US376772A - Half to john g - Google Patents

Description

(No Model.)

. Q V ZSheets-Sheet 1.- H. O. GEATTY. v

RAILWAY'SWITOH. Patented Jan. 24, 1888;

Y (NoModeL) 1 H. c. GEATTY.

a RAILWAY SWITCH. No. 3-76,772.- Patented Ja,1 1. 24, 188.8;

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I UNITED STATES PATENT OFFI E;

HAMILTON c. GEATIY, or KINGSDALE, PENNSYLVANIA, ASSIGNOR or ONE- HALF TO JOHN G. BYERS, or SAME PLACE.

RAILWAYQSWITCHQ.

SPECIPICATIONforming part of Letters Patent No. 376,772, dated January 24, 1888, V

Application filed October 25, 1887; Serial No. 253,338. (No model.) 7 i v To all whom it may cancel m and exact description of the invention, such as will enable others skilled inthe art to which it appertains to make and use the same, refer ence being had to the accompanying drawings, and to letters or figures of reference marked thereon, which form a part of this specification.

Referring to the drawings, Figure 1 isa top plan view of so much of a railway-track and.

siding as will be necessary to illustrate my invention, the switch being shown closed to the siding in full lines and open to the siding in dotted lines. Figs. 2 and 3 are detail views illustrating the means for pivoting and hinging the movable rails, and Fig. 4 shows by a like view a chair for holding one of the rails against lateral motion in one direction The invention relates to switches for railways, and has for its object to provide means whereby the usual frog is dispensed with, so that rolling-stock mounted on single or double flanged wheels may be moved over the lines.

It is well known that a car the trucks of which are mounted on wheels having two flanges is not so apt to derail as a car the truck-wheels of which have but one flange,

In fact, I believe a car the truck of which is provided with double-flanged wheels will not derail even if arail section were removed, the two flanges holding the wheels on one side of the truck securely on the rail while the wheels on the other side of the truck are running on the ties. The used the ordinary frog at the switches with a wheel of this construction is not available, as the cars would be liable to derailment, as is well known. 5

My invention consists, essentially, in structural, features and combinations of parts, substantially as hereinafter fully described, and as set forth in the claims.

Referring to Fig. 1, L indicates the (main line, and L a siding. R R indicate the two rails of a section of main line, hinged to the corresponding rails, R R, of the adjacent section of the line, or pivotally secured to the tie at their ends adjacent to said rails R B: This section of the 'main line is moved bodily by the switch-lever on the hinged or pivotal con nections, as hereinafter described. The rail R next to the siding L and adjacent to the rail R of the movable section of the'track, is

revoluble on a pivot, P, which may be a pin passing through the rail into a socket in the tie,'as shown in'Fig. 1, or, as preferred, a pin, P, cast with a chair, 0, in which the rail is seated; In practice I prefer to seat the chair on a plate, P, bolted to-the tie'T, Fig. 2, and form the bearing-surface 0'1) of the chair and plate, respectively, slightly convex to reduce friction and also to better shed water, the tie A being grooved at t to allow'the water to run off when the plate is countersunk in the tie, though this is not necessary when the said plate is bolted to the upper face of the tie.

The rails R of the movable main-line section may be pivoted at their ends on'pins passing through the rails, as shown in Fig. 1; or they may be seated on pivotal chairs, like that described in reference to Fig. 2; or they may be connected by a hinge-joint, H,- with their respective rails R of the adjacent main-line section. r

The rails BP R e the end section of the siding L diverge toward the main line, sov that in moving the rails R of the main-line section toward said rails R It, and simultaneously therewith swinging the section B on its pivot, the outer rail of the movable main-line section will coincide with oneend of the pivoted rail It, whose'other end will coincide with the outer short diverging rail, R, while the inner.

rail of the movable main-line section will coincide with the longer outer diverging rail, R of the end section of the siding, thus opening the line to the siding. At the same time thedanger-signal willbe set, as hereinafter described, the reverse taking place when the movable parts are shifted back into their normal relative positions. The operation of shifting these movable parts is effected by a switchlever, A, that operates a crank-shaftin the usual manner, to the reversed cranks 1 and 2 of which the opposite ends of the pivoted rail R are connected by rods r 1, while the outer or free ends of the rails n R of the movable main-line;

section are connected by a rod, 1, to a crank, 3, on the crank-shaft S. The signal is operated by a bevel-pinion at one end of the erankshaft meshing with alike pinion on the staff that carries both the night and day signals, as usual. In order to prevent lateral motion of the movable rails when shifted from one position to another, I employa second crank-shaft, S, to the cranks of which the opposite ends of the pivoted rail R and the free ends of the rails R are connected by rods 9", 1' and 0", respectively, the arrangement being precisely the same as at the operating-shaft S. To fa cilitate the operation of the crank-shaft S, the latter may be connected by a rod, 1-, with an arm on the switch-lever or with the switchlever crank on the shaft S. The lateral movement of the movable rails is further prevented by spikes driven into the ties, so that the rail-foot will pass under the head thereof, the rail It being held against movement toward the right on one side of its fulcrum and in a reverse direction on the opposite side of said fulcrum by spikes s, driven into the ties on the respective sides of said rail. In a similar manner the rails Rof the movable section are also held against motion to either the right or.

left by spikes. I

Instead of spikes I preferably employ a clamp or stop plate, B, bolted or spiked to the ties in proper position.

When the rolling-stock is provided with double-flanged wheels, the rails at crossings grooves. In rails of usual construction the web is comparatively thin, and when such grooves are cut through the tread into the web in close proximity to each other the metal between the grooves is apt to break out. To avoid this I use at crossings a rail-section having a web of substantially the same thickness as the tread.

Having described my invention,whatIclaim is 1. The combination, substantially as described, with the rails R R, fulcrnmed at one end, and the pivoted rail R and a crank-shaft on one side of the track, having its cranks connected, respectively, with the free end of the rails R R and with the rail R on opposite sides of its pivot, of a similar crank-shaft on the 0pposite side of the track similarly connected to said rails Band B", for the purpose specified.

2. As a means for pivoting the rail R the combination therewith of the chair 0, provided with a pivotpin, P, and a bearing-plate, P, said chair and plate having their hearing faces formed slightly convex, substantially as and for the purpose specified.

, In testimony whereof I affix my signature in presence of two witnesses.

HAMILTON G. GEATTY.

WVitnesses:

JOHN F. KRUG, EPHRAIM Boosn.

are necessarily provided with corresponding

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