US2467750A - Switch throw for railways - Google Patents

Description

April 19, 1949. F. K. HOLMESTED.

SWITCH THROW FOR RAILWAYS 2 Sheets-Sheet 1 Filed July 14, 1947 INVENTOR. EWhcZB'ZFOb/Zddd BY April 19, 1949. F. K. HOLMESTED 2,467,750

SWITCH THROW FOR RAILWAYS v Filed July 14, 1947 2 Sheets-Sheet 2 I INVENTOR. 1 561606191, fiwm sze'd Mt (6m Patented Apr. 19, 1949 SWITCH THROW FOR RAILWAYS Francis K. Holmested, Charleston, W. Va., assignor to Nellie Atkinson Holmested, Charleston, W. Va.

Application July 14, 1947, Serial No. 760,898

Claims.

The present invention relates to improvements in switches for railways, and more especially to means for throwing the switch to direct cars or other railway rolling stock onto one or another track, and a general object of the invention is to provide a novel and improved switch throw which is simple in construction and which requires a minimum number of parts and can be manufactured and installed inexpensively and with facility.

One of the primary objects of the invention is to provide a switch throw which enables a cam and cooperating pin to be employed as a direct operating means between the throw lever and a member connected to the switch points.

Another primary object of the invention is to provide a switch throw which enables a positive operating connection to be employed between the throw lever and switch points for setting the latter according to the position into which said lever is thrown, for directing cars or other rolling stock approaching the switch in one direction onto one or another track as desired, and which will permit a car or other rolling stock approaching the switch from the opposite direction and on a track for which the switch points are not set, to run through the switch without damage to the switch points or other parts of the switch mechanism, employment of springs for permitting such latter operation, as heretofore, being unnecessary.

To these and other ends, th invention consists in certain improvements and combinations and arrangements of parts, all as will be hereinafter described in detail, the features of novelty being pointed out more particularly in the claims at the end of this specification.

In the accompanying drawings:.

Figure 1 is a top plan of the improved switch I prising preferably a screw eye Figure 5 is an elevation of the end of the crank having th cam faces thereon.

Figures 6 and 7 are diagrammatic views illustrating the manner in which the pin on the throw lever cooperates with the cam faces.

Similar parts are designated by the same reference characters in the several views.

The present invention is applicable to railway switches having one or more switch points shiftable into one or another position to direct cars or other rolling stock onto one or another track, as may be desired. The preferred embodiment of the invention is shown in the accompanying drawings and will be hereinafter described in detail, but it is to be understood that the invention is not limited to the precise structure shown, as equivalent structures embodying the invention are contemplated, and such will be included within the scope of the claims.

The improved switch throw is shown in the present instance applied to a railway switch of conventional form comprising rails l of a main track and rails 2 of another track, to one or the other of which cars or other rolling stock may be directed by a pair of switch points 3 which are connected by a head rod 4 and are shiftable simultaneously in the usual and well known manner.

The improved switch throw in its preferred form and as shown in the present instance, comprises a crank 6 which is pivoted on a vertical pin '5 fixed to and projecting upwardly from a base plate 8 which is fastened in place beside the track as by spikes driven through openings 9 in the plate into the ends of ties adjacent to the switch, as shown. Th crank 6 carries an operating member for the switch points, and this member is preferably adjustable to accommodate it to the extent of throw required for the points of the switch to which the switch throw is applied, this operating member comlfl which is threaded into a side of the crank, the ey H thereon being pivotally connected to the outer end of a connecting rod l2, the other end of this rod being pivotally connected as at l3 to the head rod 4 connecting the switch points. Swing of the crank 6 about its pivot pin 1 into the position shown in Figure 1 will shift the switch points to direct cars onto the rails l, and swing 3 of the crank into the opposite position shown by the dotted lines in Figure 2 will shift the switch points to direct cars onto the rails 2, the extent of shifting movement of the switch points being variable by adjusting the screw eye III in the crank.

The crank 6 is rotated or swung about its pivot I to shift the switch points by athrow lever I4 which is pivoted to swing in a vertical plane about a pin I5 which is removably fitted in a lug I6 which projects upwardly from the base plate 8, the pin I5 being retained in place by a cotter pin IT. The. throw. lever is thus. adapted, to, be; swung in one or' the; other direction, about its; pivot pin I 5 and to rest on the base plate 8 at one or the other side of the pivot pin I5 in a substan tially horizontal position, it being normally held in such position by a weight I8 on its outer end, which also serves as a handle. for operating the. throw lever.

The present invention provides a novel and improved operating connection between the throw lever I4 and the crank 6 whereby the latter will shift the switch points into one or the other position when thethrow lever is thrown into oneor the other of its positions at opposite sides of its pivot pin. I5. This improved operating connection according to the present. invention comprises. a pin. 20 which. is fixed to the throw lever I 4 adjacent tov its pivot pin I5,and projects ata right angle inwardly toward the crank 6, and a pair of cam facesZI which are formed on the face. or. end ofv the crank 6. which is. adjacent to the throw lever, the end of the pin 20 being rounded to engage slidably the cam. faces 2| on the crank. Since the. cam face engaging end of the pin. 20 will swing in atrue vertical plane as the throw lever is swung about its pivot pin I5 whereas. the facev or end of the crank on which the. cam faces, 2.I are, formed will swing in an are about the pivot I, as indicated diagrammatically in Figs. 6 and '7, the. cam faces are designed preferably to lie in. a curve in a vertical. plane which is so generated with reference to the vertical plane and arc. of movement of the. rounded end of the. pin 20 that. the rounded end of the pin 20, will be confined between the cam faces 2i, at, all points. throughout the. range of swinging move,- ment of. the throw lever and of the. crank 6.. When the, throw lever. is swung into one or the other of its. extreme positions at one. or the. other side of pivot pin. I5, the rounded end of the pin 20 will assume a position substantially at the bottom of. the cam faces. 2|, and while the throw lever is at its mid point in, its swing from one. position to the other, the rounded end. of the pin 20 will occupy a position at or near the top of the cam faces. While the throw lever is between either of its extreme positions and its upright or mid position, the pin 20 will occupy a position, opposite to. the portions of the cam, faces 2 I between, their lower and, upper ends, as will be. apparentfrom Figs. G-and '7.

The cam faces ZI' diverge transversely from the. radial plane of the axis of the, pivot I to. the outer end of the crank, as shown in Figs. 2 and 6, thus providing for the angularity between the crank 6. and the cylindrical path described by the axis of the pin 20. as the, throw lever is thrown from, one to the other of its operative positions. Since the pin 20 remains in engagement with one or the other of the cam faces throughout the swing of. the throw lever, the crank 6 and the switch points connected thereto are at all times connected to the throw lever. The lower ends of the, cam

faces are preferably connected by a transverse bottom portion of the crank, as shown at 2 Ia, this bottom portion being preferably bevelled in order that the pin 20 may squeeze out any dirt that might accumulate at the lower ends of the cam faces, and this transverse bottom portion of the crank will prevent accidental dislodgement of the crank 6 from its pivot pin I while the throw lever is in one or the other of its operative positions. While the throw lever occupies any position intermediate its operative positions, the lower portion of the cam faces will underlie the rounded end of. the pin 20 and. thereby prevent accidental lifting or dislodgement of tthe, crank: from its pivot pin I. However, by removing the pin I5 and the throw lever mounted thereon, the crank 6 may be lifted from its pivot pin I, if necessary, and the parts may be assembled by a reverse operation.

Preferably and, as shown in the present instance, the slope of the lower portions of the cam faces 2I in the vertical plane is sufficiently steep to permit a car or other rolling stock to run through the switch for which the switch is not set, without requiring the throw lever to be thrown manually. For example, the switch as shown, in Fig. l is set for a car or the like approaching the switch from the right on the rails I, but if a car should approach the switch from said direction on. the track 2 while the switch is so set, the switch points 3. will be shifted sufficiently to permit such car to run through the switch by engagement of the flanged car wheels with, the switch points, without damaging the switch points or other parts of the switch mechanism, although the throw lever may not have been thrown manually for such passage of a car. In suchan event, the force applied to the switch points by the car wheels will act through the head rod, 4. and connecting rod I2 to rotate the crank about its pivot, Lthe lower portions ofthe respective cam faces 2| having a sufiiciently steep slope that its angle to the path of travel of the rounded endof thepin 2,0 is greater than the critical angle of static, friction, the crank thus acting on the pin 20, to lift the throw lever about its pivot pin I5 to a suificient extent to permit the car wheels to. pass, the switch points. A similar operation would occur if a, car approached the switch from the right. on the rails I while the switch is set for the rails. 2.

The curve of the cam faces 2 I in the vertical plane may be generated substantially in the manner shown diagrammatically in Figs. 6 and 7, wherein the. line A-A, represents approximately the plane of movement of the rounded end of the pin 20, 2I represents the cam faces in the crank 6, I represents the center about which the crank swings and I5 the center about which the throw lever swings, and, the arcs a.a, andb-b represent respectively the path of movement of the axis. of the p 25. an he. i e of co tac b en. the rounded end of thepin 2,0, and the cam faces, the curve generated being substantially as shown in, profile, inEig. 4.

The prese t. inv ntion p ov des. a i h h ow which requires a minimum number of parts, and; it, may be manufactured and installed inexpensively and with facility, which are of particular advantage as applied to switches employed on industrial railways such, for example, as those used in mines and for similar purposes.

By providing the throw lever with a pin the axis of which travels in a cylindrical path as the throw lever is thrown from one to the other posi-. tion, and cam faces on the crank to cooperate cli switch on a track for which the switch is not set, damage to the switch points or other parts is avoided in a simple manner, the expense and other obvious objections to employing a spring connection between the throw lever and switch points, as heretofore, being thus avoided.

In the preferred embodiment of the invention,

the parts of the switch throw are mounted on the metal base plate 8 which may be readily spiked to the railway ties, the base plate having the pivot lug l6 and adjacent pivot pin 1 projecting upwardly therefrom. In assembling the parts on the base plate, the crank 6 is placed on the pivot pin 1 and seated on the base plate, and the throw lever I4 is placed between the lug and crank with the pin 20 located between the cam faces, after which the pivot pin 15 is inserted and retained by the cotter pin [1. Since the space between the lower ends of the cam faces 2| is closed by the connecting portion Zla, said connecting portion will be engageable with the pin 20 to retain the crank on its pivot pin 1 while the crank is swung to either of the limits of its movement, and while the crank occupies a position intermediate of its end positions, a portion at least of the cam faces will underlie the laterally projecting pin 20, and the crank will be thereby retained on its pivot pin 1. Accidental displacement of the crank from its pivot pin is thereby prevented. However, the throw lever and the crank may be readily removed, if occasion requires, by simply removing the pivot pin 15.

I claim:

1. A switch throw for railway switches, comprising a throw lever and a switch. operating crank pivotally mounted respectively on intersecting axes in substantially right angular rela tion for swinging movements respectively in arcs in planes substantially in right angular relation, the crank extending radially from its pivotal axis and having on its outer end a pair of faces which diverge from the medial radial plane of the crank and toward the outer end and sides of the crank and slope transversely of the plane of pivotal movement of the crank and in a direction from the outer end of the crank toward the pivotal axis of the crank, a pin fixed to the throw lever and projecting laterally therefrom in parallelism with the pivotal axis of the throw lever, said pin having a rounded end which extends into a position between said faces and is movable in an arc in a plane which intersects the arc of pivotal movement of the outer end of the crank for direct engagement with one or the other of said faces by movement of the throw lever in one or the other direction about its pivotal axis, and means for operatively connecting the crank to the switch.

2. A switch throw for railway switches, comprising a throw lever and a switch operating crank having means for mounting them on horizontal and vertical axes respectively to swing in arcs in vertical and horizontal planes respectively, the crank extending radially from its pivotal axis and having on its outer end a pair of faces which diverge from the medial vertical radial plane of the crank toward the outer end and sides of the crank and slope upwardly on the outer end of the crank toward the pivotal axis of the crank, and a pin fixed to the throw lever and projecting laterally therefrom in parallelism with the pivotal axis of the throw lever, said pin having an end which extends into a position between said faces and is movable in an arc in a plane which intersects the arc of swing of the outer end of the crank for direct engagement of the end of the pin with one or the other of said faces by pivotal movement of the throw lever on its pivotal axis.

3. A switch throw for railway switches, comprising a throw lever pivoted on a horizontal axis to swing in a vertical plane, a pin fixed to the throw lever and projecting therefrom in parallelism with the pivotal axis thereof and laterally from the plane of pivotal movement of the throw lever, said pin having a rounded end which is movable in an arc in a vertical plane, and a switch operating crank pivoted on a vertical axis intersecting the pivotal axis of the throw lever and extending radially from its pivotal axis to swin in a substantially horizontal plane with its outer end swinging in an arc in a plane which intersects the arc of swing of the outer end of said pin, the crank having a pair of faces on its outer end which diverge from the medial vertical radial plane of the crank and toward the outer end and sides thereof and which faces slope from the outer end of the crank upwardly toward the pivotal axis of the crank, said faces being directly engageable by the rounded end of said pin to rotate the crank when the throw lever is swung on its pivotal axis.

4. In a railway switch having shiftable switch points, a switch throw comprising a throw lever having means for mounting it on a horizontal axis for arcuate swinging movements in a vertical plane into either of two extreme operated positions, a pin fixed to the throw lever and projecting laterally therefrom in parallelism with the axis of pivotal movement thereof, said pin being provided with a rounded outer end which is movable in an arc in a vertical plane, a crank having means for pivotally mounting it on a vertical axis which intersects the pivotal axis of the throw lever and extending radially from its pivotal axis to swing in a horizontal plane with its outer end swinging in an are which intersects the plane of the arc of swing of the outer end of said pin, the crank having a pair of faces on its outer end which diverge from the medial vertical radial plane of the crank toward the outer end and sides thereof and are directly engageable by the rounded outer end of said pin, and an operating connection between the crank and switch points, said faces having a slope from the outer end of the crank upwardly toward the pivotal axis of the crank which slope is sufficiently steep to transmit movement of the switch points by the wheels of a car running through the switch to said pin on the throw lever and thereby move the throw lever from either of its extreme positions.

5. A switch throw for railways, comprising a base plate having a lug and an adjacent vertical pivot both projecting upwardly therefrom, a throw lever having a pin projecting laterally therefrom, a horizontal pivot for said lever removably mounted in said lug in parallelism with said laterally projecting pin for supporting the throw lever to swing the outer end of said pin in an arc in a vertical plane, and a switch operating crank rotatably and removably mounted on said upwardly projecting pivot and extending radially therefrom to swing in a horizontal plane with its outer end swingin in an are which intersects the plane of the arc of swing award of the outer end-.01: saidiaterally. projecting pin,, the crank-having a pair of faces on its outer-end which diverge from; the, medial vertical radial plane'of the crank toward theouter endand sides thereof and slope from theouter end of the crank upwardly toward the upwardlyprojectin pivot, said faces being engageable by theouter end of said; laterally projecting pin, on the throw lever to operate the crank and to retain the crankon, said upwardly projecting pivot while the crank is at either end of its pivotal movement, and a portion of one or the other ofgsaid faces under.- lying the outerend of said laterally projecting pin on the throw lever while the crank is betweenrsaid end positions to retain the crank on 15,

REFERENCES CITED The following references are of record in the',

file-of this patent:

UNITED STATES PATENTS

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