US355545A - Isaac may - Google Patents

Description

"(No ModelJ I I. MAY 85C. 85 T. SPIKINS.

v LOGK AND SWITCH FOR RAILWAYS.

No. 355,545. Patented Jan. 4, 1887.

[ I M I WM! [J 4 5 o o N i CL Si-6 a M I d E (I) \N m Is 5 cross-ties.

NITE Tiaras ISAAC MAY, or BRooKLrm-ANn-oHARLEs srrKms Ann THoMfAs SPIKINS,

on NEW YORK, N. Y.

LOCK AND SWITCH FOR ,RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 355,545, dated January 4, 1887.

Application filed S ptemher 3, 1886. Serial No. 222,586. (No model.)

To all whom it may concern.-

Be it known that we, lsAAc MAY, of Brook lyn, in the county of Kings and State of New York, and CHARLES SPIKINS and THOMAS 5 SPIKINS, of the city and State of New York, have invented an Improvement in Locks and Switches for-Railways, of which the following H 1 is a specification.

In railway-switches devices have been made use of for moving the switch-rails, and then for locking the parts in position; but these devices are complicated and liable to become obstructed.

In our improvement we make use of a slid= :5 ing cam-plate having a diagonal slot with parallel end portions, and this plate is m wed by a connection to the switch-.lever,and Letween the cam-plate and the switch-rails there is a connecting-bar by which such switch-rails re- 2o ceive a direct motion, and there are looking- ,bolts connected by levers and links tothe camplate, so that the respective bolts are projected or retracted after the switch-bars have been moved, and thesebolts hold the switch firmly in position, and we combine with the camplate and bolts a guard-rail that is elevated whenever the switch is moved, so that this guard-Tail prevents the switch being moved should there be cars upon the switch.

In the drawings, Figure 1 is a. plan view of our improvements, and Fig. 2 is an elevation at one side of the switch.

The main track-bars A and the movable switch-rails B are of any'desired character.

3 5 We havefrepresented the switch-rails B of the character usually known asthe pointswitch,

the-rails having tapering ends; but such rails maybe square-ended, asin the common switch.

0 is the locking-bar connecting the switch- 0 rails, and having holes into which the bolts D Epass, and there is a bar, F, pivoted at one end to the locking-bar C, and sliding at the other'end through the guide-flanges G upon the stationary plate H, that is bolted to the Between the guide-flanges G the cam-plate K is received, and this cam-plate is moved by a rod, L, extending to the switch-lever. The. cam-plate K is made with a slot, the middle go-portion of which is diagonal and the end portions of which are parallel, and in this slot the in looking the switch; and it will be underend motion while a train is upon the track,

pin I of the bar F is received, and the-shape of the slot in the plate K is such that the diagonal portion gives the proper motion'to the switch itself, and the parallel end portions of the slot serve to hold the switch after being moved, and at the sametime they allow the necessary end motion to be given to the camplate both before and after the switchhas been 7 moved for withdrawing and projecting the bolts.

The bolts D and E are fitted to slidein suit able supports, and'they are connected to the lever M, that has three arms, the third arm of the lever receiving a link, N, to the bent lever S O, that is pivoted upon a plate, 0, fastened "to one of thecross-ties, and there is a link, P,

connecting the lever O to the cam K, so that when this cam Kis moved the bolts 1) and E will also be moved; but the positionsof the bolts and their supports are such that one bolt is withdrawn before the switch is moved, then such switch ismoved, and after that the other bolt is projected into place and made use of stood that, although the bolts continue to move during the whole of the movement given the plate K; the bolts are withdrawn and reinserted only during a fraction of the move ment-namely, while the pin I is in the parand end portions of the slot in the camplate; hence the bolts pass into or are withdrawn from the lock-bar during the time that the switch-,bars'and the parts connected with them are quiescent. l The guardrail is at the outside of ohe of the rails A, and it is'connected thereto by the links T, so that when the guard-rail is moved endwise and the links T assume a vertical position the guardrail will be above the track, but when the guard-rail has been moved endwise, so that the links occupy inclined posi-' tions, the guard-rail will be below the top of the track; hence this guardrail cannot receive v because the lifting action of the linksTis pre vented by the wheels above the guard-rail, and we make use of a link, U, between the guardrail and the bent lever O, which linkandlever give to the guard-rail its end motion; hence, in addition to preventing the switch being moved when there is a train upon the track.

the guard-rail insures the full movement of the parts, because a passing train will depress the guard-rail, and by the link U insure the proper movement in all the other parts of the switch should they not have been fully moved. We do not claim a diagonally-slotted plate for moving and holding the switch, nor a boltv passing into a bar projecting outside the track. \Ve claim as our invention-'- The combination, with the track-rails and switch-rails, of the stationary plate H, with flanges G, and the slotted cam-plate K at one side of the track, the diagonal slot in said cam- .plate having parallel end portions, 21. bar'passing across the cam-plate and through the flanges of the plate 11 and connected to the locking-bar of the switch, two bolts sliding lengthwise of the track and adapted to enter holes in the locking-bar, a three-armed lever, M, connected-to the bolts, and the link N ,bent 2o lever O, and link 1?, connecting the lever M to the plate K, substantially as set forth.

Signed by us this 30th day of August, 1886.

ISAAC MAY. CHARLES SPIKINS. THOMAS SPIKINS.

Witnesses:

GEO. T. PINOKNEY, WILLIAM G. Mor'r.v

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