US505076A

US505076A - william wharton

Info

Publication number: US505076A
Authority: US
Publication date: 1893-09-12
Anticipated expiration: 1910-09-12

Description

(No Model.) 2. Sheets-Sheet 1.

W. WHARTON, Jr..

DERAILING SWITCH.

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WILLIAM VVHARTON, J R., OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO THE WILLIAM l/VHARTON, JR., & COMPANY, INCORPORATED, OF SAME PLACE.

DERAlLlNG-SWITCH.

SPECIFICATION forming part of Letters Patent No. 505,076, dated September 12, 1893.

Application filed December l5, 1892. Serial No. 455,236. (No model.)

To a/ZZ whom it may concern/.-

Be it known that I, WILLIAM WHAETON, Jr., a citizen of the United States, and a resident of Philadelphia, Pennsylvania, have invented certain Improvements in Derailing-Switches,

of which the following is a specitication.

The object of my invention is to prevent a car from passing a certain point, as for instance a railroad crossing at grade, until the 1o conductor or other person has preceded the car, and, after seeing that it is safe for the car to go ahead, has shifted the derailing switch, thus giving a clear track for the passage of the car. This object I attain in the following manner, reference being had to the accompanying drawings, in which- Figure l, is a plan view illustrating my invention. Fig. 2, is asection on the line 1-2, Fig. 1, with the switch in its normal position.

Fig. 3, is a section on the line 1-2, Fig. 1, with the track clear. Fig. 4, is a plan view of a modification, with the switch in its normal position; and Fig. 5, is a plan view of the same with the track clear.

A, A', Fig. 1, are the rails of the track.

B is the switch structure.

C is a switch rail pivoted at c to the structure and adapted to pass over and rest upon the rail A. This switch rail in the present 3o 1n stance is a grooved rail, with a vertical incllne at its free end to raise the car wheels above the main rail A, and the flange c acts as a guide for the wheels in directing the car o the track.

E is a guard rail mounted at the inside of the rail A, and adapted to support a portion of the switch rail which rests in a recess in the guard rail, as shown in Fig. 2.

The switch mate B', Fig. l, adjoining the 40 rail A is not essential.

There is nothing to interrupt the continu lty of the main track when the switch rail is moved olf from the main rail A, but it will be understood that other kinds of switch constructions may be used without departing .from my invention, the main feature of which 1s to so construct the switch mechanism that the normal position of the switch will be in the path of the car wheels traversing the SQ main track, and the cars will be derailed unless the conductor runs ahead to a certain point and there operates the switch so as to leave the main track clear, the switch mechanism being so constructed that as soon as the conductor releases the operating device after the car has passed the switch, it will automatically move the switch over to the position of a derailing switch. I will now describe this mechanism. Preferably outside of the track is a revolving operating shaft H, 6o having at its extreme advanced end an arm h suitably constructed and mounted so that thereby the switch can be at that place readily moved by the conductor or other person whose duty it is to operate the switch. The shaft H is provided with a weighted lever I, the weight i of which is sufficient to throw the switch, and an arm of this lever is connected to a bracket on the switch rail by a rod Z3. It will be seen by referring to Fig. 2, that the 7o action of the weight is to normally keep the switch rail over upon the main rail. This apparatus is very desirable upon street railways at grade crossings of steam railroads, at bridges, and at other points of danger, where it is required that the conductor or other person shall go in advance of the car to see if the way is clear and safe, and then to signal to the operator upon the car to proceed. This y is usually done in a very careless manner. In 8o many cases the car reaches the crossing as soon as the conductor, and before he has given the signal to proceed. It is to prevent this dangerous practice that my invention relates, as it will be impossible for the car to proceed and make the crossing unless the conductor goes ahead and there operates-the switch, as otherwise the car would be derailed at the switch.

It will be understood that the Weight can 9obe mounted on the revolving shaft H at any point throughout its length, and also that it can be mounted in other ways than upon the shaft, to produce the desired result.

In Fig. 4, is shown a modification of my invention, in which a spring s is used instead of a weight to move the derailing switch to its normal position.

Fig. 5, shows the same with the track clear, the derailing switch having been pulled aside Ico clear of the track by means of the lever h through the medium of the rod m. An electro-magnet may be used to operate the switch, in which case neither a weight nor a spring will be needed for that purpose.

All of the switch connections and operating mechanism should preferably be below the level of the street or roadway, and should be inclosed within a protecting boX of iron or other suitable material, excepting that convenient and free access to the operating device must be provided at the desired point in advance of the switch near the place of danger.

I claim las my invention- 1. The combination of the track, a derailing switch, mechanism located in advance of the switch thereby requiring the operator to precede the car whereby said switch may be set by hand so as to permit a car to traverse the track, and automatic mechanism whereby the switch is restored to its normal derailing position, as soon as the hand-setting mechanism is released, substantially as described.

2. The combination in a derailing switch, of the track, the derailing switch normally set to derail cars running on the track, and an operating device for said switch adapted to set the switch for derailment when released, said operating device being situated at some distance in advance of the switch, to which place the conductor or other operator must precede the car before it passes the derailing switch, and at which place only the derailing switch can be shifted to clear the track, substantially as described.

3. The combination in a derailing switch, of the unbroken track, the 'derailing switch, and the weight or spring so connected to the derailing switch as to automaticallymove it in the path of cars traversing the main track, substantially as described.

4. The combination in a derailing switch, of the track, the derailing switch, a weight or spring tending to move the derailing switch automatically in the path of cars traversing the track, an operating shaft, and anarm for moving said switch at the far end of said shaft, and in advance of the switch, substantially as described. i

5. The combination of the two continuous rails of a main track, a movable switch rail with a vertically inclined end for lifting a car wheel above and free from the control of the main rail on that side of the track, and a weight or spring so connected to the movable switch rail as to automatically move it in the path of cars traversing the main track, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

WILLIAM WHARTON, JR.

Witnesses:

WILLIAM D. CONNER, JOSEPH H. KLEIN.