US417156A - Railway-switch - Google Patents

Description

(No Model.) SSheets-Sheet 11.

C. R. DAELLENBACH.

RAILWAY SWITGH.

No. 417,156. Patented Dec. 10 1889.

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C. R. DAELLENBACH.

RAILWAY SWITCH.

No. 417,156. Patented Dec. 10, 1889.

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3 H O A- Bw MM Lw Y EA W E N0..41'7,156. Patented Dec. 10, 1889.

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BIESNE ASSIGNMENTS, OF T\VO-TIIIRDS TO RUDOLPH GLASSER AND ,I'IENRY SOHOENEFELD'J, OF TIFSBURG, PENNSYLVANIA.

RAILWAY-SWITCH.

SPECIFICATION forming part of Letters Patent No.417,156, dated December 10, 1889.

Application filed July 24, 1889. Serial No. 318,574. (No model.)

T ctZl whom, it may concern:

Be it known that 1, CHARLES R. DAELLEN- EACH, a citizen of the United States, residing at Allegheny, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway- Switches; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled to in the art to which it appertains to make and use the same.

This invention relates to certain novel and valuable improvements in devices for automatically operating railway switches, by

means of which the engineer can change a switch for a siding or a main track, or vice versa, at will, and at the same time cause a signal to appear indicating danger or safety, as will be fully understood from the following description, taken in connection with the annnexed drawings, in which- Figure lris a side elevation of a locomotive-engine of the well-known kind having my improved devices applied to it for enabling the engineer in his pilot-house to a tuate the device which switches the rails and moves the signals. Fig. 2 is a vertical longitudinal section of the steam cut-oft and reverse twin cylinder and valves, showing the 0 tubular ports between these cylinders, a portion of the lower hand-rod being broken away.

Figs. 3 and 4 are views in detail of the handlevers usedto operate the valves in the twin cylinders shown in Figs. 1 and 2. Figs. 5 and G are details of the said hand-levers, showing the locking or clutching faces for the lovers.

Fig. 7 shows the spring on the bolt in detail for holding the said clutches together. Fig.

8 is a vertical central section showing the vertical steam-cylinder and'its attachments,

Fig. 10 is a top lever or spider by a friction-clutch in operative position. Fig. 13 shows in a top view what I denominate the three-armed swinging beam and its spider base-plate. This figure also shows the laterally-movable springrecoil or switch-bar connected by a slot and pin to one of the limbs of the said beam. Fig. ltshows a bottom view of the lever of Figs. 10' and ii. Fig. 15 is a detail top view, with cover removed, of the connecting switch-bar which is applied between the free ends of the switch-rails, showing the two helical springs and adjusting-nuts for regulating the tension of the wire cables and keeping them under proper tension under diiferent temperatures. Fig. 16 is a plan view of a railroad-track, showing main and siding tracksand a switch, together with a transverse bar connected toa signaling device arranged in the usual well-known manner, and having my improved shifting-levers and cable-connections applied adapted to be operated by a device on a locomotive. Fig. 17 is a vertical cross-section enlarged, partly in section through the track, taken at the point indicated by dotted line a: a; on Fig. 16, indicating the devices for automatically signaling to the engineer of an approaching train the exactposition of the switch-rails S0 with respect to the main-track rails. Fig. 18

is a detail front elevation of the disk. Fig.

19 is a vertical central section through the top of my signaling device, taken in a plane at right angles to the sectional plane of Fig. 17. Figs. 20 and 2]. show two views of a wrench which is adapted for use in operating the switch by hand independently of the device on the locomotive.

Similar letters of referenceindicate similar 0 parts throughout the several figures.

Referring to the annexed drawings by let ter, A designates a locomotive of any wellknown construction. On each side of this locomotive I apply my improveddevices for moving the switch-rails, hereinafter explained, the said devices being alike on both sides. A designates a plate or suitable frame,which is bolted to the boiler shell or casing near the pilot-house, and to this plate A, I secure, in horizontal positions, two steam-cylinders A A, arranged parallel to each other. These cylinders have perforations 2 in their heads, shown, for free ventilation. The upper cylinder is provided with a pipe a, leading from the steainspace of the steam-dome A; also with a pipe a, which leads to the smokestack, for carrying oif the exhaust-steam. 1nside of this upper cylinder A are three packed pistons a a (L or valves, secured equidistant from each other on an endwise-inovable rod a. The lower cylinder A is also provided with three pistons or valves, fast on an endwise-movable rod, and both cylinders are connected by short pipes 11 Z), one b being used for conducting live steam from a chamber X into a chamber X, and the other serving for conducting exhaust-steam from a chamber X into a chamber X, from which latter the exhaust-steam escapes through the pipe a to the smoke-stack. Pipes a, leading from'the bottom of the two steam-cylinders A Aicommuuicate with pipes at the upper end of vertical steam-cylinders B, one of which is shown clearly in the sectional view, Fig. 8, and represented in position in Fig; 1, and hereinafter fully described. Each one of the valverods a of the steam-cylinders A A extends back into the pilot-house and is pivotallyconnected to ahand-lever B, which is connected to a spider B secured to the boiler-shell by means of bolts 0. The spider B and the lever I? have circular hubs c 0 formed on them, the impinging faces of which are radially serrated, forming a friction clutch or lock for holding the lever in any desired position. By means of a coiled spring 0 (indicated in Fig. 4,) applied in a recess in the hub c of spider B and a nut'c on the bolt 71?, the clutching-faces of the two hubs are held together with sufficient friction to prevent the lever from casually slipping after it is adjusted.

I employ a cylinder B and its attachments on each side of the bed of the locomotive. Each'cylinder I3 is bolted to a substantial base-plate or flanged head re-ent'orced by flanges and rigidly secured to the bed-frame of the locomotive in the position shown in Fig. 1.

Extending down from the re-ent'orced portion of the base-plate B is a tubular guide 13, which is slotted at d, for the purpose of receiving a cross-head 0, which passes dia metrically through a piston-rod B and is suitably s cured therein, and which also passes freely through the vertical slots d and is guided thereby. This pistoirrod has secured on its upper end a piston B", suitably packed, and on its lower end is applied a concave switclrmover 0, held freely to this piston-rod by screws or pins (1 beneath the shouldered portion of the rod. It will be observed by reference to Fig. 8 that the mover C is free to rotate about the reduced portion of the piston-rod, so that when it strikes a device on the roadway, hereinafter described, there will be practically no jar or concussion, for

the reason that it will turn freely about said reduced portion.

011 the lower end of the slotted guidingtube B are applied two eyes 61 (Z and between these eyes and the cross-head O is applied a helical spring (Z, the object of which is to lift the pistoir 13 after the steam-pressure above it is removed and exhausted.

By reference to Fig. 1 it will be seen that the eyes (1 on the lower part of the guidetube B are secured to stirrups D, which are bolted to beams D, forming parts of the bedframe of the locomotive. The operation of this part of my invention is as follows: At a proper time before the train reaches a switch, it the signal-light indicates that the switchrails are not in proper position either for the main track or the siding, the engineer allows steam to enter the proper cylinder B by adjusting the levers above described. This depresses the piston and its rod B and causes the corresponding switch-mover C to be brought into such relation to certain switch-levers, hereinafter described, that they will impinge thereon and change their positions without undue shock. After crossing the switch the engineer, by a simple manipulation of the levers above described, cuts off the live-steam pressure from the boiler and allows the spring d to lift the piston and the switch-mover C out of the way; or he may leave the switch and signal as it was found on his approach in g it, the signal hereinafter explained always indicating to an engineer on an approaching train the positions of the switch either for the main track or for the siding.

I will now proceed to describe the improved devices which'l apply to a railway-track at and near the switch-rails or siding and'signal-station. Fig. 16 shows a portion of 'a main track, a siding, and a switch, together with my improved appliances, which are designed to be operated by the devices above described. E E designate the main-track rails; I F, the side-track rails; G G, the switch-rails; J J, the cross-ties, all of which may be constructed and laid down in the.

usual well-known manner.

At suitable distances apart I arrange certain two-throw levers K, which are preferably made in-the form of the figure 8, as shown in Figs. 10, 14, and 16. On the main track and on one side of the signal-supportingcrosstie J, I show three of the said figure-of-S levers K, which in practice are arranged at long distances apart, and on the opposite side of said cross-tie J, I show only a single lever K. I also show three of these levers K arranged a's follows: one near the switch-rails at G and two on the siding-track. These levers are all arranged between the rails,- or preferably in the center of the track, so that they shall be struck and operated by the switch-turner O on either side of a locomotive moving toward the signal or switc'hsta tion from the right hand or the left, as the bles V.

engineer may desire. Each lever K provided on its lower side with a pulley or eylindrical hub 2F, having radial serrations 3', adapted to engage with similar serrations s, formed on the upper side of a spider K, which latter is rigidly secured to the crossties J. Through the said lever and spiderhub passes a bolt 7a, which receives a nut 011 its lower end, and also a lockingspring s to prevent the nut f1 om turning backward and working loose, and which is seated inside of the spider K, and also tends to hold down 'the lever K, but allows it to be shifted about its vertical axis either to the right or left. I thus apply to each lever K a friction-clutch which will positively hold the lever after adjustment, but allow it to be shifted about its axis when struck by the device 0, above de scribed.

It will be observed that I employ ropes or cables V for the pulleys of the levers K on the main track, and also for the similar pulleys of the levers on the siding and switch rails. The cables V are attached to the pulleys p by means of lugs m 'm and knots and the two cables are attached to the arms of a horizontal vibrating beam H which is pivoted by a vertical bolt 6 to a spider G secured to the cross-ties J. The arm G of this beam H is provided with a slot 31 which receives a vertical pin 15, that passes through this slot and into a slot in the rod L. (Shown in Figs. 13, 15, and 17,)

L designates an equalizing-rod provided with a slotted yoke y and collars h h. This rod is free to receive endwise play through guides y y, and between these guides and collars springs S are compressed, the objects being to hold the yoke under equal right and left tension when the switch is in a normalposition; also to prevent shockwhen the levers K are struck by the device (1;. also to compensate for expansion and contraction of the ca; The rod L is connected by a link L to the lower end of a T-shaped lever Z, pivoted to the hollow standard K of the signal by a horizontal pivot. (Shown in Fig. 17 To the arms of this T-shaped lever Z are attached the lower ends of a rag-chain n,which passes over a flanged chain-drum n, keyed on a horizontal shaft P, journaled in the up per part of the fixed half of the cylindrical signal-box N. The shaft P has suitably keyed on it inside of the walls of the box two circular plates T T, having perforations diametrically opposite each other and coinciding, as shown in Fig. 19, which perforations are covered with colored glasses R W, indicated red and white, danger and safety.

The cap of the signal-box is hinged at i on one side thereof, and should be provided with a suitable lock 1' for preventing tampering with the interior of the box. Inside of this box is a stationary shelf orlamp-stand S, suitably secured to the fixed pedestal or to the lower circular half of the signal-box and adapted to support a lamp L It will be seen that I employ, in combination with one or both disks, a stud which is designed to stop the illuminated disks in proper position with relation to the apertures through the sides of the hinged cap of the signal-box.

It will be observed from the foregoing, first, that if the engineer on a train moving on the main track toward the switch. in the direction of the arrow (indicated in full lines, Fig. 16) finds the switch set for the siding by the red light signal R, he will depress the rightswitch turner C on that side of the locomotive, thereby shifting the switch for the main-track rail, as indicated in Fig. 16.

Should a train be approaching the switch in the direction indicated by the dotted arrow on Fig. 16, and the engineer desires to run on the main track, if the signal indicates red or danger, he simply depresses the right-switch mover C and shifts the switch for the main track, leaving this track clear; 01', again, when'a train is running wild and is going on the siding the engineer can depress the right-switch mover and adjust the switch and signal so as to indicate to any train running on the main track the white signal, or safety. i

\Vhen it is desired to operate the switch and signal by hand, the key-lever shown in Figs. 20 and 21 may be used, one end of the pivotal stem Z" being extended and squared to receive the socket of said lever, which should always be carried by the engineer in his cab.

Having described my invention, whatl claim, and desire to secure by Letters Patent,

1. The combination, with a locomotive, of twin steam and exhaust devices, hand-levers for actuating the same, and vertical steameylinders provided with spring-actuated pistons having switch-rail shifters on the lower ends thereof, as specified.

2. The combination, with a locomotive, of the twin cylinders each provided with three pistons or valves and steam outlet and inlet pipes, the rectilinear movable valve-stems connected to hand-levers, the vertical steamcylinders provided with pistons, the verticallymovable piston-rods provided with anti-friction switch-movers O, and lifting-springs for said pistons and rods, all as specified.

3. The combination, with the steam-cylinders, their pistons and rods, and the handlevers for moving the same, of the pivotal bolts and serrated spring-actuated frictional clutches connecting said levers to their supports, substantially as specified.

4. The combination,with a locomotive provided with one or more steam switch-movers. C, of twin cylinders having perforated heads for free ventilation, each cylinder being provided with three pistons and a rod and handlever for moving the same, and each cylinder being also provided with live-steam inlets and exhaust-steam outlets, as specified.

5. The combination, with a locomotive, of cylinders having live-steam inlets and exhaust-steam outlets, and a vertical steamcylinder communicating therewith, having a spring and steam actuated piston-rod provided with a rotative switch-rail mover, as specified.

6. The combinatiomwith a locomotive and a switch-mover, of the twin steam-cylinders A A, the cylinder A provided with a livesteam pipe at, and an exhaust-steam pipe (1., the cylinder A provided with similar pipes, and both cylinders having perforated heads, and three pistons or valves connected to each hand-lever, substantially as and for the purposes specified.

7. The combination, with a locomotive having live and exhaust steam valves, of a vertical steam-cylinder provided with a springactuated piston having on its guide-rod a rotative switch-moving device 0, as specified.

8. The combination, with alocomotive, of a vertical steam-receiving cylinder, a piston working therein, a piston-rod bearing on its lower end, a rotative switch-mover, a slotted tubular guide for said piston, a cross-head applied thereto, and a spring between the said cross-head and the eyes d all as specified.

9. The combination, for the purpose described, of the steam-cylinder B, provided with a steam-inlet through its head, a per-' forated base B a vertically-slotted guidingtube having eyes'at its lower end, a crosshead 0', freely movable in the slots of said tube and secured to the rod B of a piston B a switch-mover C on the lower end of said rod, and a recoil-springbetween the said crosshead and eyes, all as specified.

10. The combination, with a bed-frame of a locomotive, of a stirrup D, and a verticallymovable steam and spring actuated piston having on the lower end of its rod a switchmover, as specified.

11. The combination, with a main railwaytrack, a side track, and switch-rails, arranged substantially as described, of a system of twothrow self-locking levers arranged between the rails of said tracks and switch, a springsurrounded lever adapted to switch the free ends of the switch-rails, and ropes or cables connecting said locking-levers to said lever, substantially as specified.

12. The combination, with the main track, the siding, and the switch-rails, of the levers K, provided with pulleys having lugs m m, the radially-serrated frictional locking devices, the spring-actuated bolt holding the said levers to their spider-supports, and the knotted cable engaging with said pulleys, as specified.

13. The open or 8-shaped levers having the serrated pulley-hubs 17 in combination with the spider-bearing K, also having serrated hubs, the spring-actuated bolt, and a locking device for this bolt, substantially as described.

14. The combination, in a railway-track, as specified, of a series of automatically-locking levers adapted to be actuated by a switchmover on a locomotive, a vibrating lever, the connecting cables therefor, and an operating spring-cushioned bar connected to the free ends of the switch-rails and to a signaling device, all as specified.

15. The combination, with the switch-rails, of the vibrating lever, actuated as described, having a slotted limb G the signal-bar L, yoked and slotted, as described, the compensating springs S and a signaling device connected by a rod or link L to said bar L, as and for the purposes specified.

16. The combination, with the switch-rails, the connecting-bars thereof actuated by levers and cables, as described, of the T-shape'd lever Z, the chain a, connected to the arms of this lever, the chain-pulley n, the perforated colored-light disks keyed on the shaft of said pulley, and the signal-standard having a subdivided signal-box provided with-a stationary lamp-stand, all as specified.

17. The combination, with a hollow signalstandard having asubdivided signal-box provided with perforations or windows through its hinged'portion, of the oscillating disks provided with colored glasses, and a stationary lampstand, arranged as described.

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

OH. R. DAELLENBACH. Vitnesses:

HENRY J. SEUBERT, J M. SEUBERT.

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