US2373517A - Railway switch operating apparatus - Google Patents

Description

April 10, 1945. G. 1.. TEMPLE 2,373,517

I RAILWAY SWITCH OPERATING APPARATUS Filed Nov. 20, 1942 6 Sheets-Sheet 1 ory L [I /22,010 an: m

H15 ATTORNEY Z A I INVENTOR April 1945- G. TEMPLE 2,373,517

RAILWAY SWITCH OPERATING APPARATUS Filed Nov. 20, 1942 6 Sheets-Sheet 2 INVENTOIQ 2/ we Z. fimp/e 5y 5: first m H155 ATTORNEY April 10, 1945. G. L. TEMPLE RAILWAY SWITCH OPERATING APPARATUS 6 Sheets-Shet 3 Filed Nov. 20, 1942 IN V EN TOR Garye impfe H/J ATTORNEY April 10, 1945 e. L. TEMPLE 2,373,517

RAILWAY SWITCH OPERATING APPARATUS Filed Nov. 20, 1942 v 6 Sheets-Sheet 4 INVENTOR A George [2922,2969

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H15 ATTORNEY Apfil 10, 1945. 1 TEMPLE 2,373,517

RAILWAY SWITCH OPERATING APPARATUS Filed Nov. 20, 1942 6 Sheets-Sheet 5 INVENTOR HA5 ATTORNEY April 10, 1945. I G. 1.. TEMPLE RAILWAY SWITCH OPERATING APPARATUS Filed Nov. 20, 1942 6 Sheets-Sheet 6 NQMR INVENTOR 62 0/3705. fl n 0Z9 171.3 ATTORNEY Patented Apr. 10, 1945 v i UNITED STATES PATENT OFFICE RAILWAY swrrcn OPERATING APPARATUS George L. Temple, Rosedale Heights, Pa., assignor to The Union Switch &-Signal Company, Swiss- V vale, 'Pa., a corporation of Pennsylvania 1 Application November 20, 1942, Serial No. 465,301

8 Claims. (Ql. 246-291) My invention relates to railway switch operatin apparatus, and particularly to manually.con-' trolled switch operating apparatus for switches of the type which are intendedto be trailed.

()ne object oi my invention is to provide novel and improved apparatus of the type described including within a single housing manually operable means for throwing the switch to either extreme position and for subsequently yieldingly holding'it in either extreme position to which it is thrown, means'for locking the switch in one extreme position for iacingpoint moves over the switch and. for automatically unlocking it mechanically for trailing moves-and means for preventing objectionablesl'apping of the points while a train is trailing the switch.

partly in section of the switch operating apparatus shown in Fig. 1. Fig. 3 is a vertical longitudinal sectionalview of the apparatus shown in Fig.2 taken substantially on-the line III-III of Fig. '2. Figs. l and 5 areviews similar to Fig. 2

showing theswitch operating apparatus in .different operating positions. Fig. 6 is anenlarged right-hand end view of a buffing device D forming part of the apparatus illustrated in Figs. ,2, 3.. 4 and 5. Figs. "7 and 8 are vertical longitudinal sectional views of the device D shown in Fig. 6

taken "on the lines VIIV II and VIIIVIII, re-

spectively, of Fig. 6. Fig.9 is a sectional view taken on the line IX-IX of Fig. 7.. Fig. 10 is a view simi-lar to Fig. 1 showing a railway switch provided with another form of switch operating apparatus embodying my invention. Fig. 11 ,is an enlarged top View partly in section of the switch operating apparatus. shown in Fig. ,10.

Fig. 12 is a vertical sectional view of the appa ratus shown in Fig. '11. Fig. 13 is a fragmentary sectional View showing .a portion of the buffing device D'I forming part of the apparatus illustrated in Figs. ll and 12. Fig. .14 is .a detail view of a Portion of the apparatus shown in Figs. 11 and 12. .Fig. 151s a detail sectional view taken on the line XV--XV.of. Fig. 11.

Similar reference characters refer to similarmeans of an operating rod 9 which is connected withthe head rod 6 throu h the medium of th usual switch basket I 0. When the switch occupies its normal position in which it is shown in Fig. 1, the movable rail 2 engages the fixed rail I, and the movable rail 2c is spaced .a slight 0115+ tanee from the fixed rail Io. When the switch is reversed, however, the movable rail 2a then en ages theiisxed rail Ia, and the movable rail 2 is spaced from the fixed rail I.

Associated with the switch A is a switch operatin mechanism B-embodvine my nv ntion. As

here shown; the mechanismB comprises a casing I I having a main compartment I la provided with a removable cover'l3. A switch actuatingshal previously described operatingrod 9, the parts being so proportioned that rotation of the shaft I4. through .an angle of approximately will move the switch between its normal and reverse positions. 1

' The upper end of the shaft 14 .is providcd with a cam member 15 having .a cam surface 4.5a and a laterally projecting arm L51). The cam surface IiacoQnerates with a roller It provided on .a crank 11 vioumaled' between plates I8 and [9 secured together at their .end and disposed in vertic lly spacedrelation. The plates 8 and 1.9

comprise a driving member which shall d signate I.8-.I..9 and are mounted for longitudinal sliding movement insuitable guides lid provided .in the bottom of the compa tment 1.4.11". The upper plate .I8' is provided on itsupper :face with rack teeth 20 which mesh with .a pinion gear 22a mounted on .a shaft 22. The shaft .22

is square except for a rounded portion at each end, and is journaled at its endsin suitable bearn provided in th opposite sidewalls of th main compartment. I la. A hand thnowlever II is .fixed to the one outer -.end of the shafit 2.2 and provides means whereby the shaft may at times be rotated to reciprocate the driving member between two extreme positions.

The crank I1 is provided with a second roller 23 which cooperates with a thrust bar 24. The thrust bar 24 is attached to the one side wall of the casing II by means of a pair of spaced angularly disposed parallel slotted links 25 and 2E, and is operatively connected at one end with a spring rod 21. The spring rod 2'! extends through a guideway 28 into a spring compartment He formed in one end of the casing II, andis sur rounded within the compartment by a compressed coil spring 3| which constantly urges the spring rod toward the left as viewed in Fig. 2. A nut 33 is screwed ont the inner end of the spring rod, and provides a convenient means whereby the compression of the spring 3| may be readily varied. The parts are so proportioned that in any position to which the driving member Ill-I9 is moved, the spring 3| will act through the spring rod 21, thrust bar 24, and roller 23 to exert on the crank H a force which tends to rotate the crank in a counterclockwise direction as viewed in Fig. 2, and which force is opposed by engagement of the roller I6 with the cam surface l5a of the cam member !5.

The arm I5b of the cam member I5 is connected by means of a link 35 with the piston rod 36 of a bufling device D. This bufling device may have any preferred construction but as here shown (see Figs. 6, '7, 8 and 9) it comprises a cylinder I I f closed at one end by a cylinder head 31 and at the other end by a cylinder head 38; The piston rod 36 extends into the cylinder II through a stufilng box 39, and through a suitable opening 31a in the cylinder head 31 and is fastened to two spaced reciprocable pistons 40 and 4|. The cylinder Hf is intended to be filled with a suitable fluid such as oil, and the stufling box 39 forms a fluid tight joint through which the piston rod may slide.

The wall of the cylinder Hf is provided at its left-hand end with a leak groove I and at its right-hand end with a leak groove HJI. The function of the grooves I08 and I0! is to permit fluid to flow past the pistons under certain conditions which will be made clear hereinafter.

A reservoir II g which may also be filled with fluid is formed in the casing I I directly above the cylinder Hf. T e cylinder is constantly connected near its center with this reservoir by means of an opening 42 in the cylinder wall. The cylin der is also connected at its left-hand end with this res rvoir through two c axial ports 43 and 44 (see Fig. 8), and at its right-hand end with the reservoir through two coaxial ports I and 52.

The flow of fluid through the ports 43 and 44 is controlled by a pop et valve F comprising a valve member 45 carried by a valve stem 46, and coopcrating with a valve seat 43a formed in the end of the port 43. The right-hand end of the valve stem 46 is fluted and extends into the ports 43 and 44, while the lefthand end of the valve stem 46 slides in a guide bearing d7 formed in a plug 48 screwedv into a threaded opening in the cylinder head 38. A spring 49 having one end located in an annular recess 50 in the plug 48 to center the spring with respect to the valve stem,

engages the valve member 4-5 and constantly urges the valve member toward the valve seat 43a.

The flow of fluid through the ports 5| and 52 is controlled by a poppet valve G similar to the poppet valve F described hereinbefore.

shown, the poppet valve G comprises a valve member 53 carried by a valve stem 54 and coopcrating with a, valve seat 52a formed in the end of the port 52. The left-hand end of the valve stem 54 is fluted and extends into the ports EI and 52, while the right-hand end of the valve stem 54 is adapted to slide in a guide bearing 56 formed in a plug 51. The plug 51 also has formed therein an annular recess 58 which receives one end of a coil spring 59. The other end of the coil spring 59 engages the valve member 53 and constantly urges the valve member 53 toward the As here valve seat 52a.

The valves F and G are operated by two poppets Eli and 6|, respectively, which, in turn, are actuated by a cam 62a formed by cutting away a portion of a cam shaft 62, as best seen in Figs. 8 and 9. The tappet 60 is slidably mounted in two lugs 63 projecting upwardly from the wall of the cylinder llf into the reservoir Hg, and the tappet'IiI is likewise mounted in two similar lugs 64. The cam shaft 62 is journaled in two bearings 65 and 65 screwed into the side walls of the cylinder Hf, as best seen in Fig. 9. The outer end of the cam shaft 62 is provided with an arm 621) which is pivotally connected through an adjustable link 67 to a depending portion of lug 68 provided on one end of the driving member |8-- $9. The parts are s proportioned that when the driving member occupies its normal position in which it is shown in Fig. 2, the cam 62a is rotated out of engagement with the tappet 60 and into engagement with the tappet Bl so that valve F is closed and valve G is open. When the drivmember is rotated to its opposite extreme position in which it is shown in Fig. 5, however, the cam 62a is rotated out of engagement with the iappet BI and into engagement with the tappet To facilitate the insertion of fluid into the cylinder I I f, a screw plug 69 is provided in the reservoir I lg as best seen in Fig. 9.

Means are also provided for at times permitting fluid to flow freely from one end of the cyliner II) to the other, and for at other times retaining fluid in one end of the the cylinder or the other for a purpose which will be made clear presently. As here illustrated, these means comprise a magnet valve V connected between two pipes T0 and H which communicate respectively with the opposite ends of the cylinder Hf as shown in Fig. '7. The magnet valve V is of standard construction and comprises, briefly, a valve stem I2 attached to an armature "I3 and surrounded by a winding 74. The valve stem 12 is provided at its lower end with a valve member I5 which cooperates with a valve seat 15a, and is biased to an upper position in which the valve member is out of engagement with the valve seat by means of a flat leaf spring I5 interposed between the armature I3 and the upper end of the shell of the magnet. When the winding I4 is deenergized, the valve stem i held in its upper position by the spring 16 and under these conditions fluid can flow freely from one end of the cylinder Iii to the other through the pipes Ill and II. When, however, the winding 74 is energized, the valve stem moves downwardly to the position in which the valve member 75 engages the seat 75c, and under these conditions pipe 10 is disconnected from pipe 1!, so that fluid is prevented from flowing through the pipes 10 and II. The winding I4 of the valve V is connected with the rails I and la in series with a battery E (see Fig. 1) in such manner that winding 14 will become energized whenever a train passes over switch A- ineither direction.

. The switch operating apparatus further includes means for locking the switch points in their normal positions for facing point moves over the switch, and for automatically unlocking thepoints when a train trails the switch. As here illustrated, the locking means comprises a locking plunger 80 adjustably secured at one end to one end of a boltmember 86. The locking plunger 80 is reciprocably mounted for longitudinal sliding movement in suitable guides provided in the auxiliary compartment Nb of the casing H, and cooperates at the end oppositeto the bolt member 86 with a lock r'od L which is slidably mounted in the compartment H6 at right angles to the locking plunger. The lock rod L in the form illustrated is of standard con struction, and comprises two longitudinally adjustable bars 88 and 84 attached at one end to the front rod of the switch A and provided with registering notches 85 so disposed that these notches will align with the locking plunger 88 when and only when the switch A occupies the extreme position in which it is shown in Fig. 1.

The. bolt member 86 at the end opposite to the locking plunger extends with some clearance through a hole 8! provided in the lug 68 on the driving member l8-l9, and is provided with a screw jaw 88. The bolt member is surrounded between the lug 68 and a nut 89 which serves as part of the means for adjustably securing the bolt member to the locking member 80, by a compressed coil spring 90 that constantly biases the locking plunger in the direction to cause it to enter the notches 85 in the lock rod L.

For reasons which will become apparent as the description proceeds, the parts of the locking device are so proportioned that when the driving member l8--l9 is in its right-hand or normal extreme position in which it is shown in Fig. 2, the biasing spring 90 will tend to drive the locking plunger to an'extreme position which is beyond the desired locking position. The locking device is prevented from moving beyond the desired locking position under these conditions, however, by linkage which connects the bolt member 86 with the tie rod 8. As here shown, this linkage includes a slotted link '9! which is connected at one end to the screw jaw 88 by a pin 92. The other end of the link 9| is adjustably connected by means of a turnbuckle Sla (see Fig. 1) with one end of a connecting rod 93, the opposite end of which is pivotally connected with the long arm 94a of a bell crank lever 94. The bell crank lever 94 is pivotally supported in a crank stand 95,

and has its short arm 94b pivotally connected with one end of an operating rod 96. The other end of the operating rod 88 is connected with the previously described tierod 8 by means of a standard switch basket 91. The tie rod B may be located at any suitable location, but will preferably be located approximately half-way between the heel and the point of theswitch. The base of the crank stand 95 is secured both to a gauge plate 98 and to a tie strap 99 which is fastened at one end to the mechanism B, and it will be apparent, therefore, that any loss of adjustment between the parts due to creepage of the ties is efiecting the unlocking of the switch points during a trailing move, as will be made clear presently.

The operation, as .a whole, of the portion of the apparatus thus far described is as follows:

When the hand throw lever 21 occupies the ex treme position in which it is shown in Fig. 2, the driving member l8--l9 is held in its extreme right-hand or normal position, as viewed in Fig. 2, and under these conditions the crank I! is moved toward the right to a position in which the roller l6 carried -thereby engages the cam surface 15a on the cam member l5 some distance to the right of the axis of rotation of the "cam member. It will beapparent that when the crank l1 occupies this position, any force which is transmitted to it from the springs! will act through the cam member IS, the shaft Mend the arm I la to exert a'force on the movable rails 2 and 2a which urges them to their normal positions in which they are shown in Fig. Land the parts are so proportioned that under these conditions the spring 3| will transmit suflicient force to the crank I! through the spring rod 21, thrust bar 24 and roller.23 to yieldably hold the movable rails in their normal positions. When the mov able rails occupy their normal positions, the notches 85 in the lock rod L align with the looking plunger 88, and the locking plunger is therefore moved by the biasing spring 90 to its locking position in which the locking plunger. enters the registering notches 85, thus securely locking the switch points in their normal positions.

When it is desired to reverse the switch, the hand throw lever 21 i rotated from the extreme position shown in Fig. 2 to the extreme position shown in Fig. 5'. This movement 'of thehand throw lever causes the driving member Ill-19 to move from its extreme right-hand position in which it is shown in Fig. 2 toits extreme left-hand position in which it is shown in Fig. 5. As soon as the driving member i 8-'-l9 has moved a relatively short distance in response to this rotation, the lug-68 carried thereby moves'into engagement with the screw jaw 88 on the bolt member 86 of the locking device; and as a result, as the driving member continues to move, the'locking device is moved with the driving member, thus 'witha drawing the locking plunger .88 from engagement with the notches B5 in the lock' rod L, and hence unlocking the movable rails 2 and 2a. The move a ment of the driving member will, of course, cause the crank l! to move toward the left with'the driving member, and the parts are so proportioned thatwhile the locking plunger 88 is being withdrawn from engagement with the notches in the lock rod L the roller 15 will continue to engage the cam surface lfia'to the right of the pivotal axis of the shaft I4, but that, as soon as the locking plunger has been completely withdrawn from engagement with the notches 85, the roller will move past the pivotal axis of the shaft M with the result that during .the balance of the movement of the driving member the roller I6 will then engage the cam surface l5a to the left of the pivotal axis. It follows, therefore, that during that portion of the movement of the driving member which is necessary to unlock the movable rails, the spring 3! will continue to bias the movable rails to their normal positions, but that,

as soon as the movable rails have become un-' gagement with the end of the slot in the link. As soon as the movable rails have started to move,

however, the resultant movement of the tie rod 8 acting through the switch basket .91, operating rod 96, bell crank lever 94, and the connecting rod 93 causes the slotted link to move. in the same direction that the driving member is moving, although the time of motionand the rate of motion of the slotted link will bear no direct relation to the movement of the driving member.

The movement of the driving member |8-|9 toward the left, in addition to unlocking the switch and causing the switch rails to reverse in the manner just described, also acts through the lug 68, link'fil, and arm 62b to rotate the camshaft 62 of the bufiing device D in a clockwise direction as viewed in Fig. 8, while the movement of the cam member l which takes place while the switch rails are reversing causes the pistons 40 and 4| of the bufiing device D to move toward the right. The construction of the cam 620: formed onfthe camshaft 62 is such that during the movement of the switch, valve G of bllffing device D is held open until after piston 4| has moved past the left-hand end of leak groove NH, and valve F is opened as soon as piston 40 has reached the right-hand end of leak groove I00. As a result, the movement of the pistons 40 and 4| toward the right under these conditions causes fluid to flow from cylinder If on the right-hand side of piston 4| past valve G into reservoir Hg until piston 4| has passed the left-hand end of the leak groove |ll| (see Fig. 8), whereupon valve G closes, and fluid in the right-hand side of piston 4| thereafter flows through leak groove l8! into cylinder ll) between pistons 48 and 4|. During this movement, fluid also flows from cylinder ||f between pistons 40 and 4| through the leak groove 00 into cylinder I If on the left-hand side of piston 40 until piston 40 passes the right-hand end of leak groove H10, whereupon valve F opens and fluid then flows from reservoir lg into cylinder If on the left-hand side of piston 40 through valve F. Furthermore, under these conditions, if valve V is deenergized as will normally be the case, fiuid,is also free to flow from cylinder Hf on the right-hand side of piston 4| through pipes II and to cylinder I If on the left-hand side of pistons 40. It will be apparent, therefore, that during the movement of the movable switch rails from their normal to their reverse positions by the switch operating device B, the fluid in cylinderllf offers very little resistance to the movement of the pistons 40 and 4|, and the buffing device D therefore exerts practically no bllfilng action on the switch points.

In order to restore the movable rails to their normal positions after they have been reversed as above described, the hand throw lever 2| is restored to the position in which it is shown in full lines in the drawings. The subsequent movements of the parts under these conditions are just the reverse of those described above, and it is believed therefore that the operation of the apparatus under these conditions will be readily understood from an inspection of the drawings without further detailed description.

I shall now assume that the parts are in their normal positions, as shown in the drawings, and that a. train trails the switch. As the leading wheels of the train roll along the fixed rail I and the movable rail 2a, the movable rails 2 and 2a are forced over laterally, but before a sufficient force is developed to overcome the opposing force exerted by the spring 3i and cause the point of the movable rail 2 to move out of engagement with the fixed rail l, the movable rails being somewhat resilient become bent, so that, with the usual standard split switch, the tie rod 8 is moved upwardly s viewed in Fig. l, three-quarters of an inch or more. This movement of the tie rod acting through the switch basket 97, operating rod 98, bell crank lever 94, connecting rod 83 and slotted link 9| moves the locking device in opposition to the bias of the spring 98 a sufilcient amount to withdraw the locking plunger completely out of engagement with the notches in the lock rod L, thus unlocking the switch (see Fig. 4). As a result, when the leading wheels have reached the positions in which a sufficient force is developed to cause the point of the movable rail 2 to move out of engagement with the fixed rail the movable rails will be unlocked, and the movable rails will therefore be forced toward their reverse positions in exactly the same manner as if no point lock were provided. The movement of the movable rails away fromv their normal positions acts through the head rod 6, tie rod 9, operating arm Ma and shaft I4 to rotate the cam member It in a counterclockwise direction to the position shown in Fig. l, and this latter rotation, in turn, acts through the roller It, crank ll, roller 23. thrust bar 24 and spring rod 2'? to compress the spring 3| beyond its initial compression as shown in Fig. i, with the result that the spring tends to' constantly restore the movable rails to their normal positions. The rotation of the cam member l5 also acts through the arm |5b and piston rod 36 to move the pistons 4i] and 4| of bufiing device D toward the right in the same manner as was described hereinbefcre when the switch was moved from its normal to its reverse position by operation of the hand throw lever 25. However, under these conditions, the driving member ill-4i} is held stationary so that valve G is held open during the entire movement of the pistons toward the right, nd valve V is energized. As a result, the fluid in cylinder l j on the righthand side of piston 4| now flows through valve G into reservoir Hg until piston 4| has moved past the end of leak groove lfil, whereupon fluid then flows past piston 4| through leak groove I01. The fluid in cylinder I if on the righthand side of piston 40 during this movement flows through leak groove iilil past piston 49 into cylinder H on the left-hand side of piston 40 until piston 40 has moved to the end of the leak groove, whereupon the pressure of the fluid in reservoir Hg opens valve F and permits fluid to flow through the ports 44 and 43 into the cylinder III on the left-hand side of piston 49. The pressure exerted on the member 45 of valve F by spring 49 is comparatively small so that very little pressure is required to open valve F. It will be apparent, therefore, that the bufling device D ofiers very little resistance to the movement of the movable rails away from their initial positions under these conditions. As soon as the movable rails start to return to their initial positions due to the bias of spring 3|, however, spring 49 closes valve P, so that fluid cannot pass this valve, and since valve V is now energized, and the piston 46 is past the right-hand end of leak groove H00, it will be obvious that the fluid in cylinder Hf on the right-hand side of piston 48 will be trapped in the end of the cylinder. This trapped fluid will prevent any movement of the piston rod 36, and it will be apparent therefore that the loufiing device will act to retain the movable rails in their trailed positions as longas valve V remains energized. Valve V under these v conditions will remain energized until the train has completely trailed the switch, whereupon it -will become deenergized and will permit the trapped fluid to flow through the pipes and 1 tinto the right-hand end of cylinder I If. When their normal positions at a relatively rapid rate. When thefmovable rails have been restored to their full normal positions, all parts will then be restored to their normal positions in. which they are shown in Fig. 2. I

When the switch occupies its reverse position and a train trails the switch, the movable rails will initially be unlocked, and the movement of the movable rails toward their normal positions will tend to move the part to the positions in which the movable rails will become locked. However, the movable rails never fully reach the extreme position opposite to their initially set positions when a train trails the switch, and the switch will therefore remain unlocked. The hulling device D under these conditions will iunction in a manner similar to that in which it functions when the switch occupies its normal position and a .train trail the switch, it bein noted that under these conditions valve F will be held open and fluid will become trapped in the right-hand end of cylinder ,I If to retain the movable rails in their trailed positions. Since this operation is similar to that previously described, it is believed to be unnecesary to describe 'it is further detail herein.

the mechanism constructed in the manner described there is very little, if any, reaction force transmitted to the hand lever 2| from the biasing spring 3| in the direction to cause rotation ofthe hand lever, and if there is any reaction 7 i 535 It should be particularly pointed out that with very'desirable since it materially decrease wear.

The apparatus will usually also be provided with I a circuit controller including means for indicating when the locking device 8%) is in its proper locking position for either facing point or trailing moves overthe switch in its normal extreme "position, and means for indicating when themovable rail which should be in close engagement with the associated fixed rail in either extreme operating arm I I la in the same manner that the shaft I4. shown in Figs. 1 to 5 is operatively connected with the operating rod 9.

The upper end of the shaft H4 is provided with atwo arm crank H5, the one arm of which carries a roller II-Iiand the other arm of which carries a roller H! (see Fig. 14). The roller I I6 extends into and cooperates with a cam slot I Isa formed in a plate I I9 mounted for longitudinal sliding. movement in the bottom of the main cas-' ing III, while the roller H1; extends into and cooperates with a. cam slot I Illa provided on the underside of a plate H8 which is mounted-for longitudinal sliding movement in the casing HI directly above the plate H9. roller H! to extend into the cam slot Hila, an

opening H91) (Figs. 12 and 14)' i formed in the the rackteeth I 20.

A transversely extending thrust bar I24a is, 0peratively connected with the plate H9 adjacent one end thereof by means of transversely spaced bolts. I25 which are secured at one end to the thrust bar and the other ends of which pass through clearance holes in an upstanding rib H90 formed integrally with the plate I I9, and a similar thrust bar 'I24b is similarly operatively connected with the plate H9 adjacent its opposite end. The two thrust barsare'biased away from the associated ribs II-9c to the extent per-' mitted by the bolts by mean of compressed coil springs I 26 which surround the bolts I25 between the thrust bars and the ribs, and the thrust bar 124a cooperates with a depending portion II 8?) position of the switch is in proper engagement with such fixed rail. This circuit controller is not shown since it is of'well-known construction. It is intended, however, to be mounted in the auxiliary compartment Ill), and may for example be similar to that shown and described in Letters Patent of the United States No. 1,976,827, granted to Herbert L. Bone on October 16, 1934, for Railway switch operating apparatus. Referring now to Figs. 10, 11 and '12, I hav here shown a modified form of switch operating mechanism BI which may be employed in place of the mechanism B shown in the preceding views. The mechanism BI comprises a main casing IH formed on one end of the plate H8, while the thrust bar I242) cooperates with a depending portion I I formed on the other end of the plate I I8. The function of the thrust bars will be'made clear presently.

The plate H9 is further connected at one end withthe piston rod 36 of abuffing device DI. This buffing device is identical in all respects to the bufiing device D previously described except for the fact that the pipes 10 and 'II and the valve Vconnecting the two ends of'the cylinder have been omitted and that, a shownin Fig. '13, the left-hand .end of the cylinder I Id isconnected with th reservoir Hg through a port I30, a regulating valve I3I, and two ports I32 and I33, while the right-hand end of the cylinder II at is connected with the reservoir Hg through a port I34, la regulating valve I35, and two ports I36 and I31. The regulating valve I3I may have any suitable form,;but in the form here shown, this valve com- To permit the prises a cylindrical valve member I3Ia fitting within a hole I38 in the cylinder head 38 and attached to a valve stem I3Ib. The valve member I3I a is provided with a plurality of restricted orifices I3 I c, one or more of which may be brought into registry with the port I32 by turning the valve member I3la.

The regulating valve I35 is similar to the regulating valve I3I and comprises a cylindrical valve member 135a fitting in a hole I39 in the cylinder head 31 and attached to a valve stem I351). The

valve member I35a is provided with a plurality of restricted orifices I350 on or more of which may be brought into registry with the port I38 by turning the valve member I35.

The shaft 62 of the device DI is operatively connected by means of the arm 62a and an adjustable link 6'! with a cam follower I 4| (see Fig. 15) mounted on an eccentric cam I40 secured to the haft I22. The parts are so proportioned that when the hand throw lever occupies its normal position in which it is shown in Fig. 11, the valve G will be closed and the valve F will be open, but that when the hand throw lever is reversed, the valve F will be closed and the valve G will be open.

Reciprocably mounted in the casing I I I directly above the plate H8 i a locking device I50 com-,

prising two spaced parallel side members I50a and 1581) connected together at their opposite'ends by means of integral end members I500 and I50d. The right-hand end member carries a rectangular locking plunger 80, and is formed with two spaced threaded holes I50f and I50g, while the other end member |50d is provided with three unthreaded holes I 50h, I507 and I507c, two of which holes I50h and I50k align, respectively, with the threaded hole I50) and I50g. The locking plunger 80 projects with some clearance into a longitudinally extending guideway provided in the tail-like projecting II Ia of the casing I I I, and cooperates at its inner end with the lock rod L in the same manner as is the case with the apparatus described in connection with Figs. 1 to 5, inclusive. The locking device- I50 also comprises two bolt members I501 and I50m which pass through the holes I50h and I507c, respectively, and are screwed into the threaded holes I50) and I50 g. These bolt members also extend with some clearance through holes I5I and I52 formed in lugs I53 and I54 secured to the upper face of the plate H8, and surrounding each bolt member between the associated lug I53 or I54 and the end member I500 is a compressed coil spring I50n which biases the locking devicein the direction to cause the looking plunger 80 to enter the notches 85 in the lock rod L.

The parts of the locking device are so proportioned that when the plate H8 is in its righthand or normal position as shown in Figs. 11 and 12, the biasing springs I50n will tend to drive the locking device beyond the desired locking position. The locking device is prevented from moving beyond the desired locking position, under these conditions, however, by linkage which is similar to that employed in Fig. 1 to connect the locking device there shown with the tie rod 8 except for the fact that this linkage includes in place of the slotted link 9| a plunger bolt I55. The plunger I55 extends with some clearance through the hole I50 in the end member IBM, and its head engages the right-hand side of the end memberl50d, as-viewed in Figs. 3 and 4.

The operation of the apparatus shown in Figs.

10,11 and 12 is as follows: When the hand throw lever occupies the extreme position in which it is shown in the drawings, the upper plate I I8 is held in its extreme right-hand or normal position, and the parts are so proportioned that under these conditions the depending portion I I8c on the plate will engage the thrust bar i251) and will thereby compress the springs I25 associated with this thrust bar beyond their initial compression to thu exert a force on the plate H9 which yieldably urges it to an extreme right-hand position. The cam slot II9a in the plate H9 has a radius of curvature equal to the are through which the roller I I6 moves when the shaft I I 4 is rotated, but is disposed in the plate H9 in such an angular position that when the plate H9 is moved to its right-hand extreme position, the roller will move to the upper end of the cam slot IlQa, as viewed in Figs. 11. and 14 and will thus rotate the crank shaft in a clockwise direction to one extreme position. When the crank occupies this clockwise extreme position, the roller I I I on the crank H5 is disposed in the left-hand end of the cam slot I I8a, and the parts are so proportioned that under these condition the force applied to the crank through the cam slo-t II9a and roller H8 will yieldably hold the movable rails in their normal extreme positions. With the movable rails in their normal extreme positions, the notches 85 in the lock rod L align with the locking plunger 80, and the biasing springs I50n therefore move the looking device I50 to its locking positio in which the plunger enters the aligned notches to thereby positively lock the movable rails in their normal extreme positions.

When it is desired to reverse the switch, the' I53 and I54 carried thereby engage the right hand side of the end member I50d of the locking device I50, and as a result, as the plate H8 continues to move, the locking device I50 is moved along with the plate H8, thus withdrawing the locking plunger 85 from engagement with the notches 85 in the lock rod L, and hence unlocking the movable rails 2 and 2a. Furthermore, as soon as the motion plate has moved a short distance, the depending portion IItc will move out of engagementwith the thrust bar 5247) and will thus remove the force applied to the lower plate H9 by the associated springs I26. The parts are so proportioned that while the locking plunger 80 is being withdrawn from the notches 85 in the lock rod L, the roller III or the crank II5 will move along a portion of the cam slot I I8a which is parallel to the direction of motion of the plate H8, and as long as the roller is moving along this portion of the slot, the crank I I 5 will remain stationary. It follows, therefore, that during that portion of the motion of the motion plate which is necessary to unlock the movable rails of the switch, no force is exerted on these rails tending to reverse them. As soon, however, as this first part of the movement of the plate Ila has been completed, the roller II! is then engaged by a curved intermediate portion of the cam slot II8a which causes the crank I I5 to be rotated in a counter-clockwise direction, as viewed in Fig. 11, and hence causes the movable rails to be moved to their reverse positions. The counterclockwise rotation of the crank 11 5 also causes the roller I it to move from the upper to the lower end of the cam slot Him and hence causes plate I I9 to move from its right-hand extreme position to a left-hand extreme position. During the final portion of the movement of the motion plate to its left-hand extreme position the roller l-il enters another straight portion of th cam slot use which is parallel to the direction of motion of the motion plate, and the depending portion I-lBb moves into-engagement with the thrust bar l24a and causes the associated springs 1126 to become compressed beyond their initial compression, whereby the plate 1 i9 is yieldably urged into a left-hand or reverse extreme position. This yieldable force applied to the plate H9 acts through the cam slot 1 E90, and roller H6 to exert a force on the crank H5 which biases the switch points to, and yieldably holds them in, their reverse extreme positions. During the movement of the hand throw lever l2! from its normal to its reverse position the camshaft 62 of the hurling device D is actuated to close valve F and open valve G, and during the motion of the lower plate H9 from its normal to its reverse extreme position the pistons 40 and ll of the buffing device D are moved toward the left. Due, however, to the construction of this device, the device offers substantiallly no resistance to the movement of the plate H9 under these conditions. It should be noted that as long as the movable rails remain stationary, the plunger bolt it'll remains fixed, so that during the first part of the movement of the motion plate the end member IBM of the locking device I59 will move outof engagement with the head of the plunger bolt. As. soon as the movable rails have started to move, however, the resultant movement of the tie rod 8 acting through the linkage which connects the plunger bolt with the tie rod causes the plunger bolt to move in the same direction that the motion plate is moving although the time of motion and rate of motion will bear no direct relation to the movement of the motion plate.

When the movable rails have been moved to their reverse positions in the manner just described, they may be restored to their normal positions by restoring the hand throw lever lZl to the position shown. The subsequent movements of the parts under these conditions are just the reverse of those described above, and it is be-- lieved that the operation of the apparatus under these conditions will be readily understood from an inspection of the drawings without further description.

I shall. now assume that the parts are in their normal. positions, as shown in the drawings, and

that a train trails the switch. As the leading wheels of the train roll along the fixed rail l and the movable rail 2c, the movable rails-2 and 2a are forced over laterally, but before a sufficient force is developed to overcome the force which yieldably holds the points of the movable rails in their normal positions, the movable rails will become bent intermediate their ends and this bending will act through the linkage connecting the tie rod 8 with the locking device to move the locking device I58 in opposition to the bias of the springs lelln a suiiicient amount to withdraw the locking plunger 80 completely out of engagement with the notches 85 in the lock rod L, thus unlocking the switch. As a result, when the leading wheels have reached the positions in which suffl-cient force is developed to overcome the force holding the points of the movable rails. in their normal positions, the movable rails will be unlocked, with the result that the rails will. be

through the roller H6 and cam slot 9a to force.

the plate I. I9 toward the left". The motion of the: plate H9 toward the left, in turn, will. compress the springs. I26 associated with the thrust bar 12cc beyond their initial compression so that these springs will exert an increased force tending to return the movable rails toward their normal extreme positions. The motion of the plate I it toward the left will also force the piston rod 136 into the buffing device D-l. Due to its connection, with shaft I22, the camshaft 62 will remain stationary under these conditions and. will. hold the valve F open and the valve G closed.

- As a result, the buffing device will offer very little resistance to the movement of the piston. rod into the cylinder, but any movement of the piston rod in the opposite direction will be limited to the relatively slow rate at which fluid can flow through the valve 135. It will be seen, therefore, that the bufiing device will act to: prevent the movable rails from snapping back to their normal positions between. the passage of successive. pairs of wheels through them. When the train which is trailing the switch has completely passed the switch, the. movable rails will slowly return to their normal positions under the bias of the springs l26= associated. with the thrust bar I241), and against. the retarding force of the buffing device Dl. During this return movement or the movable rails there will be no deflections of these rails, and the locking plunger will be moved into engagement with the lock rod L before the movable rails have reached, their full normal positions in which the lock rod is in the proper position for the notches in the lock rod L to receive the locking plunger. The springs lfilln will therefore become compressed, and will urge the locking plunger into engagement with the side of the lock rod,.until the notches 85 move into alignment with the locking plunger, at which time the energy stored in the compressed springs R5012 will force the locking plunger into place in the notches, thus restoring the switch to its normal locked condition.

The apparatus shown in Figs. 11 and 12 is intended to be provided with a circuit controller disposed in the auxiliary housing H2 for indicating when the switch occupies its normal. position and is properly locked in this position. This circuit controller may be similar to that referred to in connection with the description of Figs. 1 to ,5, inclusive.

If a train trails the switch when the switch is reversed, the switch will be unlocked and will remain unlocked, but otherwise the operation of the apparatus will be similar to. that just described.

Although I have herein shown and described only two forms of railway switch operating apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention. e

Having thus described my invention, what I claim is: v

1. In combination with a railway switch, a switch actuating shaft rotatable between two extreme positions and operatively connected with said switch for moving said switch between its two extreme positions, a cam member secured to said shaft, a driving member reciprocable between two extreme positions, means for reciprocating said driving member between its two extreme positions, a crank carried by said driving member and provided with a first roller which cooperates with said cam member, a second roller secured to said crank, a thrust bar cooperating with said second roller and supported in such manner that longitudinal movement of said thrust bar in one direction will act through said second roller, said crank and said first roller to exert a force on said cam which urges said shaft to its one or its other extremeposition according as said driving member occupies its one or its other extreme position, and spring means con-' nected with said thrust bar and acting to yieldably urge it in said one direction to bias said switch to its one or its other extreme position.

2, In combination with a railway switch, a switch actuating shaft rotatable between two extreme positions and operatively connected with said switch for moving said switch between its two extreme positions, a cam member secured to said shaft, a driving member reciprocable between two extreme positions, means for reciproeating said driving member between its two extreme positions, a crank carried by said driving member and provided with a first rollerwhich cooperates with said cam member, a second roller secured to said crank, a thrust bar cooperating with said second roller and supported in such manner that longitudinal movement of said thrust bar in one direction will act through said second roller, said crank and said first roller to exert a force on said cam which urges said shaft to its one or its other extreme position according as said driving member occupies its one or its other extreme position, spring means connected with said thrust bar and acting to yieldably urge it in said one direction to bias said switch to its one or its other extreme position, locking means for locking said switch in one extreme position, means connected with said driving member for biasing said locking means to a locking position when said driving member is moved to one extreme position and for moving said locking means to an unlocking position when said driving member is moved to its other extreme postion, and means mechanically actuated by a train trailing said switch for moving said locking means to its unlocking position. a

3. In combination with a railway switch, a switch actuating shaft rotatable between two extreme positions and operatively connected with said switch for moving said switch between its two extreme positions, a cam member secured to said shaft, a driving member reciprocable between two extreme positions, means for reciprocating said driving member between its two extreme positions, a crank carried by said driving member and provided with a first roller which cooperates with said cam member, a second roller secured to said crank, a thrust bar cooperating with said second roller and supported in such manner that longitudinal movement of said thrust bar in one direction will act through said Second roller, said crank and said first roller to exert a force on said cam which urges said shaft to its one or its other extreme position according as said driving member occupies its one or its other extreme position, spring means connected with said thrust bar and acting to yieldably urge it in said one direction to bias said switch to its one or its other extreme position, a bufiing device connected with said shaft and effective when a train trails said switch to oppose movement of the shaft by said spring means, and means connected with said driving means to render said buffing device ineffective to oppose actuation of said shaft in response to reciprocation of said driving member.

4. In combination with a railway switch, a switch actuating shaft rotatable between two ex treme positions and operatively connected with said switch for moving said switch between its two extreme positions, a cam member secured to said shaft, a driving member reciprocable between two extreme positions, means for reciprocating said driving member between its two extreme positions, a crank carried by said driving member and provided with a first roller which cooperates with said cam member, a second roller secured to said crank, a thrust bar cooperating with said second roller and supported in such manner that longitudinal movement of said thrust bar in one direction will act through said second roller, said crank and said first roller to exert a force on said cam which urges said shaft to its one or its other extreme position according as said driving member occupies its one or its other extreme position, spring means connected with said thrust bar and acting to yieldably urge it in said one direction to bias said switch to its one or its other extreme position, locking means for locking said switch in one extreme position, means connected with said driving member for biasing said locking means to a locking position when said driving member is moved to one extreme position and for moving said locking means to an unlocking position when said driving member is moved to its other extreme position, means mechanically actuated by a train trailing said switch for moving said locking means to its unlocking position, a bufiing device connected with said shaft and effective when a train trails said switch to oppose movement of the shaft by said spring means, and means connected with said driving member to render said buifmg device ineffective to oppose actuation of said shaft in response to reciprocation of said driving member.

5. In combination with a railway switch, a switch actuating shaft rotatable between two extreme positions and operatively connected with said switch for moving said switch between its two extreme positions, a cam member secured to said shaft, a driving member reciprocable between two extreme positions, means for reciprocating said driving member between its two extreme positions, a crank carried by said driving member and provided with a first roller which cooperates with said cam member, a second roller secured to said crank, a thrust bar cooperating with said second roller and supported in such manner that longitudinal movement of said thrust bar in one direction will act through said second roller, said crank and said first roller to exert a force on said cam which urges said shaft to its one or its other extreme position according as said driving member occupies its one or its other extreme position,

spring means connected with said thrust bar and acting to yieldably urge it in said one direction to bias said switch to its one or its other extreme position, a buffing device connected with said shaft and including, electrically controlled valve means, said buffingv device being effective when said valve means is energized to oppose movement of said shaft by said spring means, and means for energizing said valve means when a traintrails said switch.

6. In combination with a'railway switch, a

switch actuating shaft rotatable between two extreme positions and operatively connected with said switch for moving said switch between its two extremepositions, a cam membensecured to said shaft, a driving member reciprocable between two extreme positions, means for reciprocating said driving member between its two extreme positions, a crank carried by said driving member and provided with a first roller which cooperates with said cam member, a second roller secured to said crank, a thrust bar cooperating with said second roller and supported insuch manner that longitudinal movement of said thrust bar in one direction will act through said second roller, said crank and. said first roller to exert a force on said cam which urges said shaft to its one or its other extreme position according as said driving member occupies its one or its other extreme position, spring means connected with said thrust bar and acting to yieldably urge it in said one direction to bias said switch to its one or its other extreme position, a bufliing device connected with said shaftand including electrically controlled valve means, said bufiing device being effective when said valve means is energized to oppose movement of said shaft by said spring means, means for energizing said valve means operatively connected with said driving member for rendering said bumng device ineffective to oppose actuation of said shaft in response to operation of said driving member.

7. In combination with a railway switch, a

switch actuating shaft rotatable between two extreme positions and operatively connected with said switch for moving it between its two extreme positions, a cam. member secured to said shaft, adriving member manually operable between two extreme positions, a thrust bar movable laterally in opposite directions in reextreme positions and operatively connected with said switch for moving it between its two extreme positions, a cam member secured to said shaft, a driving member manually operable between two extreme positions, a thrust bar movablelaterally in opposite directions in response to longitudinal movement in opposite directions, means for biasing said thrust bar to one longitudinal position, means carried by said driving member, and operatively connecting said cam member with said thrust bar to cause said biasing means to act through said thrust bar, said cam means, and said shaft to bias said switch to its one or its other extreme position according as said driving member is moved to its one or its other extreme position, a bufling device connected with said shaft and including electrically controlled valve means, said bufling y when a train trails said switch, and other means 3 device being effective when said valve means is energized to oppose movement of said shaft by said springmeans, and means for energizing said valvemeans when a train trails said switch.

GEORGE L. TEMPLE.

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