US1843766A - Switch throwing device - Google Patents

Description

Feb. 2, 1932. A.- J. GURNEY swncn THRDWING DEVICE Filed'May 9, 1929 3 SheetsSheet l gm'n ioz A J Gil/1265 W ltmm Feb. 2, 1932.

SWITCH THROWING DEVICE Filed May 9, 1929 3 Sheets-Sheet 2 A. .1. GURNEY 1,843,766

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Patented Feb 2, 1932 UNETED STATES PATENT ALBERT J. GUBNEY, OF CANTON, OHIO, ASSIGNOR TO THE AMERICAN MINE DOOR COM- IANY, OIE CANTON, OHIO, A CORPORATION OF OHIO SWITCH THROWING DEVICE Application filed MayjS, 1929. Serial No. 361,607.

The invention relates to devices for controlling the operation of rail switches, such as are used in mine tunnels or on other trolley lines.

In the operation of switch throwing devices commonly in use at-the present time, considerable difficulty is had with arcing at the trolley wire when the connection is broken with the contacts operating the device.

Another difficulty arises if the car or locomotive is brought to a stop when the connection is made with the contacts operating the device, as the heavy current load flowing through the trolley wirewill burn out the coils of the deviceif permitted to flow therethrough for too long a time.

The objects of the present invention include means for substantially reducing arcing at thetrolley wire, and means for limitthrower showing the method of connectinging the length of time that currentwill flow through the coils of the device under ordinary conditions.

Thus, with a coil of a given size, limited to I a given pull, the present arrangement provides for securing a greater pull from the same size coil,or the same pull from a smaller size coil. These results are accomplished due to the fact that sincethe current flows through the coils for only a very limited time, a current load much greater than that at which thecoils are rated may be employed. The present invention permits the use of very powerful coils, since the same are only energized for a fraction of a second and thus danger ofburning out the coils is eliminated.

, Further objects of the improvement are to provide a switch throwing device which will indicate to an approaching'car operator the position of the rail switch; to provide means for automatically reversing the position of the rail switch when a car approaching from one direction reaches a point at a fixed distance from the switch; to provide means for preventing the operation of the rail switch in case it is in the desired position when a car approaches; and to generally improve and simplify the construction and operation of switch throwing devices.

An embodiment of the invention thus set forth in general terms is illustrated in the accompanying drawings in which Figure 1 is a plan view of the improved switch thrower and a portion of the track, showing therelative position of the device and a rail switch;

Fig. 2, a plan view of thedevice with'the cover plateremoved, parts being broken away for the purpose of illustrating the internal members; ,7

Fig.3, a side elevation as on linev 3-3, Fig. 2, parts being broken away for the purpose of illustration; H

Fig. 4, an enlarged fragmentary elevation, showing the construction of'the contact arm and the relative position of the contacts;

Fig. 5, a fragmentary transverse sectional view as on the lines 55,Figs. 3 and 4; and Fig. 6, a wiring diagram of the switch it with the trolley wire.

Similar numerals refer to similar parts throughout the drawings.

The switch thrower indicated generally: at 10, may be mounted on beamsorties 11, or the like, and includes a housing 12 having a cylindrical portion 13. Solenoids 14 and 14' are located within the cylindrical portion 13, their axes being in alinement. Disks 14", preferably of insulation material, are provided at each end of the solenoids 14 and 14 to properly insulate the solenoids from each other and from the housing.

JAn armature 15 is slidably mounted in a tube formed thereonatoggle yoke 22 to which I the link 18 is connected. A bar 24 is pivotally mounted in the ends of the arms 23 and 23 of'the yoke 22, and the top of the bar. 24 has rigidly mounted thereon a head25.

One end of a rod 26 is arranged to slide in the head 25, through an aperture 25, and the other end is rigidly mounted in a head 27. A helical spring 28, interposed between the head 25 and the head 27, urges the head 25 to slide outwardly from the head 27 upon the rod 26.

The head 27 is pivotally mounted, by means of a pivot pin 29, in the enclosed end 30 of a large toggle yoke 31 having arms 32 and 32. The arm 32 is pivoted at the open end of the yoke 31, as at 38, upon a bracket 34, formed upon the housing 12, and the end of the arm 32 is pivotally mounted in the housing 12 by means of a pin 85 journaled in a boss 36 and alined with the pivot 38.

As best shown in l ig. 4, an insulation bar 37 is bolted upon the under side of the arm 32', by means of bolts 38, and an insulation plate 89 is inserted between the arm 32 and the bar 37.

U shaped brackets 46 and 40 are bolted to the insulation bar by means of bolts 41 and 41, respectively, and the heads of these bolts are insulated from the arm 32 by means of the insulation plate 39. lhe brackets 40 and 40 comprise the vertically depending flanges 42 and 42, respectively, and web members 43, 44, and'43 and 44 respectively.

The web members 44 and 44 have formed thereon bosses 45 and 45, respectively, in which bolts 46 and 46' are slidably mounted. The bolts 46 and 46 have formed thereon rectangular contact heads 47 and 47, respectively, arranged to slide in rectangularapertures 48 and 48 formed by flange 42 and web-members 43; and flange 42 and web members 43, respectively.

Nuts 46a and 46a act as stops to limit the downward movement of the bolts 46 and 46, respectively, and the contacts 47 and 47 are electrically connected by means of a wire W. Compression springs 49 and 49 resist the upward movement of contact heads 47 and 47 respectively, when they make connection with lower contacts 50 and 50.

The lower contacts 5O'and 50" are rigidly mounted in stationaryinsulation blocks 51 and 51, which are secured to'the housing 12. A pair of contacts 52 are also mounted in the locks 51 and 51 and make connection with a contact 53, mounted on one end of the bar 37 and grounded againstthe arm 32.

The lower end of the shaft 21 has fixed thereon a rocker arm 54, which is pivotally connected as at 55 to a link 56, which may be operativelv connected to rail vitch 57, as shown in Fig. 1

A conductor 58 leads from a trolley contactor 59, located just above the trolley wire T, as shown diagrammatically in Fig. 6, to the solenoid 14, and a similar conductor 58 leads from a similar trolley contactor 59 to the solenoid 14.

A conductor 60 connects the solenoid 14 WiJll the contact 50 of the block 51, and a conductor 60 connects the solenoid 14 with the contact 50 of the block 51. Conductors 61 and 61 lead from contacts 50 of the blocks 51 and 51, respectively, to the trolley wire T.

Conductors 62 and 62 lead from contacts 52 of blocks 51 and 51, respectively, to signal lights 63 and 63, which may be mounted from that direction. A car approaching from the opposite direction will automatically operate the switch if it is not in the proper position by the engagement of its wheels with the members 57.

Referring to the wiring diagram, Fig. 6, the operation of the device is as follows:

As a car or locomotive approaches a rail switch in the direction of the arrow, the trolley wheel 65, which is connected through the switch 66, normally closed, to the motor 67 and thence to the ground 68, passes under one of the trolley contact-01's 59, which is placed at a predetermined distance from the rail switch along the track. The contactor 59, being spaced from the trolley wire T and having a taper on its under side, causes the trolley wheel 65, by reason of this taper, to be depressed from and break connection with the trolley wire T.

At this moment, if the toggle switch 20 is in the position shown in Fig. 2, current will flow from the trolley wire '1, through conductor 61 to contact 50, of the block 51, hence through conductor 60, solenoid 14' and conductor 58 to trolley contactor 59; and thence through trolley wheel 65, switch 66 and motor 67 to the ground 68.

When the solenoid 14 is thus energized,

armature 15 is pulled toward it, rotating the shaft 21, and thereby changing the position of the rail switch 57 When armature 15 has nearly completed its travel, the spring toggle switch 20 is thrown, bringing the con tacts 47 and 47 in contact with contacts 50 and 50 of the block 51.

Thus current instantly ceases flowing through the solenoid 14, as soon as rail switch 57 is thrown, and as the trolley wheel travels past the contactor 59. it will make contact with the trolley wire T, and again supply the motor 67 with current directly from the trolley wire T.

It will be seen that no matter how long the trolley wheel is in contact with the trolley contactor, current is prevented'from flowing through the solenoid long enough to damage the wiring. V

Arcing is practically eliminated at the contactor which is in the closed circuit due to the fact that when the trolley wheel is pulled away from the trolley Wire by the contactor, current is flowing through the contactor to the trolley wheel: and when the trolley wheel leaves the contactor, current is again flowing through the trolley wheel from the trolley wire T.

The signal lights 63 and 63 are connected across the trolley wire T andthe contacts 52, as shown, so that when the toggle switch 20 is in the position shown in Fig. 2, the light 68 is on, properly indicating the position of the rail switch; and when the toggle switch 20 is thrown, and the position of the rail switch changed, the light 63 is extinguished and the light 63 comes on.

Now if the position of the toggle switch 20 is reversed from that shown in Fig. 2, when the car or locomotive approaches the rail switch, the trolley wheel 65 passing under the contactor 59 will have no effect upon the armature 15, as the circuit is broken between contacts 50 and 50' of the block 51. But when the trolley wheel 65 passes under the contactor 59, the solenoid 14: will be energized, reversing the position of the rail switch 57 and the toggle switch 25.

If, when the car or locomotive approaches the rail switch, it is seen by means of the sig nal lights 63 and 68 that the switch is in the position desired, the operator may by opening the switch 66, coast past the contactors without changing the position of the switch.

Although the housing containing the switch throwing mechanism is illustrated as located in a horizontal position, it should be understood that in cases where there is not sutficient room to so locate the housing, the same may be placed in vertical position, as against a wall of a mine tunnel, without dedarting from the invention.

It will be seen that should the car be brought to a stop with the trolley wheel in contact with either of the contactors, the coils will not burn out, as for example if the trolley wheel is in contact with the contactor 59, with the switch in the position shown in Figs. 2 and 6, the current will first flow through the coil 14 and the switch Will be thrown to the opposite position. In this position no current will flow through the coils since the circuit through coil 14 is broken and the switch andcoil 14: are in a separate circuit with the contactor 59. Thus the pro-.

vision of the two contactors at the forward side of the rail switch prevents burning out of either coil in the event the trolley wheel comes to rest in contact with one of the contactors.

I claim:

1. Rail switch actuating mechanism including a pair of solenoids, an armature located through the solenoids, a rail switch operatively connected to the armature, an independent circuit for each solenoid, means common to both circuits for simultaneously breaking one circuit and closing the other, and independent means for energizing each solenoid.

2. Hail switch actuating mechanism .including a pair of solenoids, an'armature 1ocatcd through the solenoids, a rail switch operatively connected to the armature, an independent circuit for each solenoid, a switch operatively connected to the armature for simultaneously breaking one circuit and closing the other, and independent means for energizing each solenoid.

3. Hail switch actuating mechanism including a pair of solenoids, an armature located through the solenoids, a rail switch operatively connected to the armature, an independent circuit for each solenoid, a toggle switch operatively'connected to the armature for simultaneously breaking one'circuit and closing the other, and independent means for energizing each solenoid.

4. Rail switch actuating mechanism including in combination with a trolley, a trolley wheel normally engaging the trolley, a pair of solenoids, an armature located through the solenoids, a rail switch operatively connected to the armature, a separate circuit for each solenoid, a trolley wheel contactor in each solenoid circuit and located adjacent the trolley, whereby contact between the trolley wheel and each of the contactors will energize one of the solenoids, and means common to both circuits for simultaneously breaking one circuit and closing the other.

5. Rail switch actuating mechanism including in combination with a trolley, a trolley wheel normally engaging the trolley, a pair of solenoids, an armature located through the solenoids, a rail switch operatively connectedto the armature, a separate circuit for each solenoid, a trolley wheel contactor in each solenoid circuit and located adjacent the trolley, whereby contact between the trolley wheel and each of'the contactors will energize one of the solenoids and atoggle switch operatively connected to the armature for simultaneously breaking one circuit and closing the other.

In testimony that I claim the above I have hereunto subscribed my name.

ALBERT J. GURNEY.

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