US1416458A - Switch frog - Google Patents

Description

B. P. GILMOUR.

SWITCH FROG.

APPLICATION FILED MAR. 4, 1922.

Patented May 2 SHEETS-SHEET l.

BENJHN/ZYPGILMQUR B. P. GIYLMOUR.

SWITCH FROG.

APPLICATION FILED MAR. 4. 1922.

1,416,458., v Patented May 16, 1922.

' 2 SHEETS-SHEET 2.

7 5% 6/0 a? is Th5 i H :1 Lo 51 1-='-I I-L'J 1 343.9. VA 1%114 w 42 .19. 24 W.

2329 BEWfl/WNPG/LMOl/R I 5 1 5310. 74 9.15

24 wow/W Q i Y Y; 3 1:} I I I rss pairs Frti hlitT BENJAMIN 1?. GILCLVLOUR, OF WEST THERE HAUTE, INDIANA.

' SWITCH FROG.

intense.

Application filed March 1, 1922. Serial No. 541,144.

To all whom it may concern.

Be it known that I, BENJAMIN P. Gm Moon, a citizen of the United States, resrding at est Terre Haute, in the county of Vigo and State of Indiana, have invented certain new and useful Improvements 1n Switch Frogs, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to switch frogs for railroads and has for an object to provide a frog of improved type which shall carry a wheel over in either direction without jar or pounding.

A further object of the invention is to provide a switch frog of'such type that the wheel-supporting part of the track at the frog eliminates openings transversely of the tread, into which parts of the wheels drop in passing, resulting in jar and noise.

With these and other objects inview the invention comprises certain novel elements, units, parts, combinations, arrangements and functions, as disclosed in the drawings, together with equivalents thereof, as will be hereinafter more fully described and claimed.

In the drawings:

Figure 1'is a view of the switch frog in top plan shown associated with fragments of conventional railroad rails in approved relation;

F igure 2 is a View of the frog in edge elevation, as indicated by arrow 2 at Figure 1; Figure 3 is a view of the frog in edge elevation, as indicated by arrow 3 at Figure 1;

Figure 4-. is a view of the frog in end elevation, as indicatedby arrow 41- at Figure 1;

Figure 5 is a view of the frog in end elevation, as indicated. by arrow 5 at Figure 1;

Figure 6 is a transverse sectional view through the frog taken on line (3-7 of Figure 1, showing a fragment of a wheel supported upon one of the sides of the frog;

Figure 7 is a transverse sectional view taken on the same plane as Figure 6 with the fragment of a wheel supported upon the opposite sideof the frog;

. Figure '8 is a transverse sectional view across the frog, taken on line 8-9 of Figure 1, showing a fragment of a wheel upon one side of the frog;

Figure 9 is a transverse sectional view taken upon the same plane as Figure 8, showing the fragment of a wheel upon the other side of the frog;

Figure 10 is a transverse sectional view taken on line 10-11 of Figure 1, showing a fragment of a wheel upon oneside of the frog;

Figure 11 is a transverse sectional view taken on the same plane as Figure 10, showing a wheel upon t e other side of the frog;

Figure 12 is a transverse sectional View taken on line 12-13 of Figure 1 with a fragment of a wheel at the pointof convergence of the paths of the wheels;

Figure 13 is a transverse sectional view taken on the same plane as Figure 12 with the wheel also at the convergence but turned in theopposite direction indicating a train traveling upon the other track;

Figure 14 is a transverse sectional view taken on line 14l15 of Figure 1, showing a fragment of a wheel supported upon the center rib of the frog Figure-15 is a transverse sectional view taken on the same plane as Figure 14; with the wheel reversed and likewise supported upon the central rib indicating a train traveling on the opposite track;

F igure' 16 is a transverse sectional view taken on line 16-17 ofFigure 1 showing a wheel in position thereon;

Figure 17 is a transverse sectional view on the same plane as Figure 16, showing the wheel reversed as to position, indicating a train upon the opposite track; 7

Figure 18 is a transverse sectional view taken. on line 1819 of Figure 1 showing a wheel in position as entering upon the track and resting upon one of the rail mem bers, and r Figure 19 is a transverse sectional view taken on the same plane as Figure 18. show ing a wheel in opposite relation bearing upon the other rail section, indicating a train entering upon the opposite track.

Like characters of reference indicate corresponding parts throughout the several views.

The present invention is directed to the construction of a switch frog which shall carry trains over the frog both upon the main line and the siding without jar or pounding and to provide at all times in relation to a train traveling in either direction, a relatively smooth and level trackage.

l/Vith this end in view the switch frog is employed in a track indicated by the main line rails 20 and 21 and the siding rails 22 and 23. It will be noted that the main line L uri rail. 21 is a continuous rail, as is usual in such railway construction and that the rail 20 is interrupted upon opposite sides of the frog, the frog completing such rail in this case by means of a continuous rib or shoulder 241, which extends the entire length of the frog at the height of the tread of the rail 20 and therefore provides an un1nterrupted continuation. of such rail upon the main line throughout its length. The siding rail 22 is also a continuous uninterrupted rail, being in fact a continuation of the main line rail from the switch. '1 ie siding rail 23, however, is interrupted the same as the rail 20 and is continued by the interposed frog. Means is provided in the frog for carrying the car wheel. over the rib 2-1 of the frog without jar. This means comprise the rib 25 which, it will be noted, especially from Figures 1, 6 and 7, is higher than the rib 24L, necessitating, of course, the raising of the abutting rail end 23 to correspond. The elevation of the rib 25 above the rib 914: is intended to correspond substantially with the width of the flange of the wheel 26. After crossing the margin of the rib 24 a if-shaped rib 27 is provided which forms upon one side a continuation of the rib 2 1 coinciding with the main line rail 20 and upon its opposite side coinciding with the rib 25 and. with the siding rail 23. It will be noted especially from Figures 1 1 and 15 that this V-shaped rib 27 has a guide 28 spaced therefrom by a groove 29, such groove forming a continuation of the inner side of the main line rail 20 and accommodating the flange 26 of the wheel traveling upon the main line rail. Upon the opposite side a. guide 30 is adjacent this ll-shaped rib 27 and separated therefrom by a groove 31, substantially disappearing on the position of the sections 12-13 and wholly disappearing and merging into the rib 24; between the sections 10-11 and 12'13, so that the sections 10-11 do not show any groove corresponding to this groove 31.

It will be noted especially from Figures 11 and 13 that the rib 25, at this point represented by a replaceable plate 32, is of such height that the flange 33 of'the wheel traveling upon the siding is raised above the rib 24 and above that point of the ll-shaped rib 27 which merges into this rib 24:, so that the flange is carried over the marginal edge corresponding to the inner edge of the tread of the rail 20 and at the point of the section 12-13 the flange engages upon the top of the rib 24L, so that at this point the weight of the wheel as carried upon the flange and not upon the tread. As the wheel advances the groove 31 becomes deeper so that the tread of the wheel engages upon the J- shaped rib 27, the wheel being carried thereby onto the rail 23. i

For the purposes of illustration it will be assumed that trains are traveling in the directions indicated by the arrow, either upon the main line or upon the siding. Upon the iain line, therefore, the train advancing in the direction indicated by the arrow A will pass from the rail 20 onto the rib 24;, as shown at Figure 7, continuing as at Figure 8, at Figure 10, at Figure 12, at Figure 14, at Figure 17 and at Figure 19, presenting at all times a continuous plane uninterrupted tread communicating with the abutting rail 20 at the opposite end. A train travelin upon the siding in the direction indicated by the arrow B will engage the rib 25, as indicated at Figure 6 continuing as at Figure 9, at Figure 11 and at Figure 13 in each instance being still upon the replace able plate 32 and at the position shown at Figure 13 the wheel is raised to such an ex tent that the flange 33 of the wheel slides over and upon the rib 2 1, the supporting part of the rib 241 gradually being dropped into the groove 31 which increases in depth, as indicated at Figures 15 and 17, the groove disappearing by eliminating the guide 28, so that at the position 18-19 and as shown at Figure 19, the wheel is supported upon its tread upon the ll-shaped rib 27 in the usual manner coinciding with the rail section 23 abutting. As shown at Figures 1, 18 and 19 the ii-shaped rib is provided with a recess 34:, but it is obvious that this recess is wholly unimportant to the invention, as a frog constructed with the Vshaped rib 27 continued as an uninterrupted surface throughout its length would serve the purpose. To insure the wheel when resting upon the replaceable plate 32 passing over so that the flange shall rest upon the rib 24 a guide rail 35 is provided engaging the inside of the flange of the opposite wheel.

As shown at Figures 2 and 3 perforations 36 are provided to accommodate bolts eX- tending through fish plates or other rail oints in the usual well-known manner. At Figure 1 no attempt has been made to'show this connection and spaces have been left between the ends of the frog and the abutting rail. sections merely for the purpose of disclosing more definitely where the frog terminates and the rail begins, but it is to be understood that in practice these parts will abut closely and will be connected in any well-known manner to insure rigidity to prevent pounding as the wheels pass over the joint.

What I claim to be new is:

1. A switch frog proportioned to be interposed between spaced ends of interlying main line and siding rails comprising a continuous uninterrupted tread surface corresponding identically with the tread surface of the main line rail sections, a rib coinciding with a siding rail elevated above the main line rail to correspond to the width of a wheel flange, said rib tending to carry the wheel until the flange or" the wheel shall engage upon the top of the section carrying the main line, and a guide rail serving to insure the passage of the Wheel from said rib across the intervening space represented by the interior line of the main line tread.

2. A switch frog adapted to be associated with spaced ends of interior rails of a siding and main line track, said frog having a tread coinciding and continuous with the abutting ends of the main line and presenting a continuous depression to accommodate the flange of the wheel, a rib carried by the frog secured to and coinciding with the siding rail elevated above the main line level a distance corresponding to the flange of the Wheel, a groove formed in the frog proportioned to receive the flange of the Wheel elevated by the said rib, said groove increasing in depth whereby the wheel supported upon its flange falls gradually to bring the tread of said Wheel into engagement with the surface of the main line tread diverging therefrom, and a guide rail positioned to insure the following of said course by said siding wheel.

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

BENJAMIN P. GILMOUR.

Images