US1462010A

US1462010A - Safety appliance for railway switches

Info

Publication number: US1462010A
Application number: US600866A
Authority: US
Inventors: Bentley R Hooks
Original assignee: Individual
Current assignee: Individual
Priority date: 1922-11-14
Filing date: 1922-11-14
Publication date: 1923-07-17
Anticipated expiration: 1940-07-17

Description

Jul 117, 1923. swm

B. R. HOOKS SAFETY APPLIANCE FOR RAILWAY SWITCHES Filed Nov. l4, 1922 2 Sheets-Sheet 1 Y t/dmwgi A A TTORA/EVS h more particularly directed to a device for Th invention is illustrated loy way of BENTLEY R. HOOKS, 6F AMARILLQ, TEXAS.

still) line AJEPLIANQLE FOR RAILWAY SWITCHES- llnplication filed November M, 1922. serial lie. ecosec.

To aZZ whom it may concern:

Be it known that l, BENTLEY lit. Hoons, a citizen of the United States, and a resident oi Amarillo, in the county of Potter and State of Texas, have invented certain new and useful lniprovements in Safety Appliances for Railway Switches, of which the following is a specification.

This invention relates to switches and is route of travel. The switch point t is adapted to he moved with the switch point 3 in the direction indicated by the arrow in F igure 1- to form a gap between the switch point 4 and the main rail Q for'permitting the train to continue its travel along the rails l and 2 in a direct line. When the switch points 3 and t are'moved in a direction which is opposite to the direction indicated by the arrow, the train will be shifted to the rails 5 and 6 which are curved away from the main rails 1 and 2.

Means for moving the switch-points 3 and tis' not shown since it is an'old and well known feature in the art.

Due to a defective switch or defective. switch points the switch point 3 frequently formsa gap with the main rail l and through which the flanges of a wheel will pass, shifting the train to the tracks 5 and 8. When the train is travelling at a hi "h speed such sudden shifting of the train will cause de-railment of the same. lln order to prevent the flanges of the wheels oil a train from passing through the gap of such a defective switch, it have deformed the main track rail 1 just in front of the point of junction of the switch rail and the main rail, which provides a deformation on the side of the main rail to engage the flange of the wheels of the train on that side and bodily shift the wheels outwardly "from the main rail and suficiently to guide the Flange of the wheels away from the detective switch point and cause the wheels to continne travel along the main line represented hy the tracks 1 and 2.

This deformation may he formed hy weld ing on the hall oi the rail a earn-shaped member. The welding may he done by the city-acetylene process. llnstead of welding the earn shaped member to the hall of a rail whereby the same forms an integral construction the cam-shaped member may he so constructed that it may he clamped to the rail as will he presently descriloed.

preventing the so-called switch wrecks ll-leretotore it has been proposed to construct devices for preventing the switch points oil a railroad switch from forming a gap with the main rails whereby the usual flange of the ;."-wheels of a train will cut through the gap and cause a train goin at a great speed to he thrown into a switch and de railed.

An object of this invention is the provision of device which does not prevent gaps heing formed but which is adaptedprimarily for guiding the wheels of a train past a defective switch and maintaining said train on direct ro'uteof travel.

A further object of the invention is the provision of a safety device for laterally shitting; the'wheels of a train from a detec tive switch point and which is also adapted to prevent injury to the switch points.

@ther ohjects and advantages of the invention. will hecorne apparent during the course of following; description.

split example in the accompanying drawings in whicln Fignre l' is a plan view of a switch show ng safety, device in position relative o the switch points.

Fignre. 2 is a side view of my safety device apg ilied to railc Figure 3 is a view in perspective ofthe safety device constructed according to my invention a is a transverse vertical section of the lleferringbto the safety device which is l ignre 5 is a transverse vertlcal section designated y the numeral 7 and which is of the safety device showin a modified "form oi means for clamping to safety device to rail.

Referring to thedrawings, l and 2 designate a pair of the main rails, which in cooperation with the switch point oil the switch rail l are adapted to mainta n a train moving over the rails on its direct and l, a main plate 8 is provided which is adapted to be located in face to face engagement with the welo 9 of the rail and having a shoulder 16 at its upper end in en agement withrthe under sid of the head ti an e 11 of the rail and with the other end of the plate having a shoulder 12 engagement more particularly shown in Figures 2, 3

ill

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with the lower face or the base flange 13. The plate is abruptly reduced toward its lower end and terminates in a shoulder 12. Offset from the plane of the plate 8 is an elongated upstanding cam member 14 which extends longitudinally of the plate and is provided with a lateral projection 15 which is tapered toward its opposite end and terminates at the ends of the plate 8. A rib 16 is formed below and cooperates with the shoulder 10 to connect the cam member 14 to the plate 8. Said rib likewise provides means for strengthening the plate at this point.

The plate is provided with a pair of per- 'forations adapted to receive bolts 17 the heads 18 of which have a portion cut away to form a lug 19 which is adapted to be re-,

ceived within a notch 20 formed in the rib 16 whereby rotation of the bolts 17 is prevented. A lock washer 21 mounted on the opposite edgeof the bolt 17 which projects beyond the other face of the web 9 is en- 'a ed between the web and a nut 22 having a t readcd en agement with the threaded end oi the be t 17.

Reinforcing members 23 are formed on the plate 8 adjacent the perforation in the plate through which the bolts 17 pass for strengti suing the plate at these points.

As shown in Figure 4:, the inner face oi. the plate 8 adjacent the shoulder 10 is cut away as shown at 2% roviding a space between the plate and t e rail at this point.

As shown in Figure 5, a modified form of securing means is employed for looking the satety device to rail, The safety device 7 is similar in all respects to the safety device 7 of Figures 1 to iinclusive, but instead of perforating the said device l have provided a pair or clamping members 25 and 26 which are adapted to engage op- .posite sides of the loot flange l3 and are locked together by means of bolts 2? passing through the clamping member. No cut away portion 2t is shown in the sa iety device 7 but the shoulder l0 snugly fits the rail between the web 9 and the under face of the head flange 11.

The clamp 2c is provided with a rib 28 which is seated between the

shoulders

29 and 30 of the safety device 7 with the bottom of the clamp being provided with a longitudinal groove 31 which is adapted to receive one longitudinal edge of the base The other member 25 of the clamp comprises longitudinal bar having a longitudinal groove 32 of a shape to receive and snugly fit the opposite edge of the base flange 13 'oi. the rail. The bolts 17 pass through alined perforations in the members 25 and 2d and engage the bottom lace of the base tlange l3 and are provided with nuts for drawing up the clamping members for maintaining the safety device 7 wedged bewhich is turned away from the main track.

The cam, by laterally shifting the wheel away from the defective switch point, will cause the wheels to continue along their direct line of travel on the main route with the'wheels on one side hugging the inside of the switch point instead of the wheel passing between the switch point and the oflset rail.

Furthermore, the safety device by constantly shifting the wheels away from the switch point will prevent wear and tear upon the switch points which is a constant source} of worry to railroad oficials. lt must be borne in mind that the action of the safety device is not to provide a cure for a defective switch point or to prevent the switch points from forming a gap, but it is primarily designed to deform the main rail in such a manner that the wheels of a swiftly moving train are shifted laterally to an extent whereby the wheels will pass beyond the switch point and over line of travel;

What ll claim is:

l. A device of the character described comprisin a plate adapted to be clamped to the web 0 a rail in front of the switch point of a switch, and having acam member extending longitudinally of the plate with the cam member gradually increasing in thickness from its opposite ends toward its middle portion to form a lateral projection for causing a lateral shifting of the wheels or a train away from the switch point ot a switch which is adapted to lie in contiguous relationwith the rail 2. A device of the class described com prising a plate adapted to be clamped to 7 the web of a rail in front of the switch point of a switch, and having an ohset portion extending upwardly in embracing relation with a side of the head flange of a rail said odset portion forming a lateral projection extending outwardly from the plate said lateral rejection tapering in opposite direction romthe center of the oid'set portion toward the ends t iereoic' for causing a lateral shifting of the wheels of a train away from the switch point,

3. A device or'the class described comprising a plate adapted to be clamped to the web of a rail in front of the switch pointof a switch, and having a shoulder adapted to engage the under side of the head flange of a rail, an upstanding flange offset from the plate and connected to the plate by the shoulders, said upstanding flange being provided with a cam member adapted to engage the wheels of a train for causing a, lateral shifting of the wheels away from the switch point.

l. A device for preventing split switch wrecks at defective switches comprising a plate adapted to be clamped to the web of a rail in front of the switch point of a switch and having a cam-shaped member for engaging the wheels of the train for causing said wheels to-continue in a straight line along the main track thereby preventin the wheels from engaging the split switc and forcing the wheels into the switch.

5. A device of the class described com-.

prising a plate adapted to be clam ed to the web of a rail in front of the switc point of a switch, said plate having spaced parallel longitudinally disposed shoulders engaging the head flange andfoot flange of a rail with the inner face of the plate in face to face engagement with the web of the rail, a longitudinal rib projecting outwardly from the shoulder on the plate which is located adjacent the head flange of the rail, an upstanding flange connected to the plate by the rib and last mentioned shoulder, said upstanding flange being provided with a lateral projecting cam member having its greatest width at its middle portion and tapering outwardly toward its opposite ends, said plate being provided with spacedperforations, and means passing through the per forations for securing the plate to the rail.

BENTLEY n. noons.