US328803A - Railway-switch - Google Patents

Railway-switch Download PDF

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US328803A
US328803A US328803DA US328803A US 328803 A US328803 A US 328803A US 328803D A US328803D A US 328803DA US 328803 A US328803 A US 328803A
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switch
rails
railway
train
rods
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L11/00Operation of points from the vehicle or by the passage of the vehicle
    • B61L11/02Operation of points from the vehicle or by the passage of the vehicle using mechanical interaction between vehicle and track

Description

UNITED STATES PATENT OFFIC ARTHUR OHARA, OF HAWLEY, PENNSYLVANIA.
RAILWAY-SWITCH.
SPECIFICATION forming part of Letters Patent No. 328,803, dated October 20, 1885,
Application filed February 3. 1885. Serial No. 154,832. (No model.)
To all whom it may concern.-
Be it known that I, ARTHUR OHARA, a citizen of the United States, residing at Hawley, in the county of \Vayne and State of Pennsylvania, have invented certain new and useful Improvements in Railway Switches, of which the following is a specification, reference being had to the accompanying drawings.
My invention relates to improvements in railway-switches.
The object of the invention is to provide a safety-switch which, while it may be operated in the ordinary way by means of a switch stand and lever, can also be controlled by the engineer of an approaching train, if for any cause the switchman has neglected to close the switch, so as to permit the train to pass on the main line.
The invention consists in combining with the movable switch-rails a connected mechanism operated by a train, which throws the switch for the main line, so that the train can pass.
It further consists in the peculiar construction of the mechanism employed to accomplish the above named results, and, finally, in various details, all fully hereinafter explained.
In the accompanying drawings, Figure 1 is a plan View of switch thrown for siding. Fig. 2 is a longitudinal section on line 00 y of Fig. 1. Fig. 3 is a transverse section on line 2 z of Fig. 1. Fig. 4 is plan of switch thrown for main track.
The main -track rails are represented by the letter i, and the switch-rails by la. The switch may be of the ordinary or of any convenient construction, and is commonly operated by the switch-lever b, connected to a switch-stand mounted on the extended ties a a. To this extent the switch and its operative mechanism need not differ from those now used. In the center of the track, and
extending longitudinally a sufficient distance, as shown, is fa double-inclined way or track, 01, composed of two rails pivoted together at their meeting ends, and loosely secured to flanged plates bolted to the ties, so that they may slide longitudinally a short distance.
At the point where these rails are pivoted they bear on a pair of transverse levers, e e, which work upon fulcrums g g, and are connected at their outer ends to cranks ff, which are formed on longitudinal rods 0 c. The rods 0 c are journaled in bearings bolted to the ties, as shown, and extend parallel to the rails to the point where the switch-rod is connected. Cranks h h are formed on the ends of rods 0 c, which are connected to the switchrod 1).
In Figs. 2 and 3 are shown, respectively, a side view and a section of a disk or pulley, r, secured to the axle of the locomotive by means of a spline or key, 8. A grooved flange on the side of this disk is embraced by a band, which, by means of a lever, u, and suitable connections, is operated from the cab of the engine.
Should it happen that previous to the passage of a train the switch has been accidentally left in position for the siding, as in Fig. 1, the engineer, by moving the lever to, can bring the disk r into the position shown in dotted lines in Fig. 3. The passage of the disk over the inclined ways, and the consequent depression of the pivoted rails, also depresses the levers e e. The cranks f are thereby raised, causing the rods 0 c to turn. The cranks h are therefore thrown into the position shown in Fig. 4, moving the switchrod b, and throwing the switch for the main line, as shown in the figure last named.
The advantages of the device will be apparent at once, and, it is believed, need not be specifically enumerated. It may be stated, however, that it will be found advantageous to carry the disk or pulley which depresses the inclines on the caboose of a freight-train, so that such train moving to or from the switch may set the track for the main line.
Having described my invention, I claim- 1. In a railway-switch, the combination, with the main and switch rails, of a doubleinclined way placed between the rails, pivoted levers e 6 having their free ends directly below such incline and connected to longitudinal rods 0, which are in turn connected to the switch-bar.
2. The combination of the rails i k, the in- In testimony whereof I have affixed my sigclines d d between the rails i, the pivoted lenature in presence of two witnesses. vers e, having their free ends below the inclines, and bearing on fulcrum-pins g,and cranked ARTHUR OHARA. rods 0, connected to such levers and to the switch-rod,the whole mechanism being placed between the rails and above the surface of the road-bed, substantially as described.
Witnesses:
T. J. FINNEN, Moms 0. WESTBROOK.
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040169411A1 (en) * 2001-04-05 2004-09-02 Murray Constance S. Add-on safety harness for vehicles

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040169411A1 (en) * 2001-04-05 2004-09-02 Murray Constance S. Add-on safety harness for vehicles

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