US1816337A - Railroad lock switch - Google Patents

Description

July 28, 1931. A. N. F. MOHR RAILRGAD LOCK SWITCH Filed Jan. 51, 1931 2 Sheets-Sheet l July 28, 1931. A. N. F. MOHR 1,316,337

RAILROAD LOCK SWITCH Filed Jan. 31, 1931 2 Sheets-Sheet 2 Patented July 28, 1931 UNITED STATES ANDERSN. F. MOI-IR, F STEWART, MINNESOTA RAILROAD LOCK SWITCH Application filed January 31; 1931. Serial No. 512,637, I i

post 17, at the switch 13. Attached to the This invention relates to new and useful improvements in rail-road lock switches, and has for its object to provide a switching system that will work automatically and may be reliedupon under all circumstances.

' It is thus thought that the said device will not only contribute to the safety of the railroad service generally, but will also, as an automatically working unit, be of great importance as a labor saving medium, in addition to assuring faster train service.

As the construction of this device is com p'aratively simple, the cost of manufacturing should be proportionately low.

With the above and other objects in view, this invention consists of the novel features of construction, combination and arrangements of parts, hereinafter fully described, claimed and illustrated in the accompanying drawings forming part of this specification, and in which similarcharacters of reference indicate corresponding parts in all views, and in which:

' Figure 1 is a top plan view of parts of a rail-road track and of a vehicle, with which my improved switch mechanism is connected.v

Figure 2, being taken on the line 2 -2 of Figure 1, is a rear elevational view.

Figure 3 is a vertical sectional view taken on the line 33 of Figure 1; and

Figure 4 is a vertical section taken onthe line 44 of Figure 1.

Referring more particularly to the drawings, the numerals 10 and 11 represent the rails of a track in which a pair of switches 12, 13 are arranged to direct a vehicle, such as a locomotive 14, to another course or track having a rail 15, this latter rail being a continuation of the rail 11, while the switch 12, as shown in full lines, is a continuation of the other rail of the second mentioned track. The switch 13 is a continuation ofthe other rail of the first mentioned track.

These switches, limitedly movable about points at their junction with the respective rails from which they continue, are attached by a tie member 16, in the present instance of metal, and on this member is a block'or post at one of its ends is a rod 18 which, having a hinge joint. 19, is movable at its opposite end in a slot of a guide block20. This latter end is hooked to accommodate the slot, where antifriction means may also be provided.

On the opposite end of the member 16 is another block'or post 21, to which is attached a jointed rod 22, and one terminal'of this latter rodis movable in a slot provided in a block 23. -The blocks 20 and 23 are seated on a metal'sheet 25, preferably of iron, and on this-sheet are also positioned the usual ties, each numbered 24.v The structure also includes another metal sheet 26, which is bolted to the top of the ties 24,

as at 27. This lattersheet, which has therei in recesses 28, 29 for the posts 17, 21, and which covers the rods 18, 22, provides a sup port for the points of the switches.

The locomotive has a fender 30, and below this is located a guide block 31. In mating relation with this guide is a movable shoe 32, which is held in an uppermost position by a spring 33. The spring is attached to the fender at one end, and at its other end finds a bearing in an elongated recess of the shoe, so that the latter is slidable longitudinally; but as the'top part ofithe shoe, as seen in Figure 2, is extended upwardly, while a part 34 of the frame of the fender lies below the extension, it follows that the shoe, on sliding movement thereof, as seen in broken lines of the said figure, is pressed downwardly below its mating guide.

In order to operate the shoe, which is a switch actuator, asshall hereinafter appear, a link 35, slidably supported, as at 36, on the structure of the vehicle 14, is movable on operation of a pivot lever 37,.the top terminal of which is suitably located in the vehicle. The link 35 is provided at one end with a pin,which is movable vertically in an aperture inone end 38 of the shoe, during upward and downward movement of the latter.

The lever 37 includes anextension or arm 39, which is positioned between stops 40 and 41 of the link 35, so that on operation of a u: to.

said lever the shoe 32 is slidable, and the length of the sliding movement may be determined by the height of the stop 41. Contractible and compressible springs 42 and 43 are provided below the respective blocks 17, 21, and these springs find terminal anchorages on angle plates, which are attached below the blocks and below the rails of the structure, as clearly shown in Figure 4.

The switches are set, as shown in Figure 1, for movement of the vehicle over the track, which includes the rail 15, but in order to change the switches for -moving the machine over the rail to track which includes the rail 10 and switch 13, the lever 37 'is'operated to lowertheshoe 32, whereon the said shoe contacts with the post 17 to move the switches :into positions shown in broken lines.

No waiting time may be consumed for this operation, and no signalling apparatus or personnel may be required; the line or track :being selected by the engineer or driver of the vehicle, according ,to prearrangement.

The actuator or shoe-may be arrangedbefore ileaving a station or commencing a journey, for operating any number of switches, without manipulation by the engineer.

Another guide block and shoe shown at 3 1 and 32, maybe arranged opposite the poster block 21, and any lever, not shown, maybe used adjacent the traclrfor again movingrthe'switches after passage thereover of a locomotive or vehicle equipped with theactuatorof my improved switch controlling mechanism. A blocker guide 31, being used in place of a movable shoe 32, may be utilized to operate a switch post.

Itis obvious that changes maybe made in-the *form, construction and arrangement of the several parts, as shown, within the scope ot' theappended claims, without departing from the spiritof the invention, and Ido not, therefore, limitmyself to the construction and arrangement shown and described herein.

What I claim as new, anddesire to secure by Letters Patent of the United States,is

1. The combination with a vehicle track having a switch, means disposed below the switch and movable withsaid switch, of 'a post 'carriedby-the said means, and a switch actuator adapted to be carried on a vehicle for contacting with the post to move the switch for changing the course of a vehicle during its travel.

2. The'combination with a pair'of vehicle tracks, and a vehicle,'said tracks'having a pair of switches, which'latter have a time member, of a post carried on said member, guidemeans disposed adjacent said member, a rod mounted at one of its .endson said post and slidably movable at its opposite end on said means for guiding the switches during their movement, and switch actuating mechanism, said mechanism having a shoe mounted on the vehicle for contacting with the post to move the switches for changing the path of the vehicle during its travel from one track -to the other.

3. In combination with a pair of vehicle tracks, and a vehicle, said tracks having a pair of switches, which latter have a tie member, a post carried on said member, guide means disposed adjacent said member, a relatively movable rod including a hinge, said rod having one of its ends rigid with said post and having its opposite end slidably anounted -on said first means @wherby to yieldably guide the switches during their movement, and switch actuating mechanism, said mechanism having a shoe :mounted-on the vehicle for contacting with the postto move the switches for changing the path of the vehicle during its travel from one track to the other.

Signed at Hutchinson in the county of McLeod and State of Minnesota this 7th day of January, A. D. 1931.

ANDERS N. F. MOI-IR.

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