US370531A - Railway switch and signal operating mechanism - Google Patents

Description

5 Sheets-Sheet 1.

(No Model.)

0. S. DRAKE.

RAILWAY SWITGH AND SIGNAL OPERATING MECHANISM.

Patented Sept. 27, 1887.

Witnesses:

Nv PETERS PhMD-Lllhogmpher. wnshingion, D; C.

5 Sheets-Sheet (No Model.)

0. s. DRAKE.

RAILWAY SWITCH AND SIGNAL OPERATING MECHANISM.

Patented Sept. 27, 1887..

Witness E5. ml

(No Model.) 5 Sheets-Sheet 3.

- 0. S. DRAKE.

RAILWAY SWITGH AND SIGNAL OPERATING MEUH ANISM.

No. 370,531. Patented Sept. 2'7, 1887.,

Fig. Z

Wim E55 E5. I nLT 2mm";

Ill llffllfifllllilIl lllz 5 Sheets-Sheet 4.

(No Model.)

Petented Sept. 27, 18-87.

Wift1a55es:

5 Sheets-Shet 5.

(No Model.)

0. s. DRAKE. RAILWAY SWITCH AND SIGNAL OPERATING MECHANISM. No. 370,531.-

;nt ed Sept. 2'7, 1887. 'E

Pate

UNITED STATES PATENT OEEicE.

CHARLES S. DRAKE, OF SAN FRANCISCO, JALIFORNIA.

RAILWAY SWITCH AND SIGNAL OPERATING MECHANISM.

SPECIFICATION forming part of Letters Patent No. 370,531, dated September 27, 1887.

Application filed August .26, 1886.

To all whom it may concern.-

Be it known that LOHARLEs S. DRAKE, a citizen of the United States, residing in the city and county of San Francisco, in the State of California, have invented certain new and useful Improvements in Railway Switch and Signal Operating Mechanism; and I do hereby declare that the following is a full, clear, and exact description of my invention, reference being bad to the accompanying drawings, that form part of this specification.

My invention relates to improvements made in operating switches and signals on railway lines; and it pertains more particularly to that class of switch-operating mechanism in which the switch is thrown and set directly from the locomotive and by the motion of the train and the movements of the switch are brought completely under control of the engineer or some attendant on the engine.

My improvements consist in certain novel construction and combination of parts and mechanism, as hereinafter explained and pointed out, and they include a movable switch rail or section of track, a slide-bar carrying the movable end of the switch, a spirallytwisted bar or plate set in supports for rotation alongside of one of the fixed rails of the track and in such position with relation to the top of the rail and the treads of the wheels that the face of the spiral along that edge next the'rail shall engage and be rotated by the wheels of the train as they run along the length thereof, and in connection with this spiral bar or plate and the switch suitable mechanism whereby the rotation of the spiral shall produce rectilinear movement of the switch toward one side or the other.

Itincludes, also, the combination, with the movable switch-section and the operating mechanism by which it is moved and set by the movement of the train along the track, of a weight to bring back and set the switch to the main track after the train has passed the switch.

It includes, also, a setting mechanism for bringing the spiral into position for action when the switch is' to be moved, this part of the whole mechanism that goes to form a complete switch-operating device being brought under the control of the engineer on the locomotive, so that the train is kept to the main Serial No. 211,937. (No model.)

line or is caused to take a branch line or a siding at any switching-point by bringing this setting mechanism into action on the moving train.

Referring to the accompanying drawings by figures and letters, Figurcl represents in plan a portion of main line and two branch tracks or sidings diverging from it in opposite directions, with switch-operating mechanism constructed and applied according to my invention to move and set the switch from the main line and from either side track- Figs. 2 and 2 and Fig. 12, Sheet 4, show the device that is fixed to the locomotive and is brought into play to set the switch-operating mechanism. Fig. 3 is a plan,on alarger scale, of that portion of the main track shown in Fig. 1 between the points A B. Fig. 4. is the same in side elevation. Fig. 5 is an end View in elevation from the righthand end of Fig. 3, the left-hand side of this figure being shown in section at about the line at 0.", Figs. 3 and t. Fig. 6 is a plan, on a larger scale, of that portion of Fig. 1 which is included between the points 0 D. Fig. 7 is a side elevation of this view Fig. 6. Fig. 8 is a detail view in plan of that portion of the switch which is shown between the points E F, Fig. Fig. 9 is the same in elevation. Fig. 10- is a view in plan of the mechanism that connects the rotating spiral with the slide-bar that carries the movable end of the switch-section, and Fig. 11 is an elevation of the same in section. Fig. 12 shows the setting device located upon the engine or car. Figs. 13 and 14 represent an arrangement of the mechanism that can be placed at any point along a line to ring a bell or work signals, or applied to similar purposes as a moving or actuating power.

As I produce and apply it in the simplest form, either to set a switch or operate a signal, this mechanism consists of a spiral bar or plate with a broad face and a regular twist from end to end in the same direction. The pitch of the spiral is determined by the length.

of the bar and the amount of rotation required.

to be produced. In the construction shown in Figs. 3, 4,13, 14: the bar has a quarter-turn, as that amount of twist is sufficient to produce the length of rectilinear movement required of the slide or switch-carrier to move the switch from the main line to the side track. The

plane of the spiral bar at one end, therefore, stands at about ninety degrees to the plane of the opposite end. This twisted bar is set along the outside of one rail ofthe track in 5 such position that the face of the spiral next to the rail shall lie in the path of the wheels of the truck, or of a special wheel or roller placed for the purpose on the locomotive frame or truck, and, by contact of such part with the face of the spiral, rotation of the bar shall be produced by the movement of the train along the track. For this purpose the spiral baris set in such relation to the outer edge of the rail that the edge of the spiral may run quite close to the rail, while being free to rotate on its axis, and the face of the spiral during roration shall always come about flush with the top face of the rail and in substantially the same plane. In such position the spiral will take the outer portion of the rim or tread of the truck wheels that extends beyond the outer edge of the rail, and rotation of the spiral upon its axis will therefore be produced as the wheels pass over the bar; but this movement of the spiral bar will take place only when the end of the spiral is properly presented to the wheels, which is such position that the plane of its face at the end is about horizontal or is substantially in line with the top face of the rail, for in any other position the truck-wheels cannot properly enter upon the spiral and rotation will not take place. A setting device is therefore connected with the spiral bar to turn it and throw this forward end into position for action, and a movable arm or lever placed on the locomotive ahead of the front truck-wheels is arranged to be thrown down into engagement with this setting device, and also to be held out of position at the will of the engineer. This device, however, is not a part of the switch-throwing mechanism proper, but simply performs the work necessary to bring the spiral bar'into position for the wheels to properly take the spiral.

The spiral bar has journal portions that turn in boxes fixed on the outer ends of the ties or on suitable supports outside the track, and the mechanism connecting the spiral bar to the slide or carrier of the switch to produce transverse rectilinear movement thereof is on the principle of arack and pinion. The construction I have employed for this purpose, as described hereinafter in detail, consists of a short rock-shaft at the outer end of the spiral bar, set to be turned or partially rotated by the movement of the spiral, and having two projecting arms or forks that take in slots in the slidebar. A weight and cord is connected with the rock-bar to produce reverse movements and turn the spiral back again when all the wheels of the train have passed over it. The weight thus operates to set the switch back again to the main line, and the switch is therefore automatically brought back after each time and is restored to the main line.

These parts I construct and apply for the purposes of my invention substantiallyas follows,

the several views of the accompanying drawthe slide-bar is held between the two tiesfffi The top faces of the ties are somewhat higher than the top of the slide-bar. On their outer ends are boxes I I for a rock-shaft, K, on which are diverging arms k k, of suitable length or projection to take in the slots or recesses 9* in the top face of the slide-bar. As the shaft K is turned, by the means hereinafter, described, to effect the preliminary movement in setting the bar L, the divergent arms 7c 7r, owing to the angle at which they are placed and the small degree of rotation necessary for this preliminary movement, do not causev any movement of the slide G, but are simply brought into position to make such movement when the bar L comes to be acted on by the car-wheel or other part.

L is the spiral bar or plate, which is produced by twisting a flat bar or otherwise forming it so that a spiral of the required pitch is obtained, and then providing at the ends suitable cylindrical journal portions for the axis or center of rotation of the bar.

The rock-shaft K forms the journal of the spiral bar at one end, and asimilar shaft, K*, is fixed to the other end. 'A box, I", on the tie 0 supports this journal portion of the spiral. It will be noticed in this construction that these journal parts K K are set to one side of the middle line that passes along the face of the spiral, so that the portion of the face which lies on one sideof the center is wider than that on the other side, and, as the center of rotation of the spiral is fixed in the boxes I I equally distant from the outer edge of the rail, there will be a space between the rail and the spiral face of the bar L when the narrower portion is turned over against it, while the wider portion, when brought over, will come quite close to the rail. The width of the spiral is so calculated and the centers of the boxes I I so placed, therefore, that this wider portion shall catch under and be engaged by the tread of the truck-wheels and the narrower portions shall clear the wheels. One position thus brings the spiral out of action and the other throws itinto working relation with the line of travel or path of the wheels.

Figs. 3, 4t, and 5 of the drawings illustrate the construction of the setting device by which the leading end of the spiral is brought over into working line with the track, and is thrown and held out of action after the switch has been passed over by the train and until it is required again, this mechanism being operated by means of the attachment, Figs. 2, 2*, and 12,0n the locomotive, or being passed over without operation,when the switch is not used, by throwing this part out of position.

The outer end of the journal K at the leading end of the spiral, carries a pinion, m, that engages with a segment-gear, M, on a short shaft, P, of which the bearings are at p 1), (see Fig. 10,) and from this shaft an arm, 19*, projecting outward, engages beneath the free end of the hinged lever-bar R. The fulcrum of this lever is at r, and at this point the top face of the lever is about on a line with the face of the rail, while from this point the lever has elevation to the arm P ',on which it rests. The diverging armsk k on rock-shaft K are set at such angle from each other as to permit the necessary rotation of shaft K required to turn bar or plate L into position to be acted upon by the moving train beforesaid arms k k engage the openings 9* and move theslidebar G. The enlarged portion 12' (see Figs. 5 and 11) of the circumference of the shaft P forms a barrel or Windlass portion for the rope S of the weight'T. Rotation of the spiral by raising the weight T in its chamber T under the track brings this power into play for producing reverse movement of the spiral after the wheels have passed over the bar, and this weight is sufficiently heavy tooperate on the slide-bar G at the end of the switch-section and bring it back to the main line. This always sets the switch automatically to the main line and keeps it closed, and it can only remain open as long as the spiral bar and the flat portions of the bar L are held down by the wheels of the train. The bar L forms the connection between the spiral bar L and the rock-shaft K at the outer endof the switch, and these parts K L If are practically one rigid and continuous shaft. At points Z Z in the length of the bar L are cylindrical axle or journal portions, for which boxes I I are set along the outside of the track. These parts are placed to one side of the center line to give a wide portion on one side and a narrow portion on the opposite side of the axis,for the same purpose as described in the construction of the spiral. The length of this fiat-face bar is governed by the distance between the end of the switch and the point beyond in front of it where the spiral bar is located, and the flat face of the bar is set with respect to the end of the spiral bar to lie in the same plane with the spiral at the extreme end, so as to form a straight continuation of such face clear forward to the end of the switch-section. This straight bar is set in suitable line and relation to the rail to engage with and be held down by the truck-wheels in the same manner as the spiral bar, whose movements it always takes, and when the spiral stands clear of the rail the fiat face of this straight bar is also turned away from the rail and stands clear of the wheels; and the movement of the slide-bar in the position to change or throw toone siding or the other will necessarily turn the bar L on the opposite side of the track into the position in which it will not receive or be exposed to the operation of the wheel or other operative means, even when both such operative means are in position for work.

In situations where it is required to work the switch from the branch or siding, so that a train entering upon the main line may operate the switch and bring it to the side track, the additional spiral bar, L*, Figs. 1, 6, and 7, is made use of. It is fixed to the outer end of the rock-shaft K, and its journal at the opposite end is set in a box, I. The formof this spiral is such that no setting device is neces sary to bring it around into position with the face of the rail, an additional twist being made for the purpose, by which the leading end rests about horizontal and in the same plane or flush with the top of the rail and sufficiently close to it to engage the treads of the wheels.

The setting device placed on the engine con sists of the swinging arm U, provided with a friction-roller,u,and depending from the shaft V in line with the inclined lever B on the roadway beneath. The counter-weight V= holds the arm up out of contact, and the connectingrod V running back to the cab from the arm V of the rock-shaft, furnishes the means for bringing the arm down into position to strike upon and depress the lever of the setting mechanism. 1

With two branch tracks or sidings, one of these setting devices is applied to each side of the engine, as shown in Figs. 2 and 2, and a separate switch-operating mechanism is placed to work the switch for each track.

The application of the spiral bar and a weight to operate signals, ring bells, and perform other work at a point or points more or less distant, is illustrated in Figs. 13 and 14, and from the arrangement therein shown, as well as from the description I have herein given of constructing and applying the invention for moving switches,it is believed that a person suitably skilled and acquainted with railway-construction can apply and utilize the power developed by means of this spiral bar for many such purposes.

The parts Z Z are guards for centering or guiding the wheels as they approach the switch.

At the slide-bar G is placed a semaphore,X, having connection by a rod, or, and lever 00' with the end of the slide-bar for operation to show the position of the switch.

Having thus full y described my invention, what I claim, and desire to secure by Letters Patent, is-

1. In an automatic railway-switch mechan ism, the combination of the spiral bar or plate L, the weight applied to the spiral bar to produce rotation in a direction contrary to that which is produced by the action of the carwheel upon the spiral bar, and the holding bar'or plate L", applied for operation,as herein set forth.

2. In a railway-switch mechanism,the combination,with the spiral bar or plate mounted for rotation along the track-rail about a longitudinal axis and adapted to be rotated by the wheels traveling on the rail and to return to its orignal position when released by the wheels, of the plane-face bar or plate L applied, substantially as described, to hold the spiral bar from rotating.

. 3. In combination with the spiral bar or plate L, the weight, and the holding bar or plate L applied, substantially as described, for operation, as set forth.

4. In an automatic railway-switch mechanism, a spiral bar or plate which is produced by twisting or striking up a flat bar into the required spiral form, and which has a flat and straight portion, L to engage with and be held down by the wheels on the track-rail, substantially as herein described.

5. In an automatic railway-switch,the combination, with the movable or switch section of track, of the slide-bar G, the spiral bar or plate L, placed for rotation about a longitudinal axis along the outer edge of the track-rail in position to be struck and rotated by the wheels traveling on said rail at a point in advance of the switch-section, and the flat holding bar or plate L, which is an extension or continuation of the spiral plate forward to the switch -section and connects the said spiral plate with the movable end of the switch-section for operation, as set forth.

6. In an automatic railway*switch,the combination of the spiral bar or plate L, the shaft or cylindrical portion K thereof, having arms or projections 70 7c, and the slide-barG, having the recesses g 9* to take said projections of the shaft.

7. In an automatic railway-switch,the combination, with the spiral bar or plate L, applied for operation along the side of the track,

as described, of the setting-lever R, adapted to be struck and pressed by a projecting stop, as U, on the engine or leading car, and having its outer portion connected to thespiral plate to set the same in position to take the wheels, substantially as herein set forth 8. The combination of the spiral bar or plate L, pivoted setting-lever It, arm 1 the swinging arm U on shaft V, and means for throwing said arm into position .to operate the setting lever,substantially as herein described.

CHARLES S. DRAKE. \Vitnesses:

EDWD. E. OSBORN, EPHRAIEM OHA UETTE.

Images