US363075A - Automatic switch - Google PatentsAutomatic switch Download PDF
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- US363075A US363075A US363075DA US363075A US 363075 A US363075 A US 363075A US 363075D A US363075D A US 363075DA US 363075 A US363075 A US 363075A
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- 230000003137 locomotive Effects 0.000 description 12
- 238000010276 construction Methods 0.000 description 6
- 230000036633 rest Effects 0.000 description 4
- 210000003141 Lower Extremity Anatomy 0.000 description 2
- 101700031716 andE Proteins 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 2
- 230000000875 corresponding Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 239000011435 rock Substances 0.000 description 2
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L5/00—Local operating mechanisms for points or track-mounted scotch-blocks; Visible or audible signals; Local operating mechanisms for visible or audible signals
(No Model.) 2 Sheets-Sheet 1.
J. 0. LOURY, Jr. AUTOMATIC SWITCH.
No. 363,075 N Patented May1'7,18 7.
(No Model.) 2 Sheets-
J. C. LOURY, Jr. AUTOMATIC SWITCH.
No. 363.075 v Patented May 17, 1887.
N. PETERS. Pholo-blhbgmplmr. Washinglnn. n. c
NHED dramas airnwr rricnt JOSIAH C. LOURY, JR, OF HUNTERSVILLE, WEST VIRGINIA.
SPECIFICATION forming part of Letters Patent No 363,075, dated May 17, 1887.
Application filed November 6, 1886. Serial No. 218.164. (No model.)
To ctZZ whom it may concern.-
Be it known that I, JOSIAH G. Lonn Jr., a citizen of the United States, residing at Huntersville, in the county of Pocahontas and State of West Virginia, have invented new and use ful Improvements in Automatic Switches, of which the following is a specification.
My invention relates to improvements in automatic railway-switches; and it consists of the peculiar combination of devices and novel construction and arrangement of the various parts for service, substantially as hereinafter fully described, and particularly pointed out in the claims.
The primary object of my invention is to provide an improved automatic switch, the throw or shifting rails of which are normally pressed or forced away from the rails of the main track to leave the latter open, the said shifting rails being controlled by suitable devices of great power, so that they are not liable to become accidentally displaced to close the main line, the throw-rails beingin effect locked in place by the devices which hold them from contact with the main track.
A further object of my invention is to provide an improved switch which can be automatically operated by means of a train passing from side track to main track by the contact of the wheelflanges impinging against the movable throw or switch rails to overcome the resistance of the devices which hold the said rails from the main track, and thereby move the throw-rails into contact with the main track to permit the train to pass from side track to the main line.
A further object of my invention is to provide a switch with means which are adapted to be operated by a passing train on the main line, so that the train can pass from the main line to the side track without stopping the train, the said devices being operated by mechanism in the locomotive-cab, which is controlled by the engineer, so that the train can pass along the main line or from the main track to the siding, at the will of the engineer.
A further object of my invention is to provide the switch with improved means for operating it by hand, the hand-operating mechanism being normally locked, so that it will not interfere with the operation of the mechanism for controlling theth row-rails; and, finally, the object of my invention isto provide an improved switch of simple and strong construction, and which shall be comparatively cheap and inexpensive of manufacture and effective and reliable in operation.
In the accompanying drawings, which illustrate arailway-switch embodying myimprovements, Figure 1 is a top plan view thereof, showing the switch set for the main line. Fig. 2 is a like view showing the switch set for the siding. Fig. 3 is aside elevation showing the hand-lever for operating the switch. Fig. 4 is a vertical transverse sectional view on the line 00 m of Fig. 1. Figs. 5 and 6 are detail views of different forms of devices for operating the switch, which are to be carried by a passing train.
Referring to the drawings, in which like letters of reference denote corresponding parts in all the figures, A and A designate the rails of the main track or line, and B B the rails of the side track. The rail B of the switch is curved inwardly toward the rail A of the main line, and it joins the same, as shown, the rail A of the main line and the rail 13 of the switch being continuous and unbroken.
D E designate the throw-rails, one of which, E, is normally held out of contact with one of the rails, A, of the main line, so as to leave the said main line clear for the passage thereon of trains, while the throw-rail D is arranged to come in contact at its free end with the main-track rail where it joins the curved part of the switch-rail B. These throw-rails D E are connected to the ties in any suitable manner, so that their free ends will have a swing ing movement, to adapt them to be thrown into or out of contact with the rails of the main track. as desired, and they are connected near their free ends by means of a coupling-bar, cl, so that they move simultaneously. and in the same direction. The throw-rail E is made of considerably greater length than the rail D, in order that the wheels on one side of both the front and rear trucks of a railway-car will come in contact with the same, the rear truckwheels coming in contact with the rail before the wheels of the front truck pass the rail, as will be very readily understood. As it has been found to be impractical to construct the rail E in a single piece, .owing to the extreme length required, I have made it in two or more sections, E, which are connected with suitable devices, so that all of the said sections will move simultaneously and to an equal extent.
F designates a rock-shaft, which is arranged to one side of the main and side track rails, and parallel therewith, and this rock-shaft is journaled in suitable bearings, which are secured to or formed with vertical posts f, which arerigidly affixed or secured in the ground or other place. This rock-shaft is provided at one end with a crank-arm, g, which has a pin, 9, at or near its lower extremity, to which is connected the outer end of a link or pitman, G, which extends toward and beneath the rails of the main track, the inner end of the said link or pitman being connected to one ofthe throw-rails or to the coupling-bar between the same. The inner end of the pitman or link is preferably connected to the swinging section of the throw-rail E, so that the latter is moved simultaneously with the rock-shaft, and the sections E of the said throw-rail are movable bodily with the rockshaft, as they are connected thereto by means of links H, which are connected at their inner ends to the said movable section or sections, and at their outer ends to angular arms 71., which are rigidly affixed to the rock-shaft, to be operated thereby.
It will .be seen that when the rock-shaft is moved or oscillated in its bearings the arms hand p'it'rnen or links H will move the sections E of the throw-rail laterally or against 'neaththe plane of the main-track rails, and one end of this coiled spring is connected to the throw-rail E,while the other end thereof is connected to the tie or to any other immovable object to adapt the spring to actuate the switch or throw rails. This spring serves to draw upon the movable throw-rails,so'as to normally force the free end of the rail B into contact with the rail A of the main line, and to draw the free end of the rail E away from the rail A of the main line, the spring serving to exert a powerful strain or pull upon the said throw-rails, in order to lock them against retrograde movement, except when acted upon by the rockshaft.
It will be seen that the rail D serves as a continuation of the rail A. of the main track to permit the passing train to pass over the said rail D from the rail A of the main track, while the rail E is normally drawn away from the rail A of the main track to adapt the train to pass over the said rail A without hinderance from the throw-rail E, the main track being thus normally left clear or open, while the throw-rails of the switch are locked against movement by the action or pull thereon of the powerful coiled spring.
The end of the rock-shaft opposite to the crank-arm thereon is provided with another arm, j, which lies at a different angle or position thereto than the arm 9, and to the free end of this crank-arm j is connected aweight, J, which is suspended therefrom and serves to control the rock-shaft to draw upon the arms h and the links H to normally draw the sections E of the throw rail E away from the rail A of the main track; This spring and weight thus serve to normally force or draw one of the throwrails of the switch away from one of the rails of the main line, while the other throwrail is normally pressed at its free end into contact with the other rail of the main line to form a continuation thereof; but either one of these devices can be employed'to perform this result if they are made of sufficient poweras, for instance, the weight alone can be suspended from the rock-shaft to cause the links to control the throw-rails, as described, or the spring can be employed singly to actuate the pivoted section of the rail E and the rail D, and thus control the rock-shaft through the link G, which in turn controls the sections E of the rail E through the links H, as will be Very readily understood.
K designates an operating-lever, which is arranged alongsideone of the rails of the main track and in close proximity thereto, and one end of this operating-lever is pivotedin' ashort standard, is, which is rigidly affixed or secured in place. The said operatinglever rests'upon the outer end of a pivoted bar, L, which is arranged at right angles to the operating-lever, and the latter is connected loosely to the pivoted bar by an intermediate keeper, as shown. The outer end .of this bar ispivoted in a short post or standard, Z, and the said bar is supported by a horizontal oscillating beam, M, which is pivoted centrally to the upper end of a vertical post or standard, m, the free ends of this beam being connected by intermediate rods, m, to the horizontal pivoted bar L and the free end of the crank-arm j, to transmit the movementof the bar to the crank-arm of the rock-shaft.
N designates a pivoted hand-lever, which is adapted to operate the rock-shaft to move the switch by hand. The said lever is arranged in a horizontal position, and it is pivoted near one end in a short standard or post, n, so that I'IO the switchman can exert great power or levf, in which the rockshaft is journaled,-the
- nected to the crank-arm 9, so that the posiwhich the upper link fits or takes, and a pin passing through the keeper to prevent the link which engages therewith from becoming detached.
P designates a signal or target, which is of any approved pattern, and this signal is carried by the upper end of a vertical standard, 1), which is pivoted at an intermediate point of its length upon one of the short standards,-
lower end of the standard being loosely contion of the target is changed when the rockshaft is oscillated.
In Fig. 5 of the drawings I have shown a vertically-disposed arm or standard, Q,which carries a roller, q, at its lower end, that is adapted to ride upon and depress the free end of the operating bar or lever K. This vertical bar or standard is capable of a vertical endwise movement, and it passes at its lower end through a vertical opening formed in a depending hanger or guide, that is rigidly at'fixed to the cab of the locomotive. The upper end of the arm or lever is adapted to fitin a notch, i", that is formed in the lower edge of a bracket plate, R, that is secured to the cab of the locomotive, and to the upper end of the said arm or lever is connected a coiled spring, 9*,which is secured at its opposite end to the bracketplate B. When the upper end of the standard is fitted in the notch of the bracket-plate, the lower end of the standard is projected through the fixed 'guide or hanger, so'that the roller thereon is adapted to ride upon the inclined opelating-lever K; and when the said upper end of the standard is withdrawn from the notch of the fixed bracket-plate the standard and roller are elevated by the pull exerted thereon by the spring, so that the roller is elevated above the plane of the operatinglever to permit the train to pass the switch without operating the same. i
In Fig. 6 of the drawings I have shown another device that is to be carried by the locomotive to operate the switch without stopping the train. In this device I employ a standard having a roller at its lower end, and this standard also passes through a fixed guide, 8, on the locomotive. The upper end of the standard has a right angled arm, S, that is passed through a horizontal slot, 8, formed in the cab, or any other device. To the inner end of this arm is secured or aflixed one end of a plate, T, which has a notch, t, in its lower edge, and a handle or piece, affixed thereto, so as to control the position of and actuate or move the plate and the standard with its roller. This plate moves in guides n, which are rigidly affixed to the cab, and the notch of the plate is adapted to receive a fixed plate, U, which prevents the said notched plate and the standard from movement, one end of this fixed plate being also provided with a notch, a, in which one end of the movable plate is adapted to fit.
When the movable plate is fitted over the fixed plate, the standard and its roller are in position to operate on the operatinglever; but when themovable plate is adjusted so that one end thereof rests inthe notch ofthe fixed plate, the standard and the roller are elevated, to prevent the roller from riding 011 theoperatinglever, as will be very readily understood, this device being readily controlled by the engineer, so that the passing train can be caused to operate the switch as it passes along the tracks.
This beingthe construction of my improved switch, the operation thereof is as follows: The throw-rail E is normally clear of the rail A of the main track, and the rail D is normally in contact with the rail A of the said main track, so that when a train passes along the main line in either direction it will pass the switch without affecting the position ofthe throw rails. WVhen the train approaches the switch from one direction the roller on the lever or standard, hereinbefore referred to, in the cab of the locomotive rides upon the operating-lever to depress the same, and this movement is communicated to the rockshaft through the intermediate devices to force the rail E against the rail A of the main track and withdraw the rail Dfrom the rail A. The train can now pass along the rails A B and E to the side-track. and the flanges of the wheels on the trucks of the cars come in contact with the rail E to prevent the latter from movement which is liable to change the position of the rockshaft and operate the switch. As soon as all the cars of the train have passed over the rail E the spring and weight return the throw-rails to their former positions, and thus automatically restore the throw-rails to their normal position and open the main line. In passing from the side-track to main line the flanges of the wheels impinge upon the throw-rail D to force the free end of the same away from the rail A of the main track, and this movement of the rail D is communicated by the coupling-bar to the rail E,so that both the rails D E move simultaneously. The rail E is thus forced against the rail A of the main track to permit the train to pass over the rail E to the rail A, and over the rail B to the rail A, the :movementofthe throw-rails being communicated by the link to the rockshaft which actuates the movable sections E of the rail E, as will be very readily understood.
It will thus be seen that I provide simple and effective devices for locking the throwrails of the switch against movement, and so as to leave the main line clear; that the switch can be operated by hand by merely adjusting the lever after the locking devices have been released, and that the switch can be operated by a passing train without stopping the same, the locomotive being supplied with devices for operating the switch which are under the control of the engineer.
Having thus fully described my invention, What I claim as new,'and desire to secure by Letters Patent, is
l. The combination of the main track, the side track, the divided throw-rail E, arranged in proximity to one side of the main track and communicating at its pivoted end with one side of the side track, and the throw-rail D, arranged in line with the main track, the point of the rail D being opposite the inner end of the rail E and connected to the same, substantially as described.
2. The combination of the main track, the side track, the divided throw-rail E, arranged in proximity to one side of the main track and communicating at its pivotal end with one side of the side track, the throw'rail D, arranged in line with the main track, the point of the rail D being opposite the inner end of the rail E, the rod d, connecting the rails D andE, the rock-shaft F, having the lever-arms connected to the rail E, to operate the rails D and E simultaneously,and the spring I, adapted to hold the rail E normally out of contact with the main track, substantially as described.
3. The combination of the main track, the side track, the divided throw-rail E, arranged in proximity to one side of the main track and communicating atits pivotal end with one side of the side track, the throw-rail D, arranged in line with the main track and having its point opposite the inner end of rail E, the rock-shaft F, means, substantially as set forth, connecting the rock-shaft with the rails D and E, to operate the same simultaneously, and the lever arranged alongside the main track, connected to the rock shaft and adapted I to be operated by a passing train,and thereby automatically set the rails D and E, substantially as described.
4. In an automatic railway-switch, the combination of the main and side tracks, the coupled throw-rails, a spring connected with the throw-rails to normally look them in position to leave the main track clear, the rockshaft connected at one end with the throw rails and having the crank-arms at its opposite ends, the operating-lever pivoted at one end and arranged in close proximity to the main track to be operated by a passing train,
the centrally-pivoted beam connected with the crank-arm of the rock-shaft by an intermediate rod, and a pivoted bar connected to the operatinglever'and to the beam, substantially as described, for the purpose set forth.
5. In an automatic switch, the combination of the main and side tracks, the-throw-rail D,
the rail E, coupled by an intermediate bar with the rail D, and made in two sections, the
spring connected wit-h the pivoted section of
|Publication Number||Publication Date|
|US363075A true US363075A (en)||1887-05-17|
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|Application Number||Title||Priority Date||Filing Date|
|US363075D Expired - Lifetime US363075A (en)||Automatic switch|
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|US (1)||US363075A (en)|
- US US363075D patent/US363075A/en not_active Expired - Lifetime
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