US466295A - George broacpi - Google Patents

Description

(No Model.)

3301x011. AUTOMATIG LOCK GEARBD RAILWAY SWITCH: No. 466,295. Patented Dec. 29,1891.

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m: News PE UNITED STATES" PATENT OFFICE.

GEORGE BROACI-I, OF EAST ST. LOUIS, ILLINOIS, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO THE ACME RAILWAY SIVITOH COMPANY, OF SAME PLACE.

AUTOMATIC LOCK-GEARED' RAILWAY-SWITCH.

SPECIFICATION forming part of Letters Patent No. 466,295, dated December 29, 1891. Application filed December 10, 1890. Serial No. 374,243. (No model.) I

To all whom it may concern: connect relatively with either the siding or Be it known that I, GEORGE BROACH, of main track. When the switch is thrown, East St. Louis, in the county of St. Clair and the rails slide on the anti-wear plates 9, that State of Illinois, have invented a certain new are secured to the cross-ties 1 by spikes 10.

5 and useful Improvement inAutomatic Look- The said switch-rails are connected by tie- Geared Railway-Switches, of which the folrods 11, whose ends are provided with clutches lowing is a full, clear, and exact description, 12, that grasp the foot-flanges of the rails.

' reference being had to the accompanying The switching tie-rod 13, near. the adjustdrawings, forming part of this specification. able ends of said switch-rails, is secured to 10 This invention relates to devices for the the rails by clutches 14, that grasp their automatic throw of switch-rails, with equalizfoot-flanges, as do those of the other tie-rods. ing connections between the two throws; and This switching tie-rod is provided with bifurthe invention consists in features of novelty cated arms 15, that form an extension outside hereinafter fully described, and pointed out the track, and within the perforate bearings r 5 in the claims. in said arms and the corresponding bearing of Figure I is a plan view of my automatic the connecting switch-rod 16 the pivot screwswitch, showing the main track and siding bolt 17 is seated. The perforate drive-head and the automatic devices for throwing the 18 atthe other end of said rod, in correspondswitch into line by the passing train, either ence with the crank-head 19 of the crank 20,

20 from the main track or siding, and also shows which is integral with and governs the switch the combined equalizing and coupling bar. shaft 21, is pivotally connected by the screw- Fig. II is a section taken on line '11 II, Fig. I, bolt or wrist-pin 22. and shows the .action of the operating-bar in The switch-shaft has its bearings within throwing the switch. Fig. III is an enlarged the journal-boxes 23, which are securedto the 2 5 detailof the same bar and of the rack and long cross-ties 24 (that carry the drive system pinion that works it; and Fig. IV is an enof the switches) by spikes or bolts 25. 26are larged horizontal section of the hinge-strap, the cross-ties of intermediate length that unand shows the hinged connection of the heels derlie both the main track and siding.

of the short switch-rails to the stationary rails The crank-arm 20 of the switch-shaft 21 is of both the main and siding tracks, with which weighted with the ball 27, that is carried by they connect. 1 the lever 28, which lever is an extension of Referring to the drawings, in which similar. the crank-arm, with which it-is integral, and figures of reference indicate like parts in all has a knuckle connection or offset at 29 from the views, 1 represents the cross-ties; 2, the the same. The side of this ball, after either 5. railsof the main track; 3, the rails of the side its forward or back throw, is seated in one of 8 5 track, and 4 the short twin switch-rails that the curved recesses 63 in the adjacent crossare alternately and automatically thrown into tie. line, according as the train is coming from The short switch-rails 4 are relatively sethe main track on the one hand or the siding cured, one of them to one of the rails 2 of the 40 on the other, in either case coming into line main track and the other to one of the sidwith the main track ahead. ing-rails 3, by the hinges 30, which are se- 5 represents the long twin switch rails, cured to the co-operative rails by screw-bolts whose normal position is on line with the main 31, and said switch-rails slide on the wean track. (See Fig. I.) The said long switchplates 32, that are secured to the cross-tic 5 rails at their stationary ends butt against that underlies the middle'of said switch-rails, the corresponding stationary track-rails and by spikes 33, also on the combined wear and are seated in the slot-bed 6 of the rail-chairs junction chair-plates 34, which are spiked to 7, which are securedby spikes 8. The flanges the long cross-tie beneath them by the spikes of the chair allow suflicient movement of 35. These latter plates carry (cast integral 50 the switching ends of the rails to and fro to therewith) the three-quarter-section chairs 36 I00 and quarter-section chairs 37, that respect ively hold said switch-rails at both limits of their throws, and the short junction-rail 238 of the main track and the divergent j nnctionrail 39 of the siding.

40 are like combined wear and chair plates, which are secured to the long cross-tie beneath them by spikes ll, and which carry (cast integral therewith) the three-quartersection chairs 42, on which are tight-seated said short j auction-rails, and the outside main and siding rails, and on which play to and fro, as they are thrown, the long switch-rails and are seated at the limit of their throws in their chairs.

43 are chair-plates that carry (castintegral therewith) the section-chairs -14, that hold, respectively, one each of the stationary maintrack and siding rails, and the hinged end of the short switch-rails, and which plates are secured to the cross-ties that underlie them by the spikes 45.

46 represents the sectional switching tierod that ties the adjustable ends of the short switch-rails 4. The said tie-rod is pivotally connected to clips 17 by screw-bolts 48. The clips are integral with and carry the railclips 49.

50 represents the drive-rod that governs the short switches, with the tie-rod of which it connects by the vertical pivot 51, which surmounts its disk-head terminal 52. (See Fig. II.) The said pivot ascends through a perforation 53 in the tie-rod.

54 represents a rack-bar that seats the corresponding terminal of the drive-rod between its bifurcated arms 55, (see Fig. 1H,) and is pivotally connected therewith by the bolt 56, which is seated in the perforate bearings 57 in both said corresponding parts. The rackbar works within the channel-groove 58 in the bed-block 59, and is surmounted by rackteeth or cogs 60, which engage with and are engaged by the cogs 61 of the pinion-wheel 62, which is carried on the adjacent end of the switch-shaft 21.

(34: represents a compound equalizing-bar, which has central pivotrbearings at 65 in both the bar and in the middle long cross-tie. A king or master bolt 66 is seated in said hearing, itshead resting on the washer 67. 68 is a pivot-bolt that is seated in one of the bearings 69 in the ends of said equalizing-bar and in the switching tie-rod 13. The other end bearing 69 of said equalizingbar is seated and held on the aforesaid vertical pivot5l, which pierces and surmounts the tie-rod 46, that couples the short switch-rails 4:. It will be seen that the said equalizing-bar enforces the co-operative action (at the end of which itis located of the switch system) of all the switches to and from the main track and siding if at any time the co-operative switch-shaft 21, its pinion-rack orconnections should be crippled, so that still the automatic action of the train as itleaves the siding and switch system and of the nianumotive action of the ball-lever as the train approaches said system is still operative, as by diverse means the equalizingbar tilaud the switching-shaft 21 perform the same functions in the simultaneous throw of the switches. The equalizing-bar in its cooperative drive of the whole switch system is an equalizer of the strain on the cooperative pivot'bearings, so that the rack and strain, being divided up, are not so severe on any one point. It is also seen that as the switching tierod 46, that governs the short switches that communicate both with the main track and siding, is of sectional construction, connecting by clips to the chairs that seat said switchrails, therefore, should the connection with the drive-rack and the switch-shaft 21 at any time be crippled, then by disconnecting the pivot-bolt of the clip on the crippled side and spiking the switch-rail on line with its connecting'track the switch-rail on said crippled side is again operative while awaiting the necessary repairs. So, also, should both sides be crippled, by removing both pivot-pins from their relative clips, and in that case also the connecting-pin at that end of the equalizingbar, both switch-rails being then spiked to their connecting-lines, the track is kept open and does not have to wait on repairs.

70 represents a bracket-bearer that carries the out terminal end of the rack-bar 5% within the boxing 71, and said bracket-bearer is scoured to the adjacent long cross-tie by screwbolts 72. )Vhen it is desired to lock the switches from being thrown eitherautomatically or otherwise, the stop-pin 73, which is held captive by the chain 7 4: to the staple 75, that projects from said bracket, is inserted in its perforate seat 76 in the bracket 70 and the rack-bar 54, thus preventing the switch from being thrown. This feature is of importance when atrain has been side-tracked, and consequently the siding is pre-engaged, or when from any other cause it is not desired that the siding shall be used. It is also a hinderance to the wanton throwing of the switches by passing boys or unauthorized persons. At the same time it will be understood that in the usual condition of the road and other contingent circumstances the stop-pin will not be used, as the most important features in the invention are the provision of an automatic switching system in which the trains passing from either the main track or siding to the main track ahead throw the switches to lead in line with said track.

I have shown and described one end only of the siding switch system. It is understood that at the other terminal of the side track the switch system shown in the drawings and described above is duplicated.

In operation, when a train approaches the switch-siding system, if the switches are in their normal position (on line straight through for the main track) the ball of the weighted switch-lever, which rests in its curved recessed seat, so as to hold the switch-lever below its center bearing, thus prevents all danger by the vibration of the train on the track of the lever beingthrown, and thus side-tracking the train. If, on the other hand, it is required to side-track the train, the ball-lever is thrown by hand, which is the only part of the operation that is not automatic, and it is preferred that this initial act in side-tracking a train should always be manumotive, so that a train should never take the siding except by a special act at the time of a responsible For the same reason, also, immediately after a train switches from the siding to the main track the switch-lever should be reversed to keep the main line always open, except while side-tracking. Should, however, this precaution be accidentally or fortuitously omitted, unless another train occupies the side track, my automatic switches, by the action of the train itself, will be thrown into line with the main track at the far end of the siding, so as to return the train to the main track. It will be seen that when a train is leaving the switch-siding system, whether the train is approaching from the main track or the siding, Whichever way the switches point (as left by the previous train) the flanges of the locomotive-wheels will automatically set the switches if not on line to run the train on the main line ahead. For instance, in Fig.

I the switches have been thrown in line for approaching trains on the main track, because the last incoming train from that direction has passed over the main track; but a freight has probably been side-tracked to allow the express or other passenger train to pass and, the track being clear, is now ready to pull out. Now it will be seen that all the wheels on the off side of the locomotive and all but the front wheel on the near side are firmly seated on and their flanges against stationaryrailswhenthefrontnearwheelcontacts with the short'switch-rail, on which it is about to travel, and its flange presses against the side thereof and throws the switch, bringing its stub end in line with the short junctionrail, sliding the connecting switch-rod and rack-bar, the rack of which drives the pinion and its switching-shaft, thereby throwing the ball-crank lever 28, which in its turn by its connecting switch-rods in line with said junction-rail and with the off siding-rail and the automatic double switch-throw has been effected before the second wheel has touched the switch-rail. In the meantime the compound equalizing bar 64, swinging on its pivot-bearing on the middle long cross-tie 24 and pivotally connected to the tierods of both throws, equalizes the strainand thereby co-operatively overcomes any undue or severe friction of individual parts, (on which in such devices the strain is frequently too much concentrated.) It also couples the two throws and still further enforces their simultaneous movement; also, should the ball-crank and pinion-rack movement at any time be crippled in theinterim before there is time to repair, the equalizing-bar, being also a couplingbar, will effect the simultaneous automatic throw until repairs can be effected, although not with the same ease as with the pinionrack and ball-crank combination.

Another especially important feature in the invention is that not only does the train throw its own switches, but it also looks its throw. Each and every succeeding wheel on the passing train re-enforces the lock of the thrown switch, whose throw the first wheel effected, and thus makes it impossible by anyaccident to rethrow the switch, for by the clamp action of the wheels and the double-joint action through the equalizing-bar and co-operative switching-shaft it has an enforced coadj utory agreement,and consequently the switch never can be thrown automatically, manumotively, or accidentally under the train. A fruitful source of loss from accidents of this class is thus avoided; also, ill-disposed individuals cannot abuse the switch while a train is passing, as has frequently been done to derail the train. The crank-ball of the switchlever after each throw falls into one of its recessed seats 63, so as to pass its center bearings and not be rethrown on too slighta provocation.

My invention is also applicable in conjunction with split switches, and in which latter case it is preferred to elongate the lockswitch system, in which case duplex equalizers may be used by placing said equalizers longitudinally to each other with pivotal con' nection, so as to act as does the single equal- 1 izer, as shown and described, only over a longer stretch to adapt it to the split-switch system. It is also evident that my lockswitch is well adapted for cross-junction du plex switch systems, for when the switch on one line is thrown and in possession of the train running on said line the cross-train cannot throw its switch, for the switch system is locked by the train that has already switch ed and has the right of way. Therefore even in said extreme case a cross-track collision would be prevented. V

I claim as my invention- 1. In a railway-switch, the combination, with the main and the siding rails, the switchrails 5, and the junction-rails 38 39, of the short switch-rails hinged to the rails on which they swing, the sectional switching tie-rod 46, rail-clips in which said short switch-rails are seated, detachably secured to the sections of said rod 46, the rod 13, connecting the long switch-rails, the pivoted equalizing-bar having its ends connected to said rod 13 and to said sectional rod 46, the crank-shaft 21, the rod 50, detachably secured to rod 46 and having rack-andpinion connectionwith said shaft, and a bar connecting said shaft with the rod 13, substantially as and for the purposes set forth.

2. In a railway-switch, the combination, with the main and the siding rails and the junction-rails 38 39, of the short and long IIS twin switch-rails, the wear-plates under said switch-rails, the junction chair-plates, the quarter and three-quarter section rail chairs cast integral with said plates and adapted to seat the switch-rails at both limits of their throw, the switch sectional tie-rod 46, the combined switching chairs and clips detachably connected with said tiered, the switch tierod13,and the compound pivotal equalizing of the bar 54., whicl1,in conjunction with said switch crank-shaft, is adapted to operate and make co-operati ve the corresponding switches under the automatic action of the advancing train, and the stop-pin 73 for staying the throw of the switch when it is required to be inoperative, substantially as and for the purpose set forth.

4. In a railway-switch, the drive-rod 50, the pivot-bolt 51, the bracket-bearing 70, the rackbar 54:, the bifurcated arm 55, the pivot-bolt 56, and the bed-block provided with the channel-grooveguideway 59, in which said rack-bar is mounted, substantially as and for the pur pose set forth.

GEORGE BROAUII.

\Vitnesses:

BENJN. A. KNIGHT, SAML. KNIGHT.

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