US257299A - Railroad-switch - Google Patents

Description

(No Model.) Z-Shets-Sheet 1.

W. P. DODSON.

RAILROAD SWITCH.

Patented" May 2, 1882.

Wrwppes:

N. PETERS. FhotmLfihngmphar, Washington. D. C.

(No Model.) 2 Sheets-Sheet 2.

W. P. DODSON.

RAILROAD SWITGH.

No.257,299.. Patented Mayf2,1882.

UNITED STATES PATENT QFFICE.

WVILSON I DODSON, OF PHILADELPHIA, ASSIGNOR OF ONE-HALF TO ALEX- ANDER H. EGE, OF MEOHANIGSBURG, PENNSYLVANIA.

RAILROAD-SWITCH.

SPECIFICATION forming part of Letters Patent No. 257,299, dated May 2, 1882.

Application filed February 23, 1881. (No model.)

To all whom it may concern Be it known that I, WiLsoN P. DonsoN, of Philadelphia, in the county of Philadelphia and State of Pennsylvania,have invented certain new and useful Improvements in Railroad-Switches and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being bad to the accompanying drawings, and to the letters of reference marked thereon, which form a part of this specification.

It consists in providing, in connection with a main track of a railroad having a depression on one or both rails, certain movable rails of a siding provided with suitable swivel-ties and guard-rails and a spring adapted to yield when required when the switch is locked to either side, by which a perfect safety-switch is produced to trains coming up or down on the main track and in and out from the siding, all of which will be fully set forth hereinafter.

In my drawings, Figure 1 is a" plan showing a portion of the main track and the siding in normal position to allow a free and unobstructed passage on the main trackfrom either direction. Fig. 2 is a side elevation of the main track. Fig. 3 is a transverse section of the same on linear w of Fig. 1. Fig. 4isaplan of track, showingbut one rail of the main track depressed. Fig. 5 is a plan to an enlarged scale, showing the spring device.

Similar reference-letters indicate like parts in all of the figures.

Referring to the drawings, A A are rails of the main track, which are permanently fixed to sleepers in the usual manner.

B B are the rails forming the switch.

0 C are guard rails located at suitable points, as shown, and permanently fixed to the road-bed to serve as guides to prevent undue lateral movement of the cars as they are being shunted onto the siding from the main track and onto the latter from the former.

D D D are connecting-bars provided to unite the switch-rails and keep them relatively together.

E is a spring of spiral or other form placed over the switch-rod,' to which the operatinglever is attached, which is limited in its expansion by flanged collars f, which in turn are limited by a yoke permanently fixed to the connecting-bar D. The said connecting-bar being fixed to the parts of the siding B B, said parts are carried with it to one side or the other by opposite movements of the switch-lever. Nuts 9 are adjusted on the rod 0 to admit of play to the yoke on the said rod when by force from the wheels of an approaching train a lateral movementis given to switch-rails B B. The function of the spring E is to restore the rail B or B to a locked position after yielding by the force of the wheels of apassing train.

The rail B of the siding, being pointed at the end I), as shown, is adapted to fit snugly against the rail A when the switch is. shifted to shunt a train from the main track onto the siding. The rail B is of ordinary form, but the section B is deflected from said point 9 to form an elbow at said point, which is practically opposite to the point I) of the rail 13.

This rail 13 is pivoted at g for a purpose hereinafter to be mentioned. The guard-rail G is made of a greater or less length, as may in practice he found necessary for the performance of the well-known function of such appliances.

In Fig. l the rails A A of the main track are depressed between the points a a to a depth equal to or a little in excess of the depth of the flanges of the Wheels of the cars, for a purpose hereinafter set forth. In Fig. 4, however, but one of the permanent rails A of the main track is shown depressed, and in :allprobability this variation only would be required in practice to give a satisfactory result.

The operation of my switch I will explain as follows: We will suppose the train to be approaching in the direction of the arrow 2, which may be called up. The switch being in its normal position-4. e., closed for the sidingthere will be nothing to prevent the movement of the train upon the main track in either direction. I now open the switch by means of the lever and cause the point b to fit snugly to the rail A, while at the same time the opposite rail, B, fits snugly to the rail A, also of the main track, being drawn over by the connecting-bars D D D 'The switch being now open for the .siding, we will suppose a train approaching which we desire to shunt from the main track. When the forward wheels of the engine or car reach the point I) the tread of said wheels will be immediately over the lowest points of the depression at It a, while the flange of said wheels will at the same time impinge against the inner side of the pointed rail B at or near said point I), by means of which said wheels will be deflected upon the tread of said rail B. The tread of the wheels upon the opposite side having meanwhile passed upon the horizontal surface of the elbow-section B at the commencement of the depression of the rail A of the main track are thereby supported, and upon arriving at the elbow g are deflected also upon the siding-rail in consequence of the flanges of said wheels having reached the point of greatest depression, so that the latter are thereby enabled to pass obliquely over the tread of said depressed rail A to engage with the tread of said siding-rail. 7

It is of course to be understood that the siding and its connections have a planein common with the common plane of the main-track rails, and that the plane of depression of said main-track rail or rails is consequently below that of the siding. If we now suppose the switch to have been left open to the siding, either through neglect or otherwise, nevertheless a train running down the main track in the direction of the arrow z will not be prevented from passing over the main track through liability to derailment, for as soon as the flanges of the forward wheels on the left reach the angle b they will enter said angle, wedge like, and force said pointed rail laterally toward the right, and by means of the connecting-bars D D D 'the elbow-rail on the opposite side will be moved from its closelyfltting position to allow of the safe passage of the train, after which the expansive force of the spring E returns said pointed rail B and rail B to the locked position, leaving the siding open as before the passage of the train. If we now close switch to the siding, with the pointed rail snug to the fixed guard-rail G, the main track being open, a train coming out of the siding will not beprevented from running freely onto the main track, for the reason that as said train moves in the direction of the arrow 2 the flanges of the forward wheels on the left will wedge themselves between the guard-rail O and the pointed rail B and force said pointed rail B against the main-track rail A, and thus open a way on the left, and at the same time draw, by means of the ties, the elbow-rail within reach of the main track to give a safe passage onward. After said train from the siding has passed on, the force of the controlling-spring E will return the said pointed and elbow rails to again close the sid mg.

The permanent track rails A A, or either of them, are intended to be so inclined or depressed from someconvenient point or points,

reaching a vertical depth of deepest depression at the point I), or at a point about opposite said point, at the same time, so that the wheels of the train in passing up and down the main track will descend into the depression between the limits of the same and pass out of the same so gradually that the change of plane will scarcely be perceived by the passengers on the train.

In placing the depressed rail or rails it will be necessary either to lower the road-bed or else groove or cutaway the ties to receive said rails, the latter means, however, being preferred for economical orotherreasons evident. As I have stated, the rails of the main track may be depressed by as gentle an inclination as may in practice be-deemed best; but by increasing or diminishing the length of the inclined planeit will be necessary also to increase or diminish the length of the elbowed rail B' of the siding to a corresponding extent, so that when the train is coming in the direction of the arrow z the tread of the wheels of the train will take onto said rail as soon as the beginning of the said depression is reached.

llhe connecting-bars D D D are to be se cured in the usual manner to the switch-rail, and they may be constructed with some compensating arrangement, so as'to adjust themselves without distortion to the changes neces sitated by the movementof the switch laterally. In the application of these bars to fit under the main-track rails it will be necessary to bend them, as shown at t, Fig. 3, in order to have them move freely under the depressed portion of one or both main-track rails.

WVhile in the construction of the different ap pliances of my switch I prefer to depress but the one rail of the main track, and that upon the side nextto the siding, upon the scoreof economy and simplicity, in conjunction with absolute safety, yet I do not by any means con flne myself to this construction, for the reason that it may be found best in practice to depress both rails of the main track for the convenience of the most rapidly-moving trains in order to secure a more perfect stability of equi librium of motion, thus preventing that swaying or lurching of the cars to one side, as is shown in the case of trains when passing rapidly around a sharp curve to the discomfort of travel ers, as well as to the detriment of the running gear of the trucks and the tracks from the un equal strain consequent upon the movement of the train in a plane laterally inclined.

I am aware that compensating-springs have been used before in connection with automatic switches, and I am also aware that swivel connecting-bars have been used. I do not claim anything broadly for either of these.

I am also aware of a patent granted to one Wharton, in which was used an elevating switch-rail on one side of a siding in connec' tion with a level main line, and to such I make no claim.

I am also aware that switches are in use provided with grooved rails elevated above the main track to carry the wheels of a train above the same. and certain weighted levers connected with the switch-rails to produce an automatic safety arrangement, and to suchI make no claim. I further disclaim anything broadly for the returning-spring or the compensatingties secured to the movable switch-rails, as I am aware such are old and in use.

In an application filed October 7, 1881 and now pending, (an improvement in railroadsWitches,)I have shown an arrangement which embodies the depressed track in connection with a siding. I therefore make this reference in order that I may not be debarred from any rights that may be my due in any proceeding touching this second application.

WILSON P. DODSON.

Witnesses:

EDMUND G. HAMERSLY, GEORGE HoUsE.

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