US476713A - wiggotton - Google Patents

Description

(No Model.) 3 Sheets-Sheet 1.

J. R. WGGINTON.

TRAMWAY SWITCH.

Patented June '7, 1892.

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3 Sheets-Sheet 2.

(No Model.)

J. R. WIGGINTON. TRAMWAY SWITCH.

No. 476,713. Patented June '7, 1892.

Witnesses (No Model.) 3.Sheets-Sheet 3.

J. R. WIGGINTON.

TRAMWAY SWITCH.

No. 476,713. Patented June 7', 1892.

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JOHN R. WIGGINTON, OF VASHINGTON, DISTRICT OF COLUMBIA, ASSIG'NOR OF ONE-HALF TO VILLIAM R. H. ALEXANDER, OF SAME PLACE.

TRAMWAY-SWITCH.

SPECIFICATION forming part or" Letters Patent No. 476,713, dated J` une 7, 1892.

Applicationled January ZO, 1892. Serial No. 418,639. (No model.)

To LZZ whom it may concern,.-

Be it known that- I, JOHN R. VIGGINTON, a citizen of the United States, residing at Vashington, in the District of Columbia, have invented certain new and useful Improvements in Railway-Switches; and I do hereby de clare the following to be a full, clear, and eX- act description of the invention, such as will enable others skilled in the art to which it ap- 1o pertains to make and use the same.

This invention relates to railway-switches.

The object of the invention is to construct a switch that will be simple, durable, eicient, and automatic in its operation.

I 5 rlhe invention consists in the improved construction, arrangement, and combination of parts, as will be hereinafter fully described, and specifically pointed out in the claims.

In the accompanying drawings, forming zo part of this specification, and in which like letters of reference indicate corresponding parts, Figure l is a perspective view of a track provided with my improved switch and of a car in position to operate the switch, the

2 5 switch-box being shown on the outside of the track. Fig. 2 is atop plan view ot a track and a switch, the switch-box being shown outside of the track. Fig. 3 is a transverse section on the line 1 l of Fig. 2. Fig. is a lon- 3o gitudinal section on the line 2 2 ot' Fig. 2. Fig. 5 is a perspective view ot the switclrboX locked on an elevated position. Fig. 6 is a perspective of the lever for operating the switch bar or tongue. Fig. 7 is a perspective view of a track and switch and car in position to operate the switch, the switclrbox being between the tracks. Fig. S is a plan view of a track and switch, the switch-box being between the tracks.

In all the iigures of the drawings, A and A indicate the ordinary rails of a track, and B and B the rails of a side track in connection therewith. Arranged below the track in a suitable pit E, having proper walls, is a swinging frame C, pivoted at C', and having at one end a weight C2 and at the other end aswitchbox C3, capable of moving up and down in the opening. Near the end of said frame C is placed a cross-rod C4. Eyed on the cross-rod 5o C4 and extending longitudinallyT of the track is an arm c, having an upturned end c projecting in a slot c2 in the rail, said arm being loosely fulcrumed in a bearing c3, secured to a sleeper. In the slot c2 is a lever D, pivoted at d to the rail and having its free end resting upon the upturned end c of the arm c. The top of the switch-box C3 is provided with the top slats F F F2, leaving the slots f and j". This box is also provided at one end with the slot f3.

Pivoted within the switch-box C3 is the switch-lever G. This lever consists of the upright f, provided with the triangular-shaped plate g. Connected to the upright g are the angle-iron g2 and the plate g3, having the pro- 65 jecting end g4, which projects through the slot of the switch-box. Eyed on the angleiron g2 and free to move up and down thereon is a rod H, which is loosely connected with the switch-tongue Land is held in operative 7o position therewith by means of a plate H2, secured on a sleeper beneath rail A', which tongue is moved in a transverse slot Win the rail A.

Attached to one side of the pit E, or, if desired, to a sleeper E', is a lug e, upon which rests the end g4 of the plate g3. The elevation of the lug e is such that the end g4 of the plate g3 rests on the lug when the switch-box is in an elevated position, 8O

The car K is provided near the front and rear thereof with hangers k and k.

In operation it will readily he seen that when the forward wheel of the car runs upon the lever D, which rests upon the upturned S5 end of the arm c, the arm will be depressed, raising the switch-box C3, and the forward hanger 71; of the car will enter the slot fof the box, and coming in contact with the cam shaped plate g swings the switch-lever G, 9o causing the arm H to move the switch-tongue I, and the extended end g4 of the plate g3 to rest upon the lug c and hold the box in an elevated position and permit the car to pass upon the switch-rails B and B. As the car proceeds upon the track, the rear hanger L enters the slot f in the switch-box, and coming in contact with the side of the cam-shaped plate g opposite to that engaged by the hanger 7s causes the switch-lever to be swung back :coo

to its normal position, and after releasing the extended end g4 of the plate g3, the switchbox being slightly heavier than the weight C2, will descend to its normal position in the pit E, as shown in Fig. 3, in which position its upper surface is flush with the track, thus presenting no obstruction to pedestrians or to vehicles. To prevent the freezing of the switch-box in the pit, the extended end of the slats F, F', and F2 rest upon pins (not shown) in the upper edges of the wall of the pit, and said upper edges are beveled, so that water or melted snow will readily run off into the pit, which can be cleaned out or baled from time to time or let ot into the streetsewer by pipes.

From the foregoing it will be readily understood that the switch works automatically and that the car alone and its hangers are enabled to put the entire device into operation to both open and close the switch bar or.

: the lever and the frame, a lug on the wall of tongue.

Having thus fully described my invention,

what I claim as new, and desire to secure by Letters Patent, is-

l. A railwayswiteh comprising a switchbox situated adjacent to the rails of a track capable of vertical movemeniaa switch-lever arranged within the box, a switch-tongue connected with the switch-lever, a swinging frame supporting the box, au inclined leverpivoted in or adjacent to the rail, and a connection between the lever and frame, substantially as described.

2. A railway-switch comprising a switchbox situated adjacent to the rails of a tracl capable of vertical movement, a switch-lever arranged Within the box, a switch-tongue connected with the switch-lever, a pivoted frame supporting the box, a lever pivoted in or adjacent to the rail, a connection between the lever and the frame, a lug on the wall of the opening receiving the frame and box, and a projection on the switch-lever engaging the lug, substantially as described.

3. A railway-switch comprising a verticallymovable switch-box situated adjacent to the rails of a track, a switcheiever arranged within the box, a switch-tongue, a rod looselyconnecting the said lever with the tongue, a plate for supporting the end of the rod, a pivoted frame supporting the box, a lever pivoted in or adjacent to the rail, a connection between the opening receiving the frame and box, and a proj eetion on the switch-lever engaging the lug, substantially as described.

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

JOHN R. WIGGINTON. Witnesses:

W. B. HANCOCK, J. M. PAsCoE.

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