US2898062A - Blowers for railway switches - Google Patents

Description

Aug. 4, 1959 o. F. MAGNUS BLOWERS FOR RAILWAY SWITCHES 3 Sheets-Sheet 1 Filed Nov. 6, 1956 INVENTOR. OSCAR F. MAGNUS ATTORNEYS Aug. 4, 1959 Filed Nov. 6, 1956 FIG. 2

0. F. MAGNUS BLOWERS FOR RAILWAY SWITCHES 3 Sheets-Sheet 2 ATTORNEY B 9 5 9 1 4 m. u A

3 Sheets-Sheet 3 Filed NOV. 6, 1956 INVENTOR. OSCAR F. MAGNUS z/wwwz w ATTORNEYS United States Patent BLOWERS FOR RAILWAY SWITCHES Oscar F. Maguus, Tinley Park, 111., assignor to American Brake Shoe Company, New York, N.Y., a corporation of Delaware Application November 6, 1956, Serial No. 620,688

1 Claim. (Cl. 246428) This invention relates to pneumatic blower apparatus for maintaining clear of snow, sand, and like debris areas adjacent moveable parts of a railway switch.

The successful or efficient operation of a railway switch is often impeded by accumulations of snow, debris and the like which packs between the stock rail and the switch point, such that the latter cannot properly or efficiently engage during operation of the switch. Therefore, if a proper functioning of the switch is to be attained during inclement weather or other natural conditions giving, rise to accumulations of debris between the switch point and the stock rail, it is necessary to provide the switch with some means for maintaining the same free of suchobstructions. In the past, such means have usually been either in the form of electrical resistance elements mounted on one of the rails for melting snow and ice, or a set of open gas flames arranged at the switch for the same purpose. However, operation of these prior devices is inherently accompanied by the melted snow or ice flowing in a stream to another point where freezing again occurs. This, it will be seen, is but a partial solution to the problem especially since the same is effective only on snow and ice. Moreover, where electrical resistance elements are used, the system is somewhat delicate and subject to reoccurring malfunctions, and where gas flames have been resorted to, these are many times, additionally extinguished. In addition, open gas flames in any event represent a fire hazard and are. likely to cause overheating of adjacent switch parts.

Other arrangements have also been suggested but such have not been utilized commercially because they do not embody any practical means of control.

In copending application Serial No. 410,557, filed February 16, 1954, there is disclosed a pneumatic blower including manifolds adapted to be disposed between the stock rail and switch point on either side of the railway switch to maintain areas between. the moveable and immoveable rail on either side of the switch free. of debris that may accumulate therein, and the arrangement is such that timed intermittent pulses of air under pressure are adapted to emit from discharge means provided on the manifolds.

It hasv now been found that operation of the. railway switch can he further improved and rendered more effective under adverse conditions caused by accumulation of debris adjacent moveable. parts of the railway switch by alfording meansv for additionally discharging air under pressure Onto the slide plates. on which the moveable rails of the switch are adapted to slide, in operation of the switch, and the primary object of the present invention is-to' enable the slide. plates of a railway switch to be cleared or swept off by pneumatic blower apparatus. of the foregoing kind, and to do. this in such a manner as, to conserve considerably on the supply of compressed air. Thus, under the present invention compressed air is conserved economically by assuring that the compressed air. discharge means for the slide plates operates only on the slide plates that are. on the.

closed side of the switch, while at the same time the compressed air discharge means for maintaining clear of debris the space between the railsof the switch operate only on the open side of the switch, and the accomplishment of this advantageous mode of operation is a further object of the; present invention.

It has further been observed that the head rod used in throwing or setting the switch sometimes operates inefliciently due to accumulations of debris adjacent this moveable part of a railway switch, and a further object of the present invention is to alford compressed air discharge means in position adjacent the head rod of the switch so as to maintain areas adjacent thereto clear of debris, and to furnish air under pressure thereto irrespective of the setting of the switch, or in other words to continuously supply air under'pressure to the compressed air discharge means for the head rod at all times when the blower apparatus is in operation.

Other and further objects of the present invention will be apparent from the following description and claim are illustrated in the accompanying drawings which, by the way of illustration, show a preferred embodiment of the present invention and the principles thereof and what I now consider to be the best mode in which I have contemplated applying these principles. Other embodiments of the invention embodying the same or equivalent principles may be used and structural changes may be made as desired by those. skilled in. the art without departing from the present invention and the purview of the appended claim.

In the drawings:

Fig. 1 is a plan view of a typical railway switch showing the stock rails, the switch points, the slide plates, the head and throw rod, and the ties;

Fig. 2 is a sectional view on an enlarged scale takenthrough the stock rail and the switch point on the open side of the switch shown in Fig. l, but showing these rails of the switch in their closed position and the manifolds and. discharge associated therewith;

Fig. 3 is a side elevation of a portion of the manifold, and discharge means depending therefrom, associated with the stock rail shown in Fig. 2;

Fig. 4 is a schematic view of one form of the blower apparatus of the present invention including control valves;

Fig. 4A is a schematic wiring diagram illustrating one way in which the apparatus may be controlled remotely;

Fig. 5 is a fragmentary perspective view showing one form of means for reversing valve settings in accordance with operation of the railway switch;

Fig. 6 is a sectional view of discharge means for imparting direction to the stream of compressed air emitting therefrom and;

Fig. 7' is detail view showing inlet connections to a manifold.

In Fig. l of the accompanying drawing there is shown in somewhat simplified form a typical railway switch installation including the usual stock rails 15 and 16 that have switch points as 17 and 18 associated therewith. As is well known in operation of the switch the switch points 17 and 18 are adapted to slide on slide plates 20 and 21 on either side of the switch, the slide plates 20 and 21' being secured to the upper surface of the ties 25 in the usual fashion. As shown in Fig. 1, the switch points 17 and 18 are interconnected at the throw end by a head rod 30, the head rod 30 being coupled in the usual fashion by a bracket 31 to a throw rod 32.

The blower apparatus. for directing compressed air at areas of the switch adjacent moveable parts thereof includes a pair of elongated, laterally spaced apart tubular manifolds. 40 and 41, Fig. 4, which are. adapted to be positioned between the stock rail and switch point on either side of the switch, and the arrangement is such that these manifolds and discharge means associated therewith are disposed beneath the head of the stock rail in each instance so as not to interfere with the required engagement of the switch points with the stock rails. This is most conveniently attained by securing the manifolds to the inner side of the webs of the stock rails as shown in Fig. 2. Thus, refering to Fig. 2 it will be observed that the manifold 40 associated with the stock rail 15 is of substantially smaller size than the head 15H of the stock rail 15 so as to be completely shielded by the head of the stock rail and this is also true of the manifold 41 in respect to the other stock rail 16. The manifold 40, and in like manner the manifold 41, is held against the inner face of the web 15W of the stock rail conveniently by brackets as 43, each curved or bent at its upper end complementary to the associated manifold. Each bracket 43 includes a leg 44 secured to the web of the rail as by a nut and bolt in the manner shown in Fig. 2.

At spaced points along the length of each manifold 40 and 41, a plurality of depending discharge tubes 46 are afforded. The upper ends of the discharge tubes 46 communicate with discharge ports formed in the manifolds 40 and 41 as shown in Fig. 3, and a suitable weld W is used to join these ends of the tubes to the related stock rail manifold. The lower portion of the discharge tubes 46, as shown in Fig. 3, are bent substantially at right angles so as to point toward the head rod 30 of the switch. The. forward ends of the tubes 46 are threaded at 46T, Fig. 3, and selectively positionable discharge means in the form of balls 47 are seated as shown in Fig. 6 in the open end of each tube 46 that is threaded. Each such ball is formed with a discharge nozzle 48, and a discharge orifice is formed through the nozzle 48 and the ball '47 to open at an enlarged chamber at the inner end of the ball which communicates with the interior of the related tube 46. A retainer collar or nut 52 is threaded onto the threads 46T of each tube 46, and these retainers are formed with annular flanges 52F affording a seat for the related ball 47 to thereby hold the ball 47 to the tube 46 with the nozzle 48 pointing in the desired forward direction. By loosening a retainer 52, the related ball 47 can be adjusted as desired to produce the most efficient discharge directional effect. Thus, the discharge means including the tubes as 46 and the balls as 47 are arranged in association with the manifolds 40 and 41 so as to cause compressed air emitting therefrom and supplied thereto in a way to be described below so as in effect to sweep out debris accumulated between the stock rail and the switch point, such sweeping occuring in a direction toward the head rod 30 inasmuch as the space between the switch point and the stock rail adjacent the head rod 30 affords maximum clearance for debris driven forward by compressed air.

Under the present invention, a pair of elongated, laterally spaced apart manifolds 60 and 61, Fig. 4, are arranged'inwardly of the manifolds '40 and 41, and the manifolds 60 and 61 are further disposed adjacent the inner sides of the switch points as 17 and 18 so that discharge means associated therewith are in position to sweep off the upper faces of the slide plates 20 and 21. Thus, as shown in Fig. 2, the manifolds as 60 and 61 are clamped to the related switch point 17 or 18 by clamp structure similar to that described hereinabove in connection with the manifolds 40 and 41. Discharge tubes 46A are connected to each manifold as 60 or 61 at spaced points along the length thereof corresponding to the spacing between the slide plates 20 and 21 on either side of the switch that are to be subject to the sweeping effect of compressed air, and as will be observed in Fig. 2 the tubes 46A are arranged so that the discharge nozzles 48A associated therewith are each adapted to direct a stream S of compressed air substantially onto the geometrical the discharge means 46A-48A for the slide plates on either side of the railway switch discharge air only onto the slide plate that are on the closed side of the railway switch.

As shown in Fig. 4, a conduit 70 transverse to the switch is arranged to furnish air under pressure to the manifolds 40 and 61, and a second conduit 71 parallel to the conduit 70 is arranged to furnish air under pressure to the manifolds 41 and 60. The conduit 70 extends from a T-connector 72 across the railway switch to a flexible hose 73 connected by a stub pipe 74 to an elbow 75. A short connector pipe 76 extends from the elbow 75 and fits into a union 77, Fig. 7, connected to the inlet 78 for the manifold 40.

Inasmuch as the slide plate manifold 61 will shift with the near side switch point 18 (Fig. 1) during operation of the switch, a flexible hose 80, Fig. 4, is connected to the second arm of the T-connector 72, and the inlet end of the manifold 61 is coupled in the usual fashion to the hose 80. Ends of the manifolds 40 and 61 are capped as required.

A conduit 82 is coupled to the third arm of the T connector 72, and the opposite end of this conduit is coupled to one arm of a T-connector 85. A flexible conduit in the form of a hose 86 leads from the T-connector to a connection to a water trap 87, and air under pressure from a main supply is directed to the water trap through a conduit 88 connected at its other end to a valve V-1.

A somewhat similar arrangement is afforded for the manifolds 41 and 60. Thus, the far end of the conduit 71 is connected to an elbow 90 in turn connected to a flexible hose 91 to which the inlet end of the manifold 60 is in turn connected, thereby affording flexibility for the slide plate manifold 60 that is to be secured to the switch point 17. The opposite or near end of the conduit 71 is connected to one arm of a T-connector 93, and a second arm of this connector is connected to the stock rail manifold 41. A short conduit or stub pipe 94 is connected to the third arm of the connector 93, and the opposite end of this pipe is connected to another T-connector 95. Air under pressure is furnished to the T-connector 95 through a water trap 97 independently of air under pressure passing through the water trap 87 and the hose 86. Air under pressure is directed to the water trap 97 through a conduit 98, and a valve V-Z is associated with the conduit 98 so as to control the passage of air under pressure to the manifold 71.

Air under pressure derived from a main source of supply is directed through a main supply conduit 100. The valves V-1 and V-2 are preferably arranged in a protective housing 105 adjacent the switch installation. A

" Y-connector 106 is disposed in the housing 105, and opposite arms of this connector are connected within the housing 105 by respective pipes 108 and 109 to the inlets of the valves V-1 and V-2. A pipe 110 is connected to the main supply line by an elbow 111 outwardly of the housing 105, and an air filter 112 is preferably arranged in the housing to filter the compressed air prior to its admission to the valves V-l and V-Z as shown in Fig. 4.

In order to assure effective operation of the head rod 30 of the railway switch, a fifth manifold 120, Fig. 4, is arranged transversely of the rails of the switch adjacent the head rod 30. This maybe accomplished by supporting the manifold in a convenient fashion on a tie adjacent the head rod. Connected in spaced relation to the al, adjustable discharge means 46B similar to the discharge means described above in connection with Figs. 2, 3, and 6. In this instance, the discharge means 46B are so arranged that the general path of air under pressure emitting therefrom is in the direction of the switch point 17, that is, in a direction away from the throw rod 32 for the railway switch so that debris that may collect adjacent the head rod 30 will not be swept toward the switch throwing mechanism.

The end of the manifold 121) adjacent the manifold 60 is capped, and the end opposite the capped end is connected by an elbow 122 to a conduit 123 which may extend parallel to the switch rail manifolds as shown in Fig. 4. The conduit 123 is connected to a header conduit which is connected to and between and communicates with the supply conduits 70 and 71. In achieving this,'the end of the conduit 123 opposite the end connected to the elbow 122 is connected to an elbow 124, and a short stub pipe connects the elbow 124 to one arm of a T-connector 125 which is part of the header conduit. The other two arms of the T-connector 125' are connected by suitable pipes to the respective T- connectors 85 and 95 which join the header conduit to the supply conduits 70 and 71, and respective check valves 126 and 127 are interposed in the header conduit between the respective air lines that extend between the T- connectors 85, 95, and 125. The purpose of these check valves is to restrict air under pressure to but one of the conduits '70 and 71 at any time the blower apparatus is in operation, while enabling air under pressure to flow to the manifold 120 at all times as will be explained. It will thus be seen that the header conduit referred to above includes the T- connectors 85, 95 and 125 and the short pipes and the check valves 126 and 127 joined thereto across and in communication with the supply conduits 70 and 71.

Under the present invention, when the apparatus is in operation, only that manifold 40 or 41 which is on the open side of the railway switch, and only that manifold.

60 or 61 which is on the closed side of the switch, are to receive air under pressure, but in all instances where the apparatus is in operation, the manifold 120 is to receive air under pressure. Thus, relating the blower apparatus shown in Fig. 4 to the setting of the railway switch shown in Fig. 1, the manifold 40 which is asso ciated with the stock rail on the open side of the railway switch is to. receive air under pressure to clear the rail separating space. on this side. of the switch, the manifold 61 which is associated with the switch point 18 on the closed side of the switch is to receive air under pressure tov clear the slide plates. 21, and manifold 120 is to receive air under pressure to clear the head rod areas. Moreover, manifold Gil is not to receive air under pressure at this time for the reason that the discharge means associated with manifold 40 will be effective to. maintain the slide plates 20. on the open side of the switch free of debris so that when the switch is reversed the switch point 17 will shift or slide efliciently on the portions of the slide plates 20 between the stock rail 15 and the switch point 17; and manifold 41 is not to receive under pressure since the switch point 18 is closed. At the same time, the discharge means associated with manifold 61 will be effective to maintain the slide plates 21 at the portions thereof inwardly of the switch point 18 clear of debris to thereby assure efiicient subsequent operation of the railway switch. On the other hand, when the switch is reversed to its other or second position to close point 17 and open point 18, then manifolds 41 and 60 are to receive air under pressure, manifolds 4t and 61 are to be in effect closed off, and manifold 120 is to continue to be connected to the source of air under pressure.

The arrangement whereby the foregoing is accomplished for selectively furnishing air under pressure to the manifolds 40, 41, 60, and 61 is shown in Figs. 4A and 5. Thus, the valves V-l and V-2 are normally closed solenoid controlled valves adapted, respectively, to be opened when the corresponding coil 141 or 142 and its armature retract the related valve away from its valve seat. The coil for valve V-1 is adapted to be energized through leads 143 and 144, and a like set of leads 145 and 146 are afforded for energizing the coil of valve V-2.

Circuit to the leads for the coils 141 and 142 is in part under control of a double pole, double throw switch 150, and as will be observed in Fig. 4A the control switch 150 when in one position is adapted to extend circuit to the leads for coil 141, the circuit for coil 142 being at this time broken. In the other of its two positions, the control switch 150 extends circuit to the coil 142 for valve V-Z, circuit at this time being broken to coil 141. Leads 151 and 152 are extended to the switch 150, and an off-0n switch 155 is wired into lead 151.

As explained in the aforesaid copending application, air being discharged from the discharge means associated with the above described manifolds is advantageously pulsed, since to do so improves the efficiency of the sweeping or cleaning action of the compressed air. This of course entails intervally opening and closing the particular valve V-l or V-2 that happens to represent the operable air circuit, depending of course upon in which position the control switch 150 happens to be. Such pulsing of air incidental to repeated opening and closing of the valve V-1 or V-2 may be accomplished in different ways, but preferably this is accomplished by a timer in the form of a cam operated pulse control switch Fig. 4A, that controls opening and closing of related switch contacts 161 and 162 that are in series with the lead 152. The switch 160 is illustrated in its closed or operative position in Fig. 4A, inasmuch as the lobe of the timing cam 163 is effective in its rotational posi tion to close contacts 161 and 162. The shaft 164 for the cam 163 is driven by a motor, not shown, and when the dwell of the cam 163 is presented to the switch contacts 161 and 162 these open in the usual fashion as explained in the aforesaid copending application. Thus, when switch 155 is closed and switch 150 has been set in one of its two selected positions in a manner to be explained herein below, cam 163 when driven is effective repeatedly to open and close circuit to the operable one of the valve V-1 or V-2. It should be mentioned that cam 160 includes an adjustable lobe, such as would be afforded by a pair of cams selectively positionable with respect to one another on the shaft 164, so that the period of an air pulse can be accurately timed as to the length of a pulse of compressed air or the interval between air pulses or both. As indicated in Fig. 4A the cam control switch 160 and the off-on switch 155 are included in a housing 165 representing a remote control panel located remotely from the railway switch installation.

Under the present invention, the control switch 150 is set in either of its two positions as an incident to setting movement of the railway switch. Thus, as shown in Fig. 5, a housing 1501-1 for the switch 150 is secured to the outboard end of a tie 25 of the railway switch installation, and the switch housing 15611 for purposes of disclosure is shown as being located adjacent the stock rail 16 and the switch point 18. The control switch 150 includes an operating lever 150L, Fig. 5, adapted when shifted to throw the switch 150 from one of its positions to the other when the railway switch is operated. Thus, the lever 150L at its lower end is connected to a throw rod 150R, and the opposite end of the rod 150R is tied to the switch point 18.

Again relating the blower apparatus of Fig. 4 to the railway switch installation shown in Fig. 1, valve V-1 would be the one in operation since as explained above manifolds 40 and 61 are at this time to be furnished with air under pressure together with air under pressure being furnished to manifold 120. This means of course that switch 150 would be set to extend circuit to the leads 143 and 144 for energizing the coil 141 of valve V-1.

When, however, the railway switch is reversed, movement of switch point 18-is effective through the operating mechanism 150R150L to throw the control switch 150 to open circuit to leads 143 and 144 and to close circuit to leads 145 and 146.

The purpose of the check valves 126 and 127 will be clear from the foregoing. Thus, at the time when manifolds 40 and 61 are receiving air under pressure furnished by conduit 70 incidental to opening of valve V-l, check valve 126 enables air under pressure to flow through conduit 123 to the manifold 120. At this time, check valve 127 will be closed by air under pressure impinging thereon as a result of its communication with the T-connector 125. However, when the railway switch is reversed allowing valve V-1 to maintain its normal closed condition and causing valve V-2 to open to thereby furnish air under pressure to conduit 71, check valve 126 is forced to its closed position by air under pressure and check valve 127 opens to continue the supply of air under pressure to manifold 120. Thus, the arrangement of the check valves 126 and 127 is one way in which a continuous supply of air under pressure is furnished to the head rod manifold 120 so long as the blower apparatus is in operation, and which at the same time assures essential restriction of air under pressure to but one of the conduits 70 and 71 thereby conserving considerably the source of compressed air.

Hence while I have illustrated and described the preferred embodiment of my invention it is to be understood that this is capable of variation and modification, and I therefore do not wish to be limited to the precise details set forth, but desire to avail myself of such changes and alterations as fall within the purview of the following claim.

I claim:

In a railroad switch installation having elongated laterally spaced stationary stock rails and laterally spaced movable switch points located between the stock rails and 7 each positioned adjacent a stock rail, and wherein the switch points are joined by a head rod for shifting the switch points in unison, and wherein the switch points slide on slide plates fastened to the ties: a first pair of elongated compressed air-conducting manifolds extended generally parallel to said rails and respectively disposed between each stock rail and switch point on each side of the railroadswitch, each of said manifolds in the first pair of manifolds having spaced discharge ports along the length thereof in position to discharge compressed air from the manifolds into the space between the stock rail and the adjacent switch point, a second pair of elongated compressed air-conducting manifolds extended generally parallel to said rails and respectively disposed at the sides of the switch points which face away from the first-named manifolds on each side of the railroad switch, each of said manifolds in the second pair of manifolds having discharge ports along the length thereof in position to discharge compressed air from such manifolds on to the slide plates, another manifold extending between the second pair of manifolds generally transverse of the first and second pair of manifolds and parallel to the ties and head rod and located adjacent the head rod, said other manifold having discharge ports in position to discharge compressed air from said other manifold along the length of said head rod, a first supply conduit for compressed air connected to that manifold in the first pair of manifolds which lies on one side of the switch and connected to that manifold in the second pair of manifolds which lies on the other side of the switch to supply compressed air commonly thereto, a second supply conduit for compressed air connected to the remaining two manifolds in said pairs of manifolds to supply compressed air commonly thereto, a third supply conduit connected to said other manifold to supply compressed air independently thereto, a main conduit connected to a source of compressed air, settable two-position valve means connecting said main conduit to said first and second supply conduits, said valve means having one set position whereat the first supply conduit receives compressed air from said main conduit while the second supply conduit receives none and said valve means having a second set position whereat the second supply conduit receives compressed air from said main conduit while the first supply conduit receives none, means movable with the switch points to set said valve means in one of the two positions therefor, and means for supplying compressed air from said main conduit to said third supply conduit at all times irrespective of the setting of said valve means, the last-named means including a header conduit connected to and between said first and second supply conduits, oppositely working check valves in the header conduit positioned to admit air from the first and second supply conduits to the header conduit, and said third supply conduit being connected to the header conduit between said check valves.

References Cited in the file of this patent UNITED STATES PATENTS 791,666 Wishart June 6, 1905 828,086 Bowers Aug. 7, ,1906 1,423,965 Paige July 25, 1922 1,429,726 Feder Sept. 19, 1922 1,675,979 Laird July 3, 1928 1,778,637 Hollinger Oct. 14, 1930 1,803,358 Schumann May 5, 1931 1,818,989 Griflith Aug. 18, 1931 2,700,519 Gilmore et al. Jan. 25, 1955 2,784,928 Logan Mar. 12, 1957

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