US391168A

US391168A - mansfield

Info

Publication number: US391168A
Authority: US
Publication date: 1888-10-16
Anticipated expiration: 1905-10-16

Description

(No Model.) 2 Sheets-Sheet 1. A. K. MANSFIELD.

RAILROAD SWITCH AND SWITCH MECHANISM. No. 891,168. Patented Oct. 16, 1888.

WITNESSES: INVENTOR Jan/(M240.

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Patented 001;.v 16, 1888.

A. K. MANSFIELD.

RAILROAD SWITGH AND SWITCH MECHANISM. No. 391,168.

(No Mode l.)

\Ifitmssas: hm mtov ALBERT K. MANSFIELD, ()F NE\V YORK, N. Y.

RAlLROAD-SWITCH AND SWITCH MECHANISM.

SPECIFICATION forming part of Letters Patent No. 391,168, dated October 16, 1888.

Application filed March 6, 1888. Serial No. 266,384.

To all whom it may concern:

Be it known that I, ALBERT K. MANSFIELD, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented a new and useful Improvementin Railroad-Switches and Switch Mechanism, of which the following is a specitication.

My invention relates to railroad-switches and mechanism for operating the same; and the objects of my improvement are to render split switches more safe against derailment of trains approaching their facing-points, and to so construct their operating mechanism that trains may safely trail through the switch when it is closed against them and leave the switch set as they found it or otherwise, as may be desired. I accomplish these objects bythe mechanism illustrated in the accompanyiug drawings, in which- Figure 1 is a plan view of a portion ofa split switch with guard-rails and operating mechanism complete. Fig. 2 is a vertical cross-section through center of switch-stand. F g. 3 is a sectional plan on line A of Fig. 2. Fig. 4 is a partial end view of stand and lever. 5 is a partial elevation of lever-yoke. Fig. 6 is an elevation of latch-stand. Fig. 7 is an end elevation of guard crank-arm. Fig. 8 is a diagram showing plan of one switchpoint in contact with its main rail, and Fig. 9 is another diagram showing a plan of the other switchpoint in contact with its main rail.

9 is a main rail on turn-out side of track, which is bent sharply at 10.

11 is the main rail lying entirely in the main track, and is bent sharply at 12, 13, and 11.

15 16 are guardrails to protect the switchpoints. They are arranged to turn about their heels 17 17, are connected together by the rods 18 19, and both connected to the switch-stand by the connecting-rod 20.

21 22 are the switch-rails, which are held fast in the usual way at their heels, (not shown,) and which are connected togetherby the rods 23 24. These switch-rails are shaped in the usual manner, except that instead of the faces of their heads which lie toward the center of track being made in one straight line they are out off at an acute angle with this face near their points, as shown by line 25 26 in Fig. 8. The switch is then placed so far from the bend (No model.)

10 of main rail that a wave is formed in the track or a triangular cut taken out, which is represented by the triangle 10 25 26, the line 10 26 being in the same straight line as the switch-rail back of point 26 and as face of main rail before point 10. The height of this triangle to point 25 is such that any small obstruetion back of the switch which prevents its being thrown way home may not force the point out beyond the line 10 26 or the gage line of track. Moreover, when the switch is thus obstructed, or for any reason is not entirely home, wheels running close to the rail will act against the line 25 26 of the wedgeshaped point, tending to force the switch home. Thus the switch is much safer than if its point extends up to or near to the bend 10. In order to gain the same safety on the other rail of the track, the triangle 12 13 14 is formed, the side 12 13 corresponding to the side 10 25 of the other rail, and the side 13 14 being the part of the main rail against which the switch fits.

27 28 are top and bottom parts of the main casing of the switch-stand. This casing has journal-bearings 29 30 for the vertical shaft 31, also journal-bearings for the bevel-pinions 32 33.

34: is a bevelsegment made fast to shaft 31 and carrying a crank-arm, 35, to which is attached the spring-rod 36, bearing the spring 37, which abuts against a part of the casing. The gear 34 meshes with 32 and 33. Attached to and forming a part of 34. is the crank-arm 38, to which is pivoted the connecting rod 39, which connects stand to switch. The arm 38 is of such length that the shaft 31 ordinarily turns through one-fourthof a revolution in throwing the switch. The shaft 31 may carry or be arranged to operate any desired form of signal. The stud which carries pinion 33 bears at its other end a short crank-arm, 40, to which is pivoted one end of the connectingrod 20.

The relation of gear 33 to 31. is such that in throwing the switch 33,and therefore the crank 40,turns through more than one-half a circle. The crank is also so placed that the movement of the guard-rails 15 16 caused by it is in opposite directions to the movementofthe switch. This enables the adjustments to be so made that each guardrail in turn guards its opposite switch-rail. Moreover, wheels which press against the guard-rail which is in action, or nearest the main rail, tend to press the switch more firmly home; for, since the end of connecting-rod 20 is thrown past the dead-center in moving the guardrail to position, any pressure against this rail tends to throw the crank farther past the dead-center, and therefore tends to force the switch farther in the direction in which it last moved-that is, toward home. The relation of pinion 32 to gear 34 is such that 32 is turned through about one-half a revolution.

' Strictly speaking, two bevel-gears of anequal size, like 32 and 33, cannot work correctly in the manner shown with the same bevel-gear 34; but a slight variation in the regular method of shaping the teeth of one or more of the gears overcomes all difliculty. The pinion 32 is preferably madein one piece with its stud, which passes through and beyond its journal-bearing, and receives the pivoted hand'lever 41 on its free end. The lever is pivoted to the gear at 42, as shown. This method of attaching the lever to the pinion enables the former to, when not in use, be thrown around in line with the axis of the pinion, and there, by suitable arrangement, locked to place. A lug or guard, 43, is formed outside the pinion-journal,of such form that if the lever has not been thrown to a horizontal position its projecting end 44 will, by coming in contact with the lug 43, prevent the lever being thrown to position to be locked; but if the lever has reached a horizontal position the end 44 will swing freely past the lug. A yoke or guard,45,is, moreover, fastened to the ties on which. the switch-stand rests, and is so formed that the lever must swing under it to reach the position where it may be locked, but cannot be so swung unless it (the lever) has first reached its horizontal position. The function of the lug 43 and that of the yoke 45 are the same, and of course either may be dispensed with when the other is used; or other special devices may be applied to accomplish the same purpose, all or any of which may be comprehended under the word guard 46 is a locking-stand having the hinged staple 47 and the tongue 48, and which is so arranged that the lever may, if preferred, be locked in its first horizontal position instead of being turned around into the axis of the pinion.

49, Fig. 1, is a spring pocket attached to switch-rod 23 and containing the spring 50. Passing through the spring isthe connectingrod 39. The spring is so arranged that when the switch is in one of its home positions it is held there through the elastic force of the spring. When, however, the switch is in its other position, it is held positively home and the spring 50 is inoperative.

The application of spring to shaft 31 through the spring-crank 35 is such that there is no definite home-point for the crankin other words, the movement is not completed until the switch is home against its main rail. Various other spring mechanisms may be adapted to contain this feature;but it is thought not to have been used before.

Spring-operating switch-stands are generally so arranged that the spring ceases to act when the vertical shaft has completed its quarter-revolution.

In cases where the guard-rail mechanism is not used another crank, 35, and spring maybe used, acting in an opposite direction to those shown, as indicated in dotted line in Fig. 3.

The connection between the switch and stand may be made as shown in full lines, or may be a rigid. connection without spring, as shown by dotted lines in Fig. 1. In thelatter case, and if the lever 41 is locked in line with pinion axis, the switch-stand is completely automatic-that is, if a train trails through the switch which is closed against it, either from main track or siding, the switch will be thrown by the first wheels of the train. Let it be understood that the spring within the switch-stand is strong enough to prevent pos sibility of throwing the switch by hand Without unlocking the lever, but that it is not so strong as to prevent the train from throwing the switch with ease. It now the spring-connection be used between switch and stand, as shown, and if the operating-lever be locked by the locking-stand 46 when the switch is set for main track, and if the lever be left free in the position shown in dotted lines, Fig. 1, when set for siding, then the switch-stand is automatic one way and the switch is automatic the other way. In other words, if a, train runs out of the siding through the closed switch and locked stand, the switch will automatically permit this and will be left closed after the train has passed, whereas if a main track train trails through the open switch the train will immediately close the switch and it will be left closed.

What I claim as my invention is 1. The bend 12 13 14 in the continuous main rail of a track, in combination with splitswitch point 22, substantially as and for the purpose set forth.

2. In combination, a movable split switch consisting of a pair of movable points connected together, a movable guard the general direction of whose movements is in opposite directions to those of theswitch to protect said points, and a switch-stand-connected to both switch and guard and having a hand-lever and connecting mechanism by which both switch and guard are operated directly from the stand by the same hand movement and by which the guard is locked in position to prevent movement through the action of wheel flanges against it, substantially as described.

3. The combination of split switch 21 22, guard 15 16, switch-crank 38, having a movement of less than a halfcirclaguard-crank 40, having a movement of more than half a circle,

pivoted to the parton which it acts, so that itv may be thrown into a position of no leverage, in combination with a suitable guard arranged to prevent the operating lever from being thrown to its (lead position unless it has first completed its operating movement, substantiall y as set forth.

7. In combination with split switch, automatic switchstand, and locking device which holds the stand from operating when siding is closed, the spring-connection 49 50, which is so arranged as to be flexible for trains trailing through switch from siding when the stand is locked against operating by said locking device, butis rigid or inactive for trains trailing through on main line,when the stand is free,by reason of its automatic constructionto be operated by the train, substantially as described.

case, but non-automatic in the former, and

connecting parts, substantially as set forth.

9. In an automatic switch-stand,the operating-lever 41, so pivoted to the part on which it operates that it may be thrown out of operative position, in combination with lookingstand 46, so placed that in one position the switch may be locked, whereby the stand may be used as automatic both ways, or one way,as may be desired, substantially as set forth.

10. In combination with a split switch, an automaticstand having aspring device to force and hold the switch home when arranged so that the extentof movement of said spring device is not limited by the construction of the stand, but is only limited by the positions of the track-rails,against which the switch-rails are forced by the spring. substantially as and for the purpose specified.

In testimony whereof I hereunto subscribe my name.

ALBERT K. MANSFIELD.

\Vitnesses:

J. O. LULLEY, GEO. L. MANsFIELD.