US1886955A - Switch machine for railroads - Google Patents

Description

Nov. 8', 1932. w. K. HOWE SWITCH MACHINE FOR RAILROADS F'iled Dec. 21, 1929 3 Sheets-Sheet 1 Nov. 8, 1932. w. K. HOWE SWITCH MACHINE FOR RAILROADS 3 Sheets-Sheet 2 Filed Dec. 21, 1929 mm w luhm g 4 v6 R. A

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WM @027 4,1; ATTORNEY Nov. 8, 19 32. w. K. HOWE SWITCH MACHINE FOR RAILROADS Filed Dec. 21, 1929 3 Sheets-Sheet 3 FIG.9.

Z0 1: Mrmv Patented Nov. 8, 1932 UNITED STATES earner err-ice WINTER-OP K. HOWE, OF ROCHESTER, NEW YORK, ASSIGNOR T GENERAL RAILWAY SIGNAL COMPANY, OF ROCHESTER, NEW YORK SWITCH MACHINE FOR RAILROADS Application filed December 21, 1929. Serial No. 415,762.

This invention relates to electrically operated switch machines used in interlocking systems for railroads.

One object of this invention is to provide a compact and durable electrically operated switch machine which will be readily accessible for inspection, adjustment, and repair.

A further object is to construct a'switch machine having'an electro-magnetic brake incorporated within the operating electric motor, which brake is released by the application of operating current to the switch machine, and with which there is associated means whereby the switch machine may be manually operated without releasing sald electro-Inagnetic brake.

A still further object'is to provide a switch machine with a simple and durable operating mechanism having a locking means simple and positive in action.

Other objects, purposes and characteristic features will be in part apparent from the accompanying drawings andin part pointed out as the description of the invention progresses. V

In describing the invention in detail, reference will be made to the accompanying drawings, in which like reference characters designate corresponding parts throughout the several views, and in which V Fig. 1 is a plan view of a switch machine embodying the present invention with the cover therefor-removed, and'showing in a diagrammatic manner the application of such a switch machine to one typical type of railroad track switch layout; i

Fig. 2 is aside elevationalview of the switchmachine embodying the present invention;

Fig. 3 is a sectional viewshowing the normal locked condition of the locking means as taken on line 3 3 of Fig. 2 looking. in the direction of the arrows;

Fig. 41 182111 elevational view of the manually operable positive action clutch with certain parts shown in section;

Fig. 5 is a side elevational view showing the driving end 'ofzthe motor armature shaft and its cooperating driving key;

Fig. 6 is a side 'elevationalview of F ig. 5 rotated through ninety degrees;

Fig. 7-is a sectional view taken on line 77 of Fig. 4 looking in the direction of the ar' rows;

Fig. 8 is a sectional view showing the de tailed construction of the operating contact mechanism as taken on line 88 of Fig. 2 looking in the direction of the arrows;

Fig. 9 is a sectional viewshowing the un locked condition of the locking means which is shown in a locked condition in Fig. 3;

Fig. 10 is a circuit diagram for the switch machine and its operating contacts.

Referring to the accompanying drawings, F 1g. 1 shows in a diagrammatic mannera typical single track switch layout TS com prising the stock rails 1 and 2 of the main or strai ht track and the associated movable p0ints'3 and l. This construction is of:the usualtype, where the movable switch points 3 and 4 are interlocked by an adjustable connecting rod 5, to which a throwrod TB of a switch machine SM, constructed according to the present invention, is connected.

This track switch TS is of the type having associated-therewith a point locking mechanism LMlocatedbetween the stock rails 1 and 2 and facing the movable switch points3 and 4. i The locking mechanism LM is indicatedas operably: connected toa lock LR of the switch machine SM through suitable bars and rocker levers in a-manner well knownto those skilled in the art which, however, is specifically shownon page 8 of the March 23, 1929 issue of the Modern Transport published in England. The locking mechanism LM maybe of any suitable type where the switch points are locked thereby with the lock rod LR in either of two extreme (normal or reverse) positions, and where the switch points are unlocked'thereby with the lock rod LR in an intermediate position.

Y A suitable case for the switch machine SM is provided for housing the various operating gears, the motor M and the operating contacts governed by the operating gears. This housing structure includes a base plate 6 which is shown as welded to a wall plate 7 extending around the switch machine SM.

A cover 8 is separated from the wall plate 7 by a gasket 9 which provides a moisture proof joint when said cover 8 is suitably clamped in place. Four L shaped brackets 10 are welded to the wall plate 7 for mounting the switch machine upon two suitably spaced ties by the usual lag screws.

The base plate 6 has a circular opening near the central portion of the switch machine through which the frame of the motor M may pass (see Fig. 2). 'A protruding ring around the frame of the motor M serves to suitably support it in the opening where it is secured by four tap screws 11 (see Fig. 1) Such an arrangement permits the replacement of motors in a readily accessible manner by merely removing the four tap screws 11 and raising the motor M in a vertical direction.

At the left of the motor M (see Fig. 2), the base plate 6 is offset to a raised plane to provide space for the lock rod LR to pass between the base of the switch machine and one of its supporting ties, when said'lock rod is moved to a reverse locked position. The offset of the base plate 6 also provides space for journal bushings 12 and 13 that are welded to the underside of the base plate 6.

A driving cam member 15 is keyed to one end of a shaft 16, and a driving arm 17 is keyed to the other end of said shaft so that any thrust imparted to said cam member 15 will be transmitted to the track switch TS through the throw bar TR which is connected to said driving arm 17. The upper end of the shaft 16 is journaled in a bracket member 18 that is suitably secured by'bolts 19 on each side by U-shaped brackets 20 which are welded to the base plate 6 and the wall plate 7. Mounted on the shaft 16 and rotatable thereon is a lock cam member 21 which is keyed to a lock arm 14, so that any motion which is imparted to lock cam member 21 will be transmitted through the lock rod-LR to the lock mechanism LM. The shaft 16 and the lock cam member 21 is suitably journaled, in passing through the base plate 6, by the journal bushing 13.

A main drive gear 22 is pivotallysupported between the base plate 7 of the switch machine SM and the bracket 18 by a shaft 23 passing through the three elements and the journal bushings 12. On opposite sides of the main drive gear 22 and integral therewith, are circular cam surfaces 22 and 22 respectively. An operating roller or main drive pin 24 is mounted on the upper side of the main drive gear 22, while lock driving pins 25 and 26 are mounted on the underside of said main drive gear. A portion of the circular cam surfaces 22 and 22", opposite each of their respective driving pins, is depressed to'provide recesses for reasons hereinaftermentioned (see Fig. 2).

The driving cam member 15 has a notch 15 (see Fig. 1) for receiving the main drive pin 24 when the main drive gear 22 is rot-ated. On each side of this notch 15*, there are circular cam surfaces 15 and 15 respectively, which coincide with the cam surface 22 when the track switch TS is either in a normal position or in a reverse position respec tively. Vith the track switch TS and switch machine SM in normal positions, as shown, the cam surface 15 coincides with the cam surface 22 on the main drive gear which prevents any movement of the drive cam member 15, the cam surface 15 has a circular shaped concentric with the cam surface 22. Likewise, the cam surface 15 has a similar shape which is concentric with the cam surface 22 when the track switch TS and switch machine SM are in reverse positions, which then prevents rotation of the drive cam member 15.

When the main drive pin-2=1 is rotated in a clockwise direction and engages the notch 15, the recess in the cam surface 22" opposite the pin 24: allows the cam surface 15 to be sufiiciently disengaged to permit the main drive pin 2-1 to cause the drive cam member 15to be rotated in a counterclockwise direction. However, as soon as the maindrive pin 2 disengages the notch 15, the cam surface 22 engages the cam surface 15 in a manner to lock the drive cam member 15 from further movement. 'As the drive cam member 15 is connected to the throw rod TR, it is obvious that the tr ck switch TS is operated thereby.

The lockarm 14, which is connect-ed to the lock rod LR, is similarly caused to be operated by the cooperating action between the cam member 21 and the driving pins 25 and 26. lVhen the drive pin 2" is rotated in a clockwise direction from its normal position, (see Fig. a notch 21 is engaged thereby. At the same time, the cam surface 21 is released from engagement with the cam surface 22 (see Fi 9), so that the cam member 21 is caused to be rotated in a counterclockwise direction until the drive pin 25 disengages the notch 21, at which time the cam surface 22 engages the cam surface 21. As the main drive gear 22 continues rotation, the drive pin 26 engages the notch 21 at the time the cam surface 22 disengagcs the cam surface 21. The cam member 21 is aga n rotated in a counter-clockwise direction until the drive pin 26 discngages-the notch 21 and the cam surface 22 engages the cam surface 21 to lock the cam member 21 in its full reverse position. I; is obvious, that the lock rod LR thus caused to. assume two extreme locked positions and one intermediate locked position during the operation of the main drive gear 22 from a'full normal position to a full reverse position.

The cam members 15 and 21 thus constitute, in connection with the drive gear 22, a

positive drive escapement gear means inserted in the gear drive train for the switch parts. the main drive gear 22 as a pinion 21, which is driven by the Drake snoes of a friction clutch including segments 28 and 29 located inside a gear member 30 (see Fig. .2). The segments 28 and 29 caused to engage the inside of the" gear 30 with the required friction established by the adjusting of screws 31. This gear '30 is driven bya pinion 32 which is rotated'by an armature shaft '33 of the motor M (.seel ig. 4). The pinion 27, segments 28 and 29, and gear 30 are suitably supported upon asha'tt which is secured to a boss on the side of the frame of the motor M. T V i The key'34 in part comprises a positive action clutch arrangement for dis-engaging the motor shaft 33from the pinion 32. This key 34 is caused to assume an upper extreme position in a slot 33? on the armature shaft 33 by a coil spring 35 (see Fig. 5), so that normally the key 34 engages the pinion 82 in one of the two slots provided therein (see Fig. 7 The pinion 32 is held in position by suitable means attached to the frame of motor M for permitting the rotation of pinion 32 but preventing any vertical motion on the shaft 33. i p

. The gear 32 is provided with two holes on its upper side in which the prongs 38 and 39 of a hand-crank C may be inserted. This permits the pinion 32 to be manually rotated in either direction when the key 34 has been depressed, a suitable distance to disengage said pinion, by the prong 95 on said crank C.

Associated with the pinion 32 is a protective arrangement having a shield 41 which prevents the use of the crank C unless said shield 41 has been pushed to one side. The shield 41 is attached to pivot arm 42 which is operably connected to a contact block 43 having the contact 44 which closes the ()Pfil'tttring circuit for the motor M through fixed contacts 45, 46 and 47. Thus, by including the movable contact 44 and the fixed contacts 45, 46 and 47 in the operating circuitflof'the switch machine motor, application of power to the switch machine motor is prevented when the crank C is properly inserted in the pinion 32 for manual operation of the switch machine. 1

Associated with the motor 'M is a brake arrangement which is normally biased to a braking condition, but is released by the application of power to the motor, as the brake armature 55 is attracted to a releasing condition by extended pole pieces 56, which are energized by the magnetism in the field windings of the motor M. This brake includes a disc 50 which is rotated by the armature'A of the motor M. Non-rotatable discs 51 and 52 are located on opposite sides of the disc 50 and are biased together by springs 53 and 54. These discs 51 and 52 are caused to be separated when the brake armature .55 is attracted to the extending pole pieces 56, as the rods 55 interconnect the brake armature 55 and the non-rotatable disc 52. The detailed construction of a similar electro-magnetic brake as included Within anelectric motor, is set forth and described in detail in my pending application Ser. No. 399,548 filed October 14, 1929. 1 a

At the extreme right hand end of the, switch machine SM (see Fig. 1), brackets 57 and 58 support two insulated terminal blocks 59 and 60 respectively upon which are mounted certain fixed contacts. A movable contact block 62 is suitably supported by rods 96 which interconnect the brackets 57 and 58. This movable contact block 62 carries suitable movable contacts 63, 64,65 and 66 for interconnecting certain pairs of fixed contacts when in the predetermined positions that are assumed as the movable contact block 62 is caused to slide upon rods96 by the lever70. The lever 70' is pivotally supported on a bracket 71 being caused to assume a central position bybiasing springs 80 and 81 mounted upon guiding pins 82 and 83 respectively, except when actuated to either of two extreme positions respectively by the switch machine assuming either a normal or a reverse extreme locked condition. This is accomplished by the provision of two rods 72 and tions respectively. At the right-hand end of the rods 72 and 73 mesh es 76 and 77 respectively, one of which comes into contact with the lever 7 0 according to the position of the main drive gear 22 which causes said lever 7 O to rock to a corresponding one of its extreme positions. Thus, it is obvious that when the switch machine is in operation and the main drive pin 24 is not in contact with either of the shoes 74 or '7 5, springs 80 and 81 cause the lever 70 to operate the movable contact block 62 to a central intermediate position. 7

Operation 07 the system The operating circuits used with the switch machine of the present invention are shown in simplified" and diagrammatic manner in Fig. 10 of the drawings. Thewell known locks, indication devices, cross protection means and the like, usually employed in a complete interlocking system, have been omitted to avoid complication in the description of the present invention. The switch machine SM is shown as controlled from the tower by the usual lever L, which is moved from one extreme position to another by the operator to operate the switch machine SM from a full normal position to .a full reverse may be any other convenient or suitable source.

The switch machine SM has an armature A. and two field windings F and F which cooperate to produce the torque of the motor M in a direction to operate the track switch TS to a normal position when the field winding F is energized in series with the armature A; and in a direction to operate the track switch TS to a reverse position, when the field winding F is energized in series with the armature A. This is accomplished by the cooperation of the operating contacts.

With the parts of the switch machine SM in a normal position as shown in Figs. 1, 2, and 3, the operation of the switch machine in throwing the switch from the normal to the reverse position will be briefly described with reference to Fig. 10. The control lever L is moved to a lower dotted line position (see 10) thereby establishing a reverse operating circuit for the motor M. This reverse operating circuit is traced as follows from the positive terminal of battery BT, through wire 80, lever L in a dotted line position, reverse operating wire 81, contacts 63-82, wire 83, contacts -84, wire 85, field winding F wire 86, contacts 45, 44 and 47, wire 87, armature A, wire 88 to the negative terminal of battery BT.

The motor M' being supplied with electric current which releases the electro-magnetic brake incorporated therein, its armature shaft drives the pinion 32, gear 30, friction clutch segments 28 and 29, pinion 27, main drive gear 22- and pins 24, 25 and 26. The pins 24, 25 and 26 are moved by the main drive gear 22 in a circular path in a clockwise direction, as is obvious from Fig. 8.

- 11S soon as the main crive gear 22 disengages the shoe 74, the movable contact block 62 is caused to assumea centralposition, which provides that the motor M could then be immediately operated in the opposite direction by moving the lever L back to its normal position. This may be accomplished in a considerable time before the track switch TS is unlocked, as it is obvious that the drive pin 25 must be rotated to engage the lock cam member 21before the cam' surface 22". disto a reverse position. As soon as the operation of the track switch TS is completed to a regized, the electro-magnetic brake incorporat ed therein prevents further rotation of shaft 33 until operating power again applied.

The operation of the switch machine from the reverse condition to the normal condition is an inverse function ofthe operation just explained and will not be set forth in detail, with the exception of the normal operating circuit, which is traced as follows :'.from the positive terminal of the battery BT, through wire 80, lever L in a normal full line position, normal operating wire 89, contacts 64-90, wire 91, contacts 6692, wire 93, field winding F wire 94, contacts 46, 44 and 47, wire 87, armature'A, wire 88, to the negative terminal of batteryBT. This normal operat ing circuit may be closed by the movement of the lever L to a full line position when the switch machine is in reverse condition, and is opened at thecontacts 64-90 and 6692 as soon as the switch machine reaches the normal condition in correspondence therewith.

Having described one specific embodiment of the present invention, it is tobe. understood that the construction and arrangement of parts specifically shown are to facilitate in the disclosure rather than to limit the form, size or proportions of any embodiment which the present invention might assume; also, that various modifications, adaptations and alterations may be made to the specific embodiment shown without departing from the scope of the invention as demanded by the appended claims. I

Having described my invention, 1 now claim 1. In combination with a railroad track switch, a power operated switch machine having an electrically driven motor, an electromagnetic brake released bythe applicationof electrical potential to said motor, and means for manually operating said switch machine, which means, when utilized, disengages said motor and said brake from said switch machine. v

2. In combination with a railroad track switch, a power operated switch machine having an electric motor, an electro-magnetic brake preventing operation of said motor except when normal operating potential is applied to said motor, and means for manually operating said switch machine without operating said motor.

3.- In combination with a railroad track 4. In combination with a power driven switch machine and a track switch operated thereby, a power dr1v1ng means, a clutch means operatively connecting said power driving means to said switch machine, means for manually drving said switch machine, and means releasing said clutch means when said manual driving means is operated.

5. In combination with a power driven switch machine and a track switch operated thereby, a. power driving means, a positive engaging clutch connecting said power driving means to said switch machine, hand-crank means for manually driving said switch machine, and de-clutching means for releasing said clutch when said hand-crank means is operably located.

6. In combination with a power driven switch machine and a track switch operated thereby, an electric motor, an electro-magnetic brake released by normal application of power to said motor, a positive engaging clutch connecting said motor to said switch machine, insertable hand-crank means for manually operating said switch machine, and tie-clutching means active when said handcrank is inserted.

7. A switch machine comprisingdriving pins operated in a circular path, a cam member having notches for receiving said driving pins and thereby receiving their thrusts, said cam member having locking cam surfaces adj acent said notches and concentric with said circular path when said cam member is in certain positions, and an annular cam member concentric with said circular path and engaging one of said locking cam surfaces when said cam member is in a particular position, said annular cam member having a recess adjacent each of said driving pins.

8. In combination with a track switch, a switch machine comprising a driving pin operated in a circular path, a pivoted cam member having a notch for receiving said driving pin and having a locking cam surface on each side of said notch concentric with said circular path when said pivoted cam member is in a certain position, a throw bar connecting 2 said pivoted cam member with said track switch, and an annular cam member concentric with said circular path and engaging one of said locking cam surfaces when said pivoted cam member is in certain positions.

9. In combination with a track switch, a switch machine comprising, a main drive gear carrying a driving pin and an annular cam having a recess adjacent said driving pin, a pivoted drive member operably connected to said track switch and having a jaw to re ceive' said driving'pin andrhaving cam surfaces coacting with said annular cam, and azmotorwith gearing for alternately operating 'saidimainidriv-e gear in opposite directionsto' reciprocate said track switch.

' .10.. In combination withsatrack switch, a switch machine comprising'an' operating gear adapted: to have a hand-crank attached thereto to permit manual operation of said switch machine, 'a-driving means m-eans de-clutching saiddriving'means from said operating gear when-said crank is attached, and a protective device associated with said operating gear and requiring operation of said device before saidcrank can be attached.

11. In combination with arailroad track switch, an'electric motor, a main drive gear carrying a driving pin and being operated bysaid electric motor, an annular cam attachedto said drive gear which cam is provided with a recess opposite said driving pin, a pivoteddriving cammember cooperating with said annular cam and connected. tosaid track switch and having a aw for receiving said drive pin, and contacts operated to extreme positions by said drive pin when in corresponding extreme positions, whereby said track switch may be operated from. a remote point to-either of two extreme locked positions.

12. In combination with a railroad track switch, a power operated switch machine having an electric-motor, a brake actively released by authorized operation of said motor, manual means for operating said switch machine, and means for disengaging said-'motor and said brake'from said switch machine before said manualmeans is in an operablecondition.

13. In a power driven switch machine for railroads, an electric motor, a brake'preventing operation of-said electric motor except when actuated, a positively engaging clutch device operably connecting said motor to said switchmachine, said clutch device including, a pinion for operating said switch machine, a shaft of said motor extending through said pinion, a key normally preventing rotation of said pinion on said shaft, aspring'biasingmeans holding said key in its normalposition,hand crank means for rotating said pinion, and means causing. said key to disengage said pinion when said hand crank means'is operably located.

14. A switch machine comprising driving pins operated in a circular path, a driven cam member having notches for receiving said driving pins and thereby receiving their thrusts, said cam member having locking cam surfaces adjacent said notches with said locking cam surfaces each concentric with saidcircularpath successively as said cam member is successively moved to its respective;positions, and a cam member concentric with said circular path and capable of ensum gaging any one of said locking cam surfaces depending upon the position of said driven cam member, said engaging condition causing said driven cam member to be locked thereby preventing its movement, said cam member being recessed adjacent each of said driving pins for permitting the movement of said driven cam member from one of its locked positions to another.

15. In combination with a railroad track switch, an electric motor having an electromagnetic brake, a main driving gear carrying a driving pin, an annular cam integral with said main driving gear, said annular cam having a recess opposite driving pin, a pivoted driving cam member connected to said track switch and cooperating with said annular cam in a manner to be locked in extreme positions, said pivoted driving cam member having a jaw for receiving said drivinp' pin to thereby receive its thrust, manually operable means for operating said switch machine, and means connecting said electric motor to said main driving gear, said means including a positive action clutch which is actively disengaged when said manually 0perable means is in an operable condition.

16. In combination with a railroad track switch and a point locking mechanism therefor, an electric motor having an electromagnetic brake, a main driving gear operated by said electric motor, said main driving gear carrying a maindrive pin on one side and two other drive pins on the other side, said other drive pins being displaced by one hundred eighty degreesfrom each other and symmetrically located in respect to said main drive pin, one annular cam member having a recess adjacent said main drive pin with said annular cam member located on said one side of said main driving gear, a main drive cam member connected to said track switch and cooperating with said one annular cam member in a manner to be locked in extreme positions, said main drive cam member having a jaw for receiving said main drivepin to thereby receive its thrust, another annular cam member having a recess adjacent each of said other drive pins with said other annular cam located on said other side of said main driving gear, another drive cam member connected to said point locking mechanism and cooperating with said other annular cam member in a manner to be locked in extreme positions and in an intermediate position, said other drive cam member having two jaws for receiving said other drive pins respectively to thereby receive their thrusts, hand crank means for operating said switch machine, means for disconnecting said motor with said brake from said main driving gear when said hand crank means is operably located, and contacts operated to extreme positions from biased intermediate positions by said main

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