US554026A - jewell - Google Patents

Description

(No Model.) 2 sheets-sheet 1.

F JEWELL. RAILROAD SWITCH.

. Patented Peb. 4, '1896.

2 Sheets Sheet 2.

(No Model.)

P J BWELL RAILROAD SWITCH.

:.Patented Feb. 4, 1896..

L A a s No. 554,0 2e.

a C @mi Nirnn STATES FRANK J'EVELL, OF BATAVIA, NEV YORK, ASSIGNOR `OF ONE-HALF TO GEORGE F. BURNS, OF SAME PLACE.

RAI LROAD-SWITCH.

SPECIFICATION forming part of Letters Patent No. 554,026, dated February 4, 1896. v

Application filed March 12,1895. Serial No. 541,488. (No model.) j

To @ZZ whom, it may concern:

Be it known that I, FRANK JEWELL, a citizen of the United States, residing at Batavia, in the county of Genesee and State of New York, have invented a new and useful Railroad-Switch, of which the following is a specification.

This invention relates to an improvement in railroad-switches, and the object of the invention is to simplify and improve the construction thereof, so that it will be impossible to derail engines or cars passing through the same, which will prevent such cars or engines from injuring or throwing` the switch out of order, and which will be simple andinexpensive in construction, strong and durable, and which will possess numerous advantages over the ordinary form of switch, as will hereinafter appear.

The invention consists in certain novel features and details of construction and arrangement of parts, as hereinafter fully described, illustrated in the drawings, and iinally pointed out in the claims hereto appended.

In the accompanying drawings, Figure 1 is a plan view of a railway-switch constructed in accordance with my improvements shown closed. Fig. 2 is a similar view with the switch thrown open. Fig. 3 is a transverse vertical section taken near the endsvof the split rails with the switch closed. Eig. 4 is a similar View with the switch opened. Fig. 5 is a detail perspective View of one of the operating rock-shafts. Fig. 6 is a similar View of one of the castings for supporting the rails and receiving the end of a rock-shaft. 7 is a perspective view of a portion of the switch-operating mechanism, showing also the means for locking lthe switch and for operating the semaphore.

Similar numerals of reference indicate corresponding parts in the several figures of the drawings.

Referring to the drawings, 1 and 2 indicate two split rails, l being the terminal of one of the siding-rails and the other, 2, forming a portion of the main track. The split rails 1 and 2 are upheld and supported at one end by the usual ties, to which they are fastened by spikes in the usual manner. The opposite or tapering ends of the split rails are left free both vertically and laterally, with the exception of an interposed spring connection composed of two bars or angle-irons 3 3 secured one to the inner face of each split rail, from whence they extend inwardly, and are connected by a bolt 'i, having a spiral Lspring 5 disposed around the same, as shown. The outer ends of the bars or angle-irons 3 are bolted rigidly to the tapering extremities of the rails and their inner adjacent ends are deiiected at right angles and formed with perforations slightly largerthan the shank of the bolt 4, which passes through said perforations. This allows relative vertical movement of the adjacent ends of the bars or irons 3, while the spring interposed between the inner bent ends of said bars operates to force the same apart and to hold the tapered extremities of the rails in contact with the rails to which they lie adjacent.

6 and 7 indicate short cam rolls or shafts which are arranged in corresponding series, the rolls 6 underlying the siding-rail 1 and the rolls 7 underlying the main rail 2. The inner adjacent ends of each pair of rolls 6 and 7 are connected by means of a bar 8, which is riveted thereto at 9, thus serving to rigidly7 connect said rolls and communicate motion from one to the other, the rolls 6 and 7 and the bar S practically forming a rock-shaft operating beneath the rails. Each roll 7 is provided with an outwardly-extending stud or journal 10, lying between two arms 11, eX- tending upwardly from a bearing-block or casting 12 resting upon the road-bed. The block or casting 12 is recessed or provided with a concavity in its upper face forming a bearing in which the rolls are adapted to turn, and the arms 11 projecting upwardly therefrom are provided with inwardly-projecting lips 13 for engaging the base of the rail, which rests upon a horizontal ledgelei, or pair of such ledges formed integrally with and projecting slightly above the main body of the block or casting 12. A similar block or casting is located beneath and supports the roll 6, and the latter is provided with an outwardly-extending shaft or arm 15,'having a crank-arm 16 formed thereon or secured thereto. All of the series of rolls 6 are similarly provided with crank-arms 16, and said crank- IOO arms are all pivotedly connected with a long rod or bar 17, which is connected at one en d to the lower end ofthe switch-lever 18 by means 0f an interposed link la, by means oi' which. when the switch is vibrated, all of the rolls of both series will be sim ultaneously operated. The switch-lever may be of any desired form and is pivoted to and supported by a switchstand 20 in the usual manner.

Each one oi" the rolls b' and T is provided with a central depression or flattened portion 2l, and the relative arrangement of the depresions is such that that when, for instance. the depression 2l in the roll l5 is on the upper side of said roll the corresponding depression in thp roll T will be turned to one side or one-quarter of a revolution from the depression in the roll 3. The rolls G are all arranged in the same relation to each other, so that the depressions therein will all occupy the same position at the same time, and the depressions in the roll T are likewise similarly arranged. The free ends of the split rails are located in line with such depressions, and are adapted to rest in said depressions when the rolls are turned in the proper position. The split rails at their free ends are normally held down or depressed below the heads of the adjacentrails by means of strong springs 22, secured beneath the angle-irons 3, and anchored to the road-bed in any suitable manner.

By throwing the switch-lever in the direction indicated in Fig. l, by means of the interposed mechanism, above described, the depressions in the roll G are turned upward to receive the base of the split rail l, thus permitting the upper face thereof to be drawn down by the spring 22, referred to. Simultaneously the rolls 7 operate against the base of the rail 2, elevating its upper face or head into the same horizontal plane with the adjacent rail. Under this adjustment the main track is left unobstructed, and the anges of the wheels are adapted to pass above the upper face or head of the split rail l and entirely clear thereof.

By throwing the switch-lever in the opposite direction the rolls 6 and 7 are caused to assume the position indicated in Fig. 2-that is, the depressions 2l in the rolls 7 will be brought uppermost to receive the base of the rail 2 and allow the head thereof to be depressed, and simultaneously therewith the rolls 6 will operate upon the base of the rail l and elevate its upper face or head into the same horizontal plane with the adjacent rail. Under this adjustment the switch is closed and the inner edge of the split rail l will engage the wheel-flanges and direct the engine or car onto the siding, the upper face or head of the rail 2 being depressed to a point where it will be impossible for it to interfere in any way with the wheel-flan ges, the latter passing above and entirely clear of the same.

23 indicates the locking-lever pivoted to a suitable stand 2i, and connected at its lower end with a lever 25 by means of an interposed link 2G. The lever 25 passes beneath the rail l and is pivoted intermediate its ends at 27.

At its inner end, centrally between the two rails, the lever 25 is provided with a sliding arm 28 pivoted thereto at one end, and provided at its other end with a notch or recess 29, which is adapted to engage the bar 8, which connects the rolls (i and 7. XVhen in engagement the notch or recess 29 in the bar 28 prevents the rolls from being turned in either direction, thus iirmly locking the switch in a manner that will be readily understood.

:$0 indicates a semaphore of any ordinary torni or construction, provided near its lower down movements of the free ends of the rails l and 2.

lly means of the construction above dcscribed the switch maybe operated with great case and certainty.

By reason of the depression of one or the other of the rails l and 2 it will be impossible for such depressed rail to engage and act upon the wheel-ilanges, there by entirely obviatin g all danger oi' derailment.

llt will be apparent that the switch cannot become inoperative by reason of snow and ice, the., becoming packed between the adjacent faces of the rails, as by the vertical movement'. of the split rails all accumulated ice, snow, the., will be scraped off, constituting a great advantage over the ordinary form of switch.

Various changes in the form, proportion,

and the minor details of construction maybe resorted to without departing from the principle or sacriiicing any of the advantages of this invention.

Having thus described my invention, I claiml. In a railway-switcl1,the combination with the point rails left free vertically at their extremities, of a series of cylindrical rolls arranged beneath the same and cut away or formed with depressions in their cylindrical faces adapted to receive the bases of said l rails, said depressions being disposed in such manner that one of the point rails will be elevated at the same time that the other is 1owered, said rolls being coupled together in pairs, means for simultaneously operating each pair of rolls, and a bearing-block for and arranged beneath each roll, said block having a concave sea-t for its respective roll and also comprising one or more extensions for engaging' the base of a rail, substantially as specified.

`2. In a railway-switch,the combination with two point rails left vertically free at their extremities, oi' a plurality of rolls underlying and supporting said rails, crank-arms connected with said rolls, a connecting-bar and IOO IIO

switch-lever for simultaneously operating said rolls, and a supporting-block for each of said rolls, said block being contracted at one end to form a bearing for the gudgeon of said roll and also comprising a pair of oppositelydisposed and upwardly-projecting hooked eX- tensions for engaging the base of the rail, all arranged for joint operation, substantially as described.

3. In a railway-switch,the combination with two split rails left free vertically at one end, of the inwardly-projecting arms or irons 3, the interposed bolt and spring connecting said irons, and means substantiallyT as described for elevating and lowering the free ends of the rails alternately, substantially as described.

4. In a railway-switch,the combination with the split rails left free vertically at one end, of a plurality of rolls arranged in pairs, adapted to alternately raise and lower said rails, the interposed bar or shaft connecting the rolls of each pair, and an adjustable arm and lever for engaging and holding the rolls against rotation, all arranged and adapted to operate in the manner and substantially as described.

5. In a railway-switch,the combination with two split rails left free vertically at one end, of the inwardly-projecting connecting arms or irons 3, the interposed bolt and spring connecting said arms, and a pair of oppositely disposed springs connected with said arms or irons and operating in such manner as to permit either of said split rails to be raised or lowered independently of the other, substantially as described.

6. In a railway-switch,the combination with the split rails left free vertically at one end, of a series of rock-shafts adapted to alternately raise and lower said rails, the interposed bar or rod connecting said rock-shafts for operating them simultaneously, an adjustable looking-arm 28 adapted to be moved into and out of engagement with one of said rockshafts for lookin g the latter against rotation, and an operating-lever for adjusting said locking-arm, substantially as and for the purpose specified.

In testimony that l claim the foregoing as my own I have hereto afiiXed my signature in the presence of two witnesses.

FRANK J EVELL. lVitnesses:

Louis E. SMITH, D. B. BENEDICT.

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