj acent the opposite ends of the slots 19, while the free ends of these arms are connected with retractile springs 28 which have their corresponding lower ends secured to a fixed point 29.

Projecting from the element 20 is a lug 30 which is disposed to engage the arms 27 alternately, for the purpose of elevating these arms and tensioning the springs 28 singly, with a view of returning element 20 to a vertical position upon the base from its tilted position. Projecting from the upper corner of the movable element 20 is an extension 31 which lies in the path of the trip elements mounted upon the locomotive so that when one of these elements contact the extension 31, they move the element 20 from one end of the base to the other in the direction of travel of the locomotive. As the element 20 is connected with the rods 16 and 11, it operates these rods with the resultant opening or closing of the switch as the occasion may require.

The trip mechanism mounted upon the locomotive comprises a shaft 35 from which projects a lug 36 connected with one end of the rod 37. The opposite end of this rod has connection with a lever 38 pivoted upon a quadrant 39, the lever being within convenient reach of the engineer and by means of which rotation of the shaft 35 is controlled. Projecting laterally from the shaft 35 are arms 40, these arms projecting in pairs from the opposite sides of the shaft, while the arms of the respective pairs are alternately disposed. Depending from the free end of each arm is a trip element 42 which is pivotally associated with the arm as shown. The trip elements 42 have relatively broad end portions which are ar ranged to slide within the grooves 43 of.

fixed guides 44 which keep the trip elements in a vertical plane durlng slidlng ad ustment of the same. In practice, when it is desired to close the switch as the latter is approached, the engineer moves the lever 38 in one direction, rotating the

shaft

35 and 7 moving one pair of the trip elements 42 to their lowermost position, in which position one of these trip elements contacts the extension 31 of the movable element 20 of one of the track devices. The element 20 is consequently moved in the direction of move-.

ment of the locomotive, and operates the proper rods 16 and 11 to close the switch. The springs 45 connected with the bell crank levers 12 function to hold the switch points close to the rails of the track; As-the element 20 is shifted from one end of the base 18 to the other, it slides through the groove 21 and is finally tiltedto assume theposition as shown by full lines in Fig. 6, in

which position the extensions 31' occupy a position to perinitthe trip element to pass tion to open the switch. It is obvious by reason of the connection between the track devices indicated generally at 8, and the operating rods 11 at opposite sides of the track, that the elements 20 of two tractor devices at opposite sides of the track work in unison for the purpose of alternately opening and closing the switch or vice versa. The lever 38 may be moved in either direction toward the opposite ends of the quadrant 39 to position the. proper trip elements 42in a path of the extensions 31 of the propertrack devices, so that the switch may be closed to the main line or the side track as the occasion requires. The quadrant 89 isv notched adjacent each end as at 44 to receive the pawl '45 which maintains the lever in either of its adjusted positions. The quadrant is also notched as at 46 at a point midway of its ends to receive the pawl 45 for holding the lever and the trip elements 42 in a neutral position. It is apparent, by reason of the mechanism shown that the switch can be operated at will by the engineerwithout checking the speed of the locomotive, the mechanism being positive in. operation for this purpose.

While I have shown and described what I consider the preferred embodiment of the invention I desire to. have it understood that Ido not limit myself to the exact construction and arrangement of parts. disclosed, and that such changes may be resorted to when desired as fall within the scope of what'is claimed; 7

What is claimed is: r I p 1. A railway switch operating mechanism comprising a plurality of track devices arranged in pairs at the opposite. sides of the track and connected with the switch, each device comprising a stationary base having elongated slots, a' movable element mounted for sliding and tilting movement upon the base, rollers journaled upon said element and arranged to operate in said slots, rollers journaled on said element and arranged to travel over the edge and ends of the base, said ends being formed to provide bearings for the latter mentioned rollers when the element is in its tilted position, means for returning said element from a tilted, to a verticalposition in combination with means carried by the locomotive for tilting said elements in the order specified.

2. A railway switch operating mechanism comprising a plurality of track devices arranged in pairs at'the opposite sides of the track and connected with the switch, each device comprising a' base formed with a groove in the top and bifurcated at the ends, a movable element arran ed to slide in said groove and also susceptible of being tilted within the bifurcated ends, means for returning said element from its tilted to a vertical position" upon the base, in combination with means carried by the locomotive for tripping said elements in the order specified.

3. A railway switch operating mechanism comprising a plurality of track devices arranged in pairs at the opposite sides of the track and connected with the switch, each device comprising a stationary base, an element mounted upon the base for sliding and tilting movements, means for checking the movements of said element, resilient means for returning the element from a tilted to a vertical position at either end of the base, 111 combination with means carried by the locomotive for tripping said elements in the order specified.

4. A railway switch operating mechanism comprising a plurality of track devices arranged at the opposite sides of the track and connected with the switch, each device comprising a stationary base, an element mounted upon the base for sliding and tilting movements, a lever pivoted upon the base adjacent each end, a retractile spring for each lever, said spring being fixed at one end and secured to the free end of said lever, means carried by the said element to alternately engage said levers and operate the latter to tension the spring when said element is adjusted to a tilted position, said spring under tension being operable to re turn said element from a tilted to a vertical position, in combination with means carried by the locomotive for actuating said elements in the order specified.

In testimony whereof I affix my signature.

CARL E. TALLY.