US2903972A

US2903972A - Railway switch assemblies

Info

Publication number: US2903972A
Application number: US569855A
Authority: US
Inventors: George H Schutze
Original assignee: Alweg Forschung GmbH
Current assignee: Alweg Forschung GmbH
Priority date: 1955-03-11
Filing date: 1956-03-06
Publication date: 1959-09-15
Anticipated expiration: 1976-09-15

Description

Sept. 15, 1959 G. H. scHUTzE RAILWAY vswI'rcH AssEMBLIEs 6 Sheets-Sheet l Filed March 6. 1956 l www G. H. SCHTZE RAILWAY SWITCH ASSEMBLIES sept. 15, 1959 Filed Maron 6'. 195e 6 Sheets-Sheet 2 INVENTOR @am M50/dies ATTORNEYS Sept. 15, 1959 G. H. sc HUTzE f 2,903,972

I' RAILWAY lSWITCH AssEn/IBLIES iled March 6.1956 l A e sheets-sheet s lll ' lNvENTOR' ATTORNEYS am M50/m Sept. 15, 1959 G. H. s-cHUTzE RAILWAY SWITCH ASSEMBLIES 6 Sheets-Sheet 4 Filed March 6. 1956 1i w mi INVENTOR 520626 M55/(YRS v sePt-15.1959 v G. H. scHTzE 2,903,972

RAILWAY SWITCH AssEMBLIEs Filed March 6. 1956 6 Sheets-Sheet Y /B/ /60 l I C o '360'o 720" @60 1N VENTOR #my Sc//i/ze @60 are ATTORNEYS l 6 Sheets-Sheet 6 l??? 3p F4 G. H. SCHUTZE RAILWAY SWITCH ASSEMBLIES Sept. 15, 1959 Filed March 6. 1956 ff/f BY MZZQW ATTORNEYS United States Patent O 2,903,972 RAILWAY SWITCH ASSEIVIBLIES Georg H. Schtze, Koln-Bickendorf, Germany, assignor to AlWeg-Forschung, Gesellschaft mit beschrankter Haftung, Cologne, Germany, a corporation of Germany Application March 6, 1956, Serial No. 569,855 i Claims priority, application Germany March l11,` 1955 '5 Claims. (Cl. 1114-96) This invention relates to switch constructions and more particularly to switch constructions for railway systems of the monobeam type. In such systems the track comprises a relatively heavy usually substantially rectangular beam member having top and side running surfaces, the former supporting the load carrying vehicle wheels and the latter engaging upper and lower lateral Vehicle wheels which guide the vehicle and transfer tilting forces t'o the beam.

In the past switches for monobeam railways have Abeen proposed which include at least two rigid sections of track with different curvatures rigidly mountedk on a plate pivotally mounted on a pylon or other support. The track beam sections are so arranged that one or the other may be connected to a through trackway by rotating the plate to an appropriate angle. Particularly when the beam sections are formed on a large radius of curvature this type of construction becomes excessively heavy and, l

even where relatively powerful operating mechanisms are employed, the switching process is necessarily quite slow because of the relatively great mass of structure which must be moved. It is also diicult to switch the massive beam sections accurately and to positively lock them in the desired positions. l

Also it has been proposed for monorail systems, which comprise only a single load carrying rail and which do not include the lateral `guide and tilt rails, to pivotally connect a switch track section to the through way of the |track for swinging movement to align the free end of the switch track with angularly related through ways. It has been proposed to renne this construction by dividing-the pivotally mounted section into two or more sections each pivotally related to the adjacent section thus Yobtaining an articulated switch. However because of the angular relation between the adjacent pivoted sections such a construction is not suitable for use with monobeam railways having lateral wheels and is particularly unsuitable for passenger trains which must aiord smooth operation at high speeds.

It is accordingly the primary purpose and object of the present invention to provide improved switch construe tions for monobeam railways which overcome the above stated disadvantages of known prior construction.

It is a further object to provide improved monobeam switch mechanisms whichrare easily and rapidly moved between two or more operating positions with relatively low applied power. v

It is also an object of the present invention to provide improved monobeam switch constructionsv which incorporate a unique drive system effective to vary the drive ratio to thereby move the switch sections at relatively high speeds over the major portion of their travel and to move the switch sections toward and away from nal closed position at relatively low speeds with relatively high actuating forces to assure p-recise positioning of the switch and to permit locking the switch in closed positions.

It is an additional object of the present invention to ice 2 .Y provide improved monobeam switch constructions which comprise articulated rigid beam sections carrying upper and lower sets of side rails which are laterally shiftable of the beam to provide continuously curved supporting surfaces for the lateral wheels of the vehicleregard'less of the disposition or angular relation of the articulated beam sections.

It is a further object of the present invention to provide improved monobeam switch constructions including unique control means effective during switching movement of the beam sections to automatically laterally shift the side guide rails to dispose the rails in a continuous smooth curve.

It is an additional object of the present invention to provide improved monobeam switch constructions comprising articulated beam sections having laterally off-set portions adjacent their opposite ends to effectively provide a smooth continuously curved upper running surface for supporting the load carrying wheels of a monobeam type vehicle.

Additional objects and advantages will become yapparent as the description proceeds in connection with the accompanying drawings illustrating a typical embodiment of the invention and in which:

Figure 1 is a top plan view of a switch disposedin a position to connect aligned through track sections; j v

Figure 2 is a top plan view of the switch ina position to connect angularly related through track sections;

Figure 3 is a side elevation of the switch offFigures 1 and 2; I f lj' Figure 3A is an enlarged plan view of a portion of the switch assembly shown in Figure 3; l

Figure 4 is a transverse section taken along the line 4-4 of Figure 1 showing details of the switch beam supporting mechanism;

Figure 5 is an enlarged fragmentary section taken along line 5--5 of Figure 4; i

Figure 6 is a transverse section of the tracktaken along line 6 6 of Figure 2;

Figure 7 is a transverse' section taken along line 7-7 of Figure l showing details of the support and driving mechanism for one of the beam sections; i

Figure 8 illustrates in chart form the configuration of the worm incorporated in the switch drive mechanism;

Figure 9 is a diagrammatic top plan View of the switch beam sections in a position similar to that shown" in Figure 2; v

Figure 10 is an enlarged fragmentary section taken along the line 10-10 of Figure 1 showing details ofthe mechanism Vfor mounting the side rails;

Figure 11 is a section taken along line 11--11 of Figure 10 showing details of construction; l Y Figure l2 is an enlarged fragmentary section taken along line 12--12 of Figure 2 illustrating' details of the mechanism for laterally shifting the side rails;

Figure 13 is a diagrammatic illustration of a typical hydraulic system for operating the mechanism for' shifting the side rails; j

Figure 14 is an enlarged' side elevation of a joint con'- necting the adjacent ends of lateral rails carriedk by two beam sections; and

Figure 15 is a section taken along line' 15-15 of Figure 14 showing details of construction.

Referring now more particularly to the' drawings' the switch construction of theV present invention is illustrated as applied tol a monobeam railway system of the type disclosed in copending application Serial No. 371,106 in which the track way consists of a substantially rec'- tangfular beam preferably formed of cast concrete. The track and switch construction comprises a main line beam 20 and a branch line 22. Thev switch construction comprisesV74 generally a short connecting beam section 23 and two

main switch beams

24 and 25, the latter being shiftable between the positions shown in Figures 1 and 2 to selectively connect the beam 20 to the beams 21 and 22, respectively. Preferably the entire track system is disposed on pylons at a suitable elevation above the ground as :disclosed in the aforesaid copending application Serial No.V 371,106. Y

f v'The end of the track beam 20 rests ona cantilever 26 cast integrally with a pylon 28 (Figure 3) which forms apart of the switch construction. The short intermediate link track beam section 23 is cast integrally with the upper end of the pylon 28. A yconcrete plate 30 connects the pyln'28 with a rocking pylon 32, the lower end of which ynot shown andpmay be constructed in any convenient manner. The plate 30 transmits longitudinal forces from therocking'pylon 32 to the main pylon 28.

lMounted on the upper surface of the rocking Vpylon 32 are Aconcrete sleepers 34 (Figure 4) to which short metal railsections 36 are-rigidly attached to support a bogie indicated generally at 38 which carries one end of the switch beam section 24.

The bogie 38 is a box-like welded metal construction comprising Vtwo parallel longitudinal steel plate walls 40rwl 1ich together with longitudinal straps 42 welded to the upper and lower edges of the wall plates 40 form two U-shaped pieces which Vare secured together in spaced relation by upper and lower cross beams 44. Stiieners 46 ax'ewelded at their opposite lateral edges to the straps 42 and the. wall plates 40.

The. bogie is closed at its opposite end's by end plates 4 8 .welded to the straps 42 and the side walls 40 to complete a lightweight rigid construction capable ofsupporting the relatively heavy loads to which it isl subjected.

y Welded to the outer surface of the end wall plates 48 are stub axles 50 on which flanged wheels 52 adapted to run along the rails 36 `are mounted by any suitable bearing means, not shown.

The bogie 38 is pivotally mounted on the rocking pillar l32 by a pivot construction indicated generally at 54 shown in.enlarged detail in Figure to which detailed reference will now be made. A steel foundation plate 56 is secured to the upper surface of the rocking pylon 32 by means of nuts 58 threaded on anchor screws 60 cast into the upper surface of the Vpylon 32. Welded to the' plate 56 is a pivot 62 which is provided with a shoulder ,64 on which the inner race of a bearing assembly 66 is mounted. The outer race 67 of the bearing assembly. is mo-unted in an annular socket 68 which is welded .at its upper end to a plate 70 secured to the lower straps 42`.of Vthebogie 38 by meansV of nut and bolt assemblies 72. yThe lower end of the socket assembly is sealedby an elastic ring 74 carried by a ring 76fftted into-the lower end of the socket The parts of the bogie wheels and pivot construction are so proportioned vthatfonly lateral loads are absorbed by the pivot construction 54, the vertical loads being transmitted through the bogie wheels 52 directly to the rocking pylon 32. l p One end of the track beam section 24 is secured to the bogie 38 by means of a bearing plate 78 (Figure 4) the upper surface of which carries anchors 80 cast into the beam 24,and the lower surface of which carries studs 82 which project downwardly into the upper bogie strap 42, the latter being secured to the plate 78 by nuts 84 on the studs 82. At its opposite end the beam 24 is supported by a similar construction on a second box-like bogie assembly indicated generally at 86 (Figure 6). The bogie 86 is similar to the bogie 38 except lthat the end plates 48 and thefassociated axle constructions of the latter are omitted and extensions 90 of the bogie side walls 88 are provided with slots 92 in which wheel axles 94 are received. The axles which are secured to the bogie by means of bars96 screwed onto the extenvsion 90 carry flanged wheels 98. The wheels 98 ride along a curved rail 100 which is supported on a concrete sleeper 102 cast integrally with the upper surface of a concrete pylon 104. The axles of the Wheels 98 are so arranged that extensions of the axes of rotation of the wheels 98 pass through the pivot construction 54 which supports the opposite end of the beam. The center of curvature of the rail section 100 also is located on the center of the pivot construction 54 and this arrangement permits free pivoting of the beam section 24 between the positions shown in Figures 1 and 2 about the axis of the pivot construction 54.

Also mounted on the upper surface of pylon 104 by means of steel bars 106 (Figure 3A) is a wide flat rail 108 on which the unflanged wheels 110 of a bogie construction 112 generally similar to the bogie 86 ride. `One end of the beam 25 is rigidly mounted on the bogie 112 by a construction similar to that for mounting the beam 24 on the bogie 38.

As best shown in Figure 3A the

bogie assemblies

112 and 86 are pivotally connected at their respective midpoints by means of

connection members

114 and 116 Welded to the respective side Walls of thebogies and pivotally connected by a bolt and nut construction 118. The adjacent end surfaces of the

beam sections

24 and 25 are slightly curved to permit relative pivotal movement of the beam sections about the pivot point 118 while maintaining the gap between their adjacent ends as small as possible.

The free end of the beam section 25 is mounted on an additional bogie construction indicated generally at 120 (Figureil) of the same general construction as the bogie 112, the mounting means being of the same construction as that employed for connecting the beam section 24 to the bogie 86. The bogie 120 is provided with flanged wheels 122 which ride over a rail 124, the centerof curvature of which corresponds to a curve described by the end of the beam section 25 when moving from one position to the other. The rail 124 is supported on a cantilever section 126 integrally cast with a pylon 128. Also integrally cast with the pylon 128 are short track sections 130 and 132 projecting upwardly from the pylon in alignment with the main track branches 21 and 22, respectively. The ends of the track sections 21 and 22 area lso supported on two cantilever sections 134 (one shown) cast integrally with the pylon 128.

The

beam sections

24 and 25 are moved between the positions shown'in Figures l and 2 by separate drive mechanisms which are substantially identical in construction and function. Accordingly only the driving mechanism lfor the beam section 25 will be describedin detail and the driving mechanism for the beam section 24 will be referred to more generally.

Referring now more particularly to Figure 7, a drive motor and gear assembly, not shown, is housed in an enclosure v which is rigidly secured by any suitable means to the cantilever section 126 of pylon 128. The motor and gearassembly per se do not form a part of the invention and may be of any conventional type. The motor and gear assembly directly drives a shaft 142 which extends substantially transversely of the longitudinal axis of the beam section 25 and is rotatably supported at its opposite ends in bearing assemblies 144 and 146 ofY conventional construction rigidly supported by suitable brackets 148 on the upper surface of the cantilever section 126. Welded to the shaft 142 is a Worm strip assembly indicated generally at 150 which, togetherl with the'shaft 142, forms a worm gear similar to a screw conveyor.- Y Y Y -The lateral surfaces of the Worm gear strip assembly 150 engage-two cylindrical rollers 152 mounted for rotationi upon axes parallel to the longitudinal axis of beam sectionl 25 by any suitable means (not shown) on a reinforcedl bracketassembly 154 secured by bolts 156 to a bearing plate 158 rigid With the bottom surface ofthe beamsstiQnSf. Y* f The worm strip 150 is constructed with a variable pitch,` the pitch being substantially reduced adjacent .the ends of the shaft 142 to increase the mechanical advantage of the drive mechanism as the beam section 25 approaches its end position. This construction assures that the beam will be moved positively into its final position at either end of its travel and will be locked in this position and further assures that it may be moved away from either of its limit positions under high applied forces to assure movement of the switch beam sections despite the presence of ice, snow or other obstructions.

The configuration of the worm is shown diagraminatically in Figure 8. The curve 158 ofthe chart of Figure 8 is obtained by plotting the movement of the beam 25 as the ordinate of the chart of Figure 8 and the rotation of the shaft 142 as the abscissa. The curve 158 has a pure sinoidal character. As shown by the graph the4 beamv 25 is moved from one limit position to another by three full rotations of the shaft 142. The

horizontal extensions

160 and 162 of the curve, each represent a half revolution of the shaft where the lead of the worm assembly is zero. This portion of the worm assembly serves to lock the beam section in either of its operating positions.

Referring again to Figure 7, the worm. assembly 150 comprises two metal straps 164 and 166 which are sb` stantially parallel and are separated by a plurality of spacers 170. Because of the varying pitch of the worm assembly 150 and the correspondingly varying angle between the straps 164 and 166 and the axes of rotation of the rollers 152,` the spacing between the straps must vary correspondingly in order to obtain good Contact with both rollers at all points along the worm assembly. Thus the distance between the straps is greatest at both ends where the strap is substantially normal tothe axis of shaft 142 and gradually decreases reaching a minimum at the central portion of the worm. This Variation in the spacing between the two straps 164 and 166 is obtained by the use of spacers 170 of varying size.

The driving mechanism for the beam section 24 is constructed in substantially the same way as the drive mechanism for the beam section 25 described above with the exception that, the worm gear of the drive assembly 172 rotates only once to displace the beam between the two positionsshown in Figures 1 and 2 in addition to the halflrevolutions at each operating position for locking.

While, as stated above, the

beam sections

24 and 25 are generally straight for ease of manufacture and. to permit them to connect two aligned main track'sections such as the

sections

20 and 21 nevertheless as shown' in Figures l, 2 and particularly in Figure 9'the beams are, in top plan view, not of pure rectangular form and on the contrary are provided with off-set sections 174 adjacent exaggerated scale in Figure 9. The cit-set sections 174 their opposite ends, the ofi-set sections being shown on are incorporated in the beam to provide smoothly 'curved running surface for the load carrying wheels of the vehicles, the path of vehicle wheels being indicated by the phantom lines 176. As shown in Figure 9 the path 176 is smoothly curved and wholly within the confines of the

beam sections

24 and 25 despite the fact that these beam sections are narrower than the main track sections .20 and 22. In practice the degree of displacementbetween the off-set sections 174 and the main body of the

beams

24 and 25 is a function of the angular relation of the track section 22 and the track section 20 and the length of the

beam sections

24 and 25.

The lateral upper and lower guide and tilt wheels of the monobeam vehicle are guided for passage over the switch by lateral rail constructions indicated generally at 178 and 180 for the

beam sections

24 and 25, respectively. The rail constructions for both beam sections are identical in construction and 'mode of operation and thus only the construction of the rail assembly 18'0 for the beam secti'on 25 will be described in detail. As shown in Figure? fe thefrail assemblies =f areadapted to be received within laterally cutout portions 182 which extend along opposite sides of the beam. Each of the rail assemblies includes upper and lower vbox* shaped assemblies comprising outer straps 184 which. serve as a running surface for the lateral wheels' of the vehicle, upper and lower horizontal straps 186 and-inner straps 188 the straps being welded together to form a. rigid construction. The upper and lower rail box constructions are rigidly connected by means of structural members 190 secured at their op posite ends to brackets 192 in turn secured to. the adjacent horizontal straps 186.v

With reference to Figures l, 2 and 3 the side rail assembliesl 1.78 for the beam 24 are rigidly secured to the short track beam section 23 by upper and lower attaching assembliesindicated at 194 and are similarly rigidly secured to the beam section 24 by the support constructions. indicated generally at 196 and 198. The side rail assemblies 180 are rigidlyv connected to the beam section 25 by identical constructions indicated generallyat 200 and 202.v

A portion ofV the upper attaching assembly 198 is shown on yenlarged. scale in Figures 10 and 11 to which reference is now made.- The rail attachment mechanism 198' is of symmetrical construction only one side of which is shown and extends through a horizontal opening 2134 in thefbeam 24. A plate 206 carryingan outwardly projecting cylindrical' anchor rod 208 is positioned on the shoulder 210 formed between the opening 204 and enlarged opening 2.12'. Asimilar construction is provided at the opposite side ofthe beam and the two assemblies are` held together bytie rods' 214 and nuts 216.Y The projecting: end. of the anchor rod208 is provided with an upwardly openingA notch 218 adapted to lockingly receive a portion of' the" inner strip 18S of the track assembly 1.78. Tozfacili'tate the installation of the track on ther-anchor rod 2.08 thetrack strip 18S is provided with acircular cutout 220 having a diameter slightly larger' than the'rod 208 the cut-out220 being connected to an elongated slot 222. When mounting the lateral rail assembly the projecting end. of the anchor rod 208 is put through the circular cut-out 220 and' then shifted into. position as. indicated inr Figure ll, thus fixing the rail. to the beam section. A pressure plate 224 is interposed .between the end of the rod 208 and the inner surface ofv the track strip 184 for transferring lateral forces exerted on the-rails by the wheels of the vehicles to` the anchor. rod and thus .to` the track beam.

At other points along the beam the

rails

178 and 180 are mounted for lateral shifting movement with respect to the beam. The series of identical shiftable mounting constructions indicated. generally at 226 are provided for this purpose which are shown in enlarged scale in Figure 12 to which referencey will now be made. Each assembly .226 is mounted in a through` bore 228 in the .bearn,lthe: bore 228 terminating. atr its oppositel ends in enlarged counterbores 230. Mounted within the bore 228nis a. cylinder 232 into the opposite ends of which cylinder heads 234 carrying.. sealing rings 236 are fitted. The cylinder heads are held in place by vend plates 238 which are secured together by a plurality of tension bolts 240'and. 'nuts' 242. .Suitable sealing. constructions 244 and y246 are provided on. the inner bores of cylinder `heads 234 and the end, plates238 in which track mounting rods-248 and 250 are slidably received. The inner ends of .the` mounting

rods

248 and 250 vare screwed into Va 'piston 252 mounted for sliding movement within the cylinder 232 which is provided with suitable sealing means 254 at its opposite ends. Adjacent the outer ends of thetrack. supporting

rods

248 and 250, notches 256 are provided'for mounting the rail. assemblies in the ksame .manner as the construction of Figure l0. The

to a suitable source of fluid under pressure through

openings

260 and 262, respectively, the fluid flowing throughthe

passages

260 and 262 entering the opposite ends of the cylinder in the clearance space between the

rods

248 and 250 and the associated cylinder heads 234. By means of a hydraulic system described below fluid under pressure is supplied to one of the two conduits '260 or `262 while the other is vented thus shifting the piston 252 and the associated

rods

248 and 250 laterally of the associated beam. By proper proportioning of the piston 252 .the stroke of` the assembly can be varied as desired. In the position shown the mounting assembly is shiftedto the limit of its stroke in one `direction to support the side track assemblies in the position shown `in the section line 12-12 of Figure 2 when the switch track sections 20 `achieving this result .that the side rails are, rigidly mounted-on the linking track section 23 by the mechanism 194 which is of the type shown in Figure 10.

It will be noted that the mechanism 194 is in spaced relation to the pivot 54 which serves as a fulcrum for the beam section 24. If the rails are fixed to the beam 24 at points in a plane containing the axis of pivot 54 the lateral rails would bulge when the switch is moved to the position'shown in Figure 2. However, by displacing the pivot 54 from the rigid mounting assembly V194 to the right as viewed in Figure 1 the beam sections may be pivoted into the position shown in Figure 2 without imposing undue stresses on the rails vand per- `mitting the rails to assume a smooth and constant curvature to provide excellent riding qualities in the vehicle without shocks or sudden lateral shifts.

It will be understood that mechanisms similar to those shown in Figures and 12 are provided in the lower regions of the

beam

24 and 25 to afford the desired support for the lower lateral vehicle supporting rails.

Figure 13 schematically shows hydraulic systems for operatingjthe shifting and locking mechanisms 226 for they lateral rails of the beam section 24. In Figure 13 the fluid conduits leading to the passages 260 are designated by the numeral 264 while the conduits leading to the passages 262 are designated by the numeral 266. All of the conduits lead to an electric control valve device generally designated at 268 which forms no part of the present invention and is of conventional construction. The mechanism 268 contains an internal slide valve which may occupy three positions, to direct oil under pressure into ythe conduits 266 while connecting the conduits 264 .to exhaust, to connect the conduits 264 to pressureV while connecting the conduits .266 to exhaust, or to prevent ilow in either set oflconduits 266 or 264 to lock the assemblies 266 in a desired position. A hydraulic system also includes a hydraulic fluid reservoir 270, and a pump 272 which is connected througha safety valve 274 to the control valve assembly 268. Return lines 278 and Y280 are provided, respectively, to yconnect the control 2) whe the assembly 226 at the right end of the beam shifts the side rails in the opposite direction. the intermediate assembly 226 on the beam 25 shifts the Similarly lateral rails in the direction awayfromthe center of lcurvature .of the switch 4assembly .'While. the; assemblies 226 at the opposite ends of the beam 25 shift the side rails toward the center of curvature. The Various assemblies 226 are so constructed as to have different strokes, it being contemplated that the stroke of the assemblies at the centers and ends of the beams will be greater than the intermediate assemblies. A conduit system similar to that shown in Figure 13 is also provided for the beam section 25, or if desired both systems can be operated by the same hydraulic installanon from a single pump reservoir and control device. In this case the conduits between one beam section and the other are preferably exible. It is also contemplated that by the provision of conventional control mechanisms and circuitry the control device 268 will be made operable by the same ciriuit which energizes the drive motors for moving the

beam sections

24 and 25 so that the lateral shifting of the rails will be effected simultaneously with the pivotal movement of the beam sections.

As shown in Figure 3 and on enlarged scale in Figure 14 the

lateral rail constructions

178 and 180 are bridged at their adjacent ends by joining members generally designated at 282 to permit longitudinal movements of the rail constructions due to changes of temperature or operation of the switch. As shown in Figure 14 the adjacent ends of the

rails

178 and 180 are cut away diagonally on the lines 284 which together form an upwardly open V. Wear strips 286 and 288 are welded to Vthe inner surfaces of each of the straps forming the rail constructions and project outwardly axially of the inclined ends of the adjacent rail sections. The bridging section 282 comprises front and rear V-shaped plates 289 and 290 connected together by cross strips 292 which space the front and rear plates 289 and 290 apart so that their inclined edges embrace the

wear plates

286 and 288. The lower end of the bridging assemblies 282 is closed by a horizontal cross strip 294 provided with drain holes 296. When the adjacent ends of the

rail sections

178 and 188 are separated slightly the bridging sections 282 will slide down into the gap formed between them and if the adjacent ends of the

tracks

178 and 180 are brought together the bridging section 282 will be displaced upwardly. ln either case the outer plate 288 forms a continuation of the outer vehicle wheel supporting surfaces of the

track sections

178 and 180.

The actuating mechanisms for the drive motors and the hydraulic installation may take a number of conventional forms which are known in the switching art and in the more general electrical art so that the beam will be shifted simultaneously in the required amount and that the lateral shifting of the side rails will properly attend the pivotal movement of the switch beams. Also in accordance with the conventional practice safety devices may be incorporated to operate stop signals or for stopping trains in the event that the switch is not properly positioned to permit passage of the train.

Y Instead of the two beam sections disclosed in the embodiment described above three or more sections may be used. In this case the additional sections will correspond with the section 25. Also while in the disclosed embodiment the switch has been shown as particularly adapted for connecting two aligned main track sections in one position and two angularly related track sections in another position, it is to be understood that the switch may easily be adapted to connect a main line with two additional lines, each of which is angularly related with the main line. Also it will be apparent that a purely mechanical or electromechanical means may be substituted for the hydraulic system disclosed above for laterally shifting the side track rail sections.

The invention may be embodied in other specific forms without departing from the spirit or essential character- -istics thereof. The present embodiment is therefore to -be considered in all respects as illustrative and not restrictive, .the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.

What is claimed and desired to be secured by United States Letters Patent is:

1. A switch construction for connecting a first monobeam track section selectively to second and third monobeam track sections comprising, a plurality of switch beam sections having a vehicle supporting top surface, side guide rails, means mounting said side guide rails on the opposite sides of said switch beams, means pivotally mounting one end of one of said switch beam sections adjacent one end of said first track section, means pivotally connecting the switch beam sections to each other, means for pivotally swinging said switch beam sections to selectively align said switch beam sections with said second and third track sections, and power operated drive means on said switch beam sections for laterally shifting certain of said side guide rail mounting means with respect to said switch beam sections to dispose said rails in a smooth curve when said switch beam sections are pivoted.

2. For use in a monobeam transportation system having first, second and third vehicle supporting track beam sections with top and lateral riding surfaces, said second and third sections being angularly related to each other, a switch construction selectively connecting said first track beam section to one of said second and third track beam sections comprising, a plurality of pivotally connected switch beam sections, means pivotally supporting one end of one of said switch beam sections adjacent one end of said iirst track beam section, -wheeled bogie assemblies supporting the remaining ends of said switch beam sections, means providing running surfaces for said bogies extending generally transversely of the longitudinal axes of said switch beaml sections, drive means operatively connected to certain of said bogies for moving certain of said bogies along said running surfaces, said drive means including a worm having a variable lead whereby said bogies will be moved at different speeds along different portions of their travel, side guide rail assemblies, means mounting said rail assemblies at opposite sides of said switch beam sections, and means for shifting portions of said rail assemblies laterally with respect to said switch beam sections.

3. In a switch assembly for a monobeam railway, an elongated switch beam having a vehicle supporting top surface and side surfaces, pairs of upper and lower flexible metal rails, means Xedly connecting a pair of said railsto each side surface of said beam at predetermined points along the length of said beam, and means on said switch beam mounting said pairs of rails for lateral shifting movement with respect to said beam at other predetermined points along the length of said beam, and poweroperated drive means connected to said mounting means for said rails for shifting said mounting means laterally of said beam as said beam swings about its switch beam ELXIS.

4. For use in a monobeam transportation system having vehicle supporting beams with top and lateral running surfaces: a switch adapted to selectively connect angularly related Vehicle supporting beams comprising a plurality of switch beams pivotally connected to each other at adjacent ends, the upper surfaces of said switch beams forming continuations of the top running surfaces of said vehicle supporting beams, flexible lateral rails, means connecting one end of certain of said rails to the sides of one of said Vehicle supporting beams, means on said switch beams mounting said lateral rails at spaced points along their length, and means operatively associated with means for mounting the lateral rails for shifting said mounting means and said rails laterally of said switch beams to form continuations of the lateral running surfaces of said vehicle supporting beams whereby when said switch track beams are shifted about their pivotal connections said lateral rails will be continuously curved.

5. In a switch assembly for a monobeam railway, an elongated switch beam having a switch pivot axis at one end, a vehicle supporting top surface and side surfaces, flexible metal rails, laterally movable mounting means on said beam mounting said rails at each side surface of said beam at predetermined points along the length of said beam power means operatively associated with said rail mounting means for shifting said mounting means and the adjacent portion of said rails laterally with respect to said beam, and means on said beam spaced along the length of said beam from said last mentioned means for xedly connecting said rails to said beam.

References Cited in the file of this patent UNITED STATES PATENTS 424,693 Turner et al. Apr. 1, 1890 1,014,503 Messick Jan. 9, 1912 1,699,594 Kruckenburg et al. Ian. 22, 1929 2,434,523 Sheets Jan. 13, 1948 FOREIGN PATENTS 3,135 Great Britain Mar. 10, 1885 of 1885 3,234 Great Britain Oct. 22, 1868 of 1868 9,504 Great Britain Jan. 29, 1897 of 1896 463 Italy Aug. 10, 1877 UNITED STATES PATENT OFFICE CERTIFICATE OF CRRECTION Patent No. 2,903,972 September l5, 1959 Georg H. Schtze It is hereby certified that error appears in the printed specification of the above numbered patent requiring correct-ion and that the said Letters Patent should readas corrected below. A

Column 5, line' 54, strike out "exaggerated scale in Figure 9. The off'- set sections 174" end insert the seme after "shown on" in line 55, Seme" column.

Signed end sealed this 19th day of* April 1960 (SEAL) Attest:

KAEL H. AXLTNE ROBERT C. WATSON Commissioner of Patents Attesting Officer