US1625241A - Railroad switch - Google Patents

Description

2 Sheets-Sheet 1 A ril 19, 1921. r 1,625,241

P. 0. BROWN RAILROAD SWITCH Filed July 1925 z Sheets-Sheet 2 v k D I I E 0. (grow 7 Gumm Patented Apr. 19, 1927.

tJNiTED STATES OF F I C E PERRY 0. BROWN; OF ST. VINCENT, MINNESOTA, ASSIGNOR OE ONE-HALF TO GUSTAF V. BACKSTRUM, OF ST. VINCENT, MINNESOTA.

RAILROAD" swrron.

Application filed July 11, 1925. Serial No. 43,016.

This invention relates broadly to an improved railway switch foruniversal use, and

it has specific reference in one instance to an improvement in the switch itself, together with electrical and mechanical safety contrivances and appliances associated therewith in a novel manner to be hereinafter more particularly pointed out.

Briefly, the invention has reference to a structure wherein a side track is associated with a main track, together with an autoinatically operable switch cooperable with these two tracks whereby a trainmay automatically pass from the side track onto the main track, at which time the switch isautomatically thrown to permit this-to be safely accomplished. In this connection, it is to be stated that the switch is constructed in a manner to be shifted by the wheel flanges. rioting in conjunction, however, is an electrical safety appliance for aiding in throwing the switch at this time, and this safety appliance is in open circuit with the track and closed by the train itself.

Means, preferably controlled from a suitable source of current, is utilized in association with saidelectrical safety appliance so that the switch may be thrown without the aid of the car wheel flanges in order that it may beproperly positioned for .allowing safe travel of a train, moving in the opposite direction, from the main track onto the siding.

In addition, the invention provides for another electrical safety appliance,disposed on the opposite side of the track and acting to automatically return and hold the switch in a close position. This safety appliance is in open circuit with the track and the-circuit is closedby the train itself. A distinct feature of this appliance is that it embodies a normally closed circuit closer which serves to move the switch from a partially closed position to a fully closed position, andwhich is rendered inoperative in itself when the switch is fully opened.

The inventionis further characterized by an arrangement of; structural details which is an improvement upon inventions of; this class, due to the-fact that it is comparatively simple, practical. in construction,- and such that it may be incorporated ina conventional -ti'acl.systeni without requiring extensive alterations of,v the traclis,-ra ils, and-. the like. 1. he a om ny g; d a i esa eesiese part of this application, and in which like numerals are employed to designate like parts throughout the same:

general structure may be viewed as a unit.

Figure 2' is a detail view of an electrical contrivance forming a part of the invention.

Figure 3is a similar view of another electrical contrivance.

Figures 4, 5, 6, and 7 are cross sectional views taken approximately upon the planes of the lines 44l; 55; 66; and 77 of Figure 1 respectively.

Referring to the drawings in detail the reference characters .1 designate the rails of whatis defined as the main track, These appear at bothendsof the showing in Figure 1. The reference characters 2 designate the rails of the side track, frequently referred to as a siding. The improved switch intervenes between these two tracks, and the relatively movable parts or members of the switch are designated generally by the reference characters 3 and 4 respectively. In

connection with the rails 1, at the left hand taneous operation of these members, and to permit any necessary adjustments of the same to beniade. Themember is pivoted to swing upon the vertical axis indicated at 9, while the member a is pivoted to swing upon the. verticala-xis lO. Considering more in detailthe'rail member 3, attention is directed tie-Figures 6 and 7 wherein it will. be seen that thismember is-in reality made up of twoirails, each: including a head, a web, and a base, Aspaein'g bar is arranged between the-web portions and is bolted in place as .s'jhdwn plainly in Figure, 7.. The base portions of .theserails res -t slidably upon abase plate .bQ'lt-ed .to the. tie; v Tlllg yl fiSQjPlZlfQ is-of a width slightly greater thanthe'conibined llt widths of the bases oi the rails and is eta length equal to the complete member. In sonic instances this member 3 may be referred to as a duplex or double rail stub, and by comparing it with the member "Jz, it is seen that it is considerably shorter in length. It is obvious that the hall forming portions of these two rails are intended to be selcc tirely aligned with the corresponding porlions of the rails l and 2, according to the course that the train is. to resume.

l-leterrinir now to the switch member 4, it will be sech from l i rurcs -land 5. that it comprises a single rail 15. and that this rail is relatirelywide at its right hand end and tapers gradually to the right, while it tapers substantially to a lrnitedikeedge, as at 15. at its opposite end. The right end is associated with a wing; 16 formed integral with the base portion of the rail and constituting: the means for connecting this rail with the aforesaid pivotpin 10. The double rails of the switch member 3 are distinguished from the rail l-Ll by the reference characters 12 and 1?) as shown. It should be noted also from Figure l that,- the torward portion ot this rail lais substantially right angular in cross section. and this right angular portion rests upon a relatively short. base plate 14. bolted or otherwise fastened to the adjacent cross tie '15. This plate l-el is of a length to accommodate the necessary movement of the rail 1%.

The stem of a spring pressed plunger 17 is connected with the switch member The outer end oli this plunger is confined in an appropriately anchored casing; 18 alongside ot' the track rail These details form what sometimes known in the art as a fly-back. Cooperating with this fir-back is an electrical safely appliance in the housing 19. this housing being suitably anchored on one of the cross ties. Uonlining attention more particularly to Figure 2. the construction of this electrical appliance may be more closely observed. As shown here. it comprises a pull rod 21 connected with the switch member l-, and having an armature head on its inner end cooperuble with an electroniagnct 2:3. liiouuted on. the rod is a ri ht angular arm :23 carrying a spring pr contact 1 1i adapted for coaction with the spaced contacts 25. The circuit wires are connected with the contacts 25 and the contact piece 'Z-l. which is relatively slidable. adapted to bridge these contacts 25 to nor mally render this ciectro magnet in open circuit with the track as will be hereinal'ter more plainly understood. Here. it might be stated that under certain conditions. these contacts El and .25 are exceedingly i1nportaut. For instance. it the switch is only partly opened, the circuit in which the contacts are included will be in readiness to immediately close the switch fully assoon as the circuit is closed by the train approaching the trip :lrom the left. This electrlcal romprie in one instance. a flexible chain to ce l igrurc l) which is primarily used 'l'or throwing lheswitch by hand, the same being connected in any suitable manner to the lease ol' the double rail stub or switch member in addition. it comprises an electrical sai'et eonlrirance represented generally by the reference character If, this same contrirance being also used for throwing the switch. by electricity. from a circuit control from a tower by means of an electric switch button. This contrirance serves also for holding; the switch open when thrown mechanically by the flanges on the car wheels. More specifically, and as shown in Figure 3, this contrivance comprises r housing 28. a rod 25) having an ari'na'ture head cooperable with the electromagnet 31.. The magnettll in the housing 28 is included in what may be referred to as a double clectric circuit. that is, a circuit which includes two parts. an automatic part controlled by the train. and a manually controlled, part. operated preferably from a suitably located tower (not shown). This double circuit arrangement inchidcs two sets of wires. the main wires designated by the reference characters 23:2 and subordinate wires designated by the reference character 32. Incidentally. the subordinate wires are connected with the main wires 32. illoreover, the subordinate wires 32* are, in practice. connected with the battery or other suitable source of supply and they include a switch (not. shown) which is iireferably located in a. tower alongside oi the track, (also not. shown). The wires 32 connected with a separate battery, and in, addition one wire connects with the rails of the track on one side and the other wire connects with the crof's wire 3?) between the track rails. lhe wires 32" therctore 'l'orn'i the tower circuit and the wires 3&2 Form the train controlled track. circuit. it will be evident. therefore. that the magnet l]. can be oncrgrized either throuph the medium of the wires 32 and as or througl'i the medium of the wires 32. 32. and the tower switch. 'lheretore three ditl'erent sources of operation are provided. the mechanical means 26 and the electrical means 227. whico includes an automatic elec' trical part and a. tower controlled part. The lirst named circuit on the opposite side oi the track which includes the magnet 22 also includes current wires designated by the reference characters these being associated with a source of supply and a wire 34:

which is connected with the track rail. This provides a normally opened circuit. In all three instances, the separate circuits are connected with suitable and separate sources of electrical energy or supply. Fur-then more, it is clear that the circuits are, in two instances, closed, when the wheels of the train pass over the portions of the rails in which the wires 34 and 35 are connected. A circuit is then completed through the wheels, axle, wire, etc.

From the foregoing, it will be seen that I have provided a novel switch between the spaced ends of the rails included in a main track and a side track. The switch comprises a pair of differently constructed members of relatively different lengths which are connected together to operate in unison. The switch is normally closed, under the action of the spring pressed plunger 17 and the electrical safety appliance 19. Under such circumstances, the train may traverse the main track as if no switch were present. Also, a train coming from the side track onto the main track will serve to press the member 4 of the switch away from the relatively stationary part of the track, and in so doing will throw the switch so as to permit the train to get from the side track onto the main track when traveling in a direction from right to left. In traveling to the opposite direction, the wheel flanges do not function, but the mechanical operating means may be used to throw the switch by hand power, or the electrical safety contrivance 27, may be used, for throwing the switch over to allow a train to shift from the main track onto the side track. At this time, the electrical appliance 27 is operated by energizing the magnet through the circuit wires 32, and then 32, by closing a switch in a tower. If desired, an electric motor, compressed air, or other suitable power could be connected with the chain 26 for operating it. It is obvious too, that when the switch is completely thrown over to open position by the magnet 31, a gap will occur between the contacts 25 by the unbridging of the same by the contact member 24-, thus rendering the electrical safety appliance on the other side inoperative for the time being.

From the foregoing description, it is clear that I have evolved and produced a novel switch for railway tracks possessing, among others, the following advantages. First, it provides a most satisfactory arrangement or combination of the movable switch rails, it being thought that the switch per se, is novel in itself, owing to the particular construction of the double rail stub, and the especially shaped mono-rail forming the 00- operating member on the other side. It should be noted that the mono-rail is constructed properly to bring about the desired wedge action produced by the flanges of the car wheels in enabling the latter to shift le switch when the train is moving from he siding onto the main track, at which 1 no the electrical appliance 27 aids in'the operation. Secondly, the invention serves to minimize. the difliculties caused by snow, ice, and other foreign matter interferring with the effective operation of switches of this kind. Due to the fact that the switch is normally closed, the accumulation of such elements between the main track and switch rails is avoided.v Moreover, undue friction and resistance to the operation of the movement of the switch rails is reduced to a minimum making the operation easy and with precision. Generally, it offers a mechanical and electrical means coacting in the proper manner to safeguard against dangers rising out of the operation of railway switches. It is to be understood, in connection with the electrical contrivance 27 that a source of current is included in the wires 32, this being of a strength which energizes the magnet 31 to a degree to render it insufficient to throw the switch unaided. It is the purpose of this particular circuit to simply aid in moving the switch to open position when it is acted on by the car wheel flanges 6. The current passing through the wires 32*, however, is from a source which is comparatively stronger, this being operated, as before stated, from a tower. The current here generated is sufficient in itself to energize the magnet 81 to a degree to operate or throw the switch entirely unaided. It is understood that in connection with the circuit through the wires 32, that this circuit is closed automatically by the car wheels, and axle of the locomotive moving from the siding onto the main track, this end being accomplished when the train is within a few rods of the railway switch. The other circuit is used more particularly for throwing the switch for trains approaching the same from the opposite direction.

No doubt, a careful consideration of the description in connection with the drawings will enable persons skilled in the art to which the invention relates to obtain a clear understanding of the same. Therefore, a more lengthy description of the invention is thought unnecessary.

Vhile the preferred embodiments of the invention have been specifically described and shown, it is to be understood that minor changes coming within the field of invention claimed may be resorted to if desired.

Having thus described the invention, what I claim as new and desire to secure by Letters Patent is 1. In a switch construction, a main track embodying spaced parallel rails having a gap exi ting between the a j c nt en s, a side track embodying diagonal rails connected with the adjacent parallel rails of the main track, one of the rails of the side track being connected with a remote rail of the main track, and bridging said gap on one side, and a switch located in said gap and embodying simultaneously movable members provided with ball POltlODFl adapted to be selectively aligned with the ball portions of the side rails or main rails as desired.

2. In a switch structure, a main track enihodying spaced parallel rails having a gap existing between the adjacent end, a side track embodying diagonal rails connected with lill, adjacent parallel rails ot the main track, one of the rails of the side tracl: being connected with a remote rail of the main tack and bridging said gap on one side. and a switch located in said gap and embodying simultaneously movable members provided with tread portions adapted to be selectively aligned with the ball portions oi the side rails or main rails as desired, the tread portion of one of the members of said switch normally being in contact with the corrcspoinling portion ot the diagonal portion of the side rail bridging said gap.

3. In a switch of the structure described, a pair of spaced parallel switch rail sections connected together for pivotal movement, each of said sections embodying a base flange having an upstanding web at the top of which is a tread portion, the cross sectional shape oi": the tread portion of one of said switch rail sections varying in width so that this tread portion is tapered toward its opposite ends.

*t. In a railway switch structure ot the class described, a relatively short section einhodying spaced parallel rails adapted to be alined at one end either with the ball portion of a main rail or the ball portion of a side rail, a second switch section of a length greater than the tirst named section, and connections between said switch sections.

5. In a railway switch structure of the class described, a pair of spaced parallel switch sections, one of which is comparatively long and the other one of which is -comparatively short, each of said sections being adapted to be pivotally mounted in a switch gap provided in a railway track, said long section comprising a tread portion which is decreased in width toward its free end to provide a knife edge, the butt end of said tread portion being also decreased in width toward the pivoted end, an attaching wing at the last named end of said long section and connections between said switch sections.

In testimony whereof I allix my signature.

PER-RY O. BROlVN.

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