US251417A - dahlgeen - Google Patents

Description

(No Model.)

v 2 Sheets-Sheet 1. M. R. D'AHLGREN.

RAILROAD SWITOH.

Patented Dec. 27,1881.

2 Sheets-Sheet 2.

(No Model.)

M. R. D-AHLGRBN RAILROAD SWITCH.

Patented Dec. 27

- the method for connecting the rope therewith.

UNITED STATES PATENT OFFICE MARIUS R. DAHLGREN, OF OAKLAND, CALIFORNIA, ASSIGNOR OF ONE THIRD TO JOHN YULE, OF SAME PLACE.

RAI LROAD-SWITCH.

SPECIFICATION forming part of Letters Patent No. 251,41'7, dated December 27, 1881. Application filed May 11, 1881. (No model.)

1' 0 all whom it may concern:

Be it known that I, MARIUS R. DAHLGREN, of Oakland, county of Alameda, and State of California, have invented an Improved Railroad-Switch; and I do herebydeclare the following to be a full, clear, and exact description thereof.

M yinvention relates to certain improvements in railroad-switches; and it consists in a novel combination of apparatus which is connected with the switch-rail to be moved, and has extensions in each direction with crank arms or disks. These arms are so placed that devices carried upon the locomotive may be thrown out, so as to strike either one orthe other, and thus throw the switch-rail in either direction desired, and when approaching the switch from either direction or upon either branch, as will be more fully explained by reference to the accompanying drawings.

Figure 1 is a general view, showing the relative arrangement of parts upon the track and upon the train. Fig. 2 is an enlarged view of the device for throwing the switch-rail. Fig. 3 is a vertical section of the crank-wheel or disk. Fig. 4 is a "iew of the rope-pulley and Figs.- 5, 6, and 7 are views'of the operatinglevers and their construction.

A A and B B are two lines of track, and G O are the throw or switch rails, by which either of these lines may be connected with the main line of which the switch-rails form a part. The moving ends of the rails O are united by a rigid bar, D, which has chairs formed at each end to receive and hold the bottom flanges of the rails, as shown, The remaining partof the rails are united by tie-rods in the usual manner. The free end of the rails and their unit ing-bar are moved from side to side to connect with one or the other of the rails A Bbya system of levers,which are constructed as follows:

E F are two links, which are hinged orjoined together in the center to form a'knee-lever. The outer end of the link E is pivoted to the bar D near the rail upon that side, while the inner end of the link F is pivoted to a fixed standard, G, at acentral point between the two rails. Two similar links, H and I, are hinged together and occupy a similar position upon the other side of the standard G, being also united to it and the bar D by their outer and inner ends in a similar manner, as described, for the lihks E F, so that the four links extend across beneath the bar D, the two inner ones being hinged together and to the standard G at the center, and the two outer ones being hinged orjointed to their outer ends and to points near the ends of the bar D. These links are longer than the distance between the points where their outer ends are connected with the bar D, so that when one pair, E F, are in" a straight'line the pair H I will be bent to form a knucklejoint, and when this pair are straight the pair E F will form a knuckle-joint, as shown in Fig. 5. By this construction it will be seen that when one pair of links are bent and the other straightened the bar D and the rails will be forced to the side of the straight links, the bending of the joint between the others allowing the rail to approach upon that side, while a reversal of movement will throw the rails to the opposite side. It will also be seen that the pair oflinks which are in a straight line serve as a lock or brace to prevent the rails from being moved from their position. In order to operate these links I employ a doubleended lever, J, which is pivoted at K, while the ends are connected with thejoints between E F and H I bylinks L, so that when thelever is turned to one side or the other one pair of links, E F or H I,will be straightened and the other pair drawn into an angle simultaneously.

In some cases it may be found desirable to employ a chain-connection between the lever Jand the links E F H I, when a second crosslever, M,will be fixed opposite the lever J,and the ends of the chains are also secured to this lever, so that the chains are kept strained between the two levers J M, and the levers work together.

At the end of thelever J, opposite the fulcrum K, are eyes N, to which chains, ropes, or other strong flexible connections 0 are secured. These lead outside the rails and over pulleys P, passing thence parallel with the track to points snfticiently distant from the switch-rail in each direction,\vhere they are secured to pulleys Q. These pulleys are mounted on spindles which fa ce, except the operating-cranks, and is suitably incased and protected.

The cranks S are moved by arms T, which are hinged to a frame-work, U, or to some portion of the locomotive, so that either one may be thrown out at will. In the present case I have shown the knee-levers V united to form a knuckle-joint at W. The inner ends of the inner levers are pivoted to the frame and the ends of the outer levers to the arms T.

Each pair of levers has a spring, X, connected with the joint W, so that it will draw upon the jointand bring the levers to an angle, thus drawing the arms T closely in to the sides of the frame.

Cords or chains Y lead from the joints to some point within easy reach of the engineer, so that he can, by pulling upon either of them, draw the joint back until the leversVon either side are in a straight line. This throws the arm T out upon one side so far that it will strike the crank-arm S upon that side, and through the pulley, rope, and levers throw the switch upon the side desired. When the levers V are in a straight line they also act as a brace to resist and hold the arm T in place and prevent its being forced back by the blow upon the crank S when passing.

By means of this apparatus I am enabled to control the switch-rail and alter its position from the approaching train at will.

Having thus described my invention, what Ifclaiin as new, and desire to secure by Letters Patent, is-

1. The levers E F and H I, connected with a stationary center and with the switch-rails upon each side, so that by straightening one pair of levers and bringing the other to an angle the switch-rails may be moved from side to side, in combination with the lever J and connecting links or chains L, substantially as herein described.

2. The knee-levers E F and H I, connected with theswitch-rails, as shown, in combination with the lever J and links or chains L, the flexible connections 0, and the pulleys Q, and crank arms or disks It S, substantially as and for the purpose described.

3. The knee-levers E 1* H I, connected with the switch-rails, the lever J, flexible connections 0, and cranks S, in combination with the hinged arms T, knee-levers V, chains or ropes Y, and springs X, substantially as and for the purpose herein described.

In witness whereof I have hereunto set my hand.

MAnIUs n. 'DAHLGREN.

Witnesses:

Gno. H. STRONG, FRANK A. BROOKS.

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