US556855A - Automatic car-switching system - Google Patents

Description

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No. 556,855. Patented Mar. 24, 1896,

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No. 556x355 Patented Mar. 24, 1896 WITNESSES:

UNITED STATES PATENT EEicE.

PIERRE LELARDOUX,

OF DENISON, TEXAS.

AUTOMATIC CAR-SWITCHING SYSTEM.

SPECIFICATION forming part of Letters Patent No. 556,855, dated March 24, 1896.

Application filed October 17, 1895. vSerial No. 565,988. (No model.l

To @ZZ whom it may concern,.-

Be it known that I, PIERRE LELARDOUX, a citizen of the United States, residing at Denison, in the county of Grayson and State of Texas, have invented a new and useful System of Switching Railroad-Cars which is Automatic in its Operation, of which the follow.- ing is a specification.

My invention relates to a system of switching where the cars of a train are pushed up an incline and placed successively on an elevated annular revolving platform, by which they are automatically distributed to their .respective receiving-tracks.

The objects of my invention are to provide a safer and more systematical way of handling cars in switch-yards, and by which a great saving of time, money and space is effected.

l attain the objects of my invention by the mechanism and devices illustrated in the accompanying drawings, of which the following is a brief description.

Figure l, and its extension l, is a plan of the switching plant and loading-tracks. Fig. 2, and its extension 2b, is a vertical longitudinal section of switching plant. Fig. 3 is a detail section through elevated annular revolving platform. i is a detail plan of elevated annular revolving platform and receiving-tracks. Fig. 5 is a detail vertical section through switching plant. Fig. o is a detail plan of the switching plant below the revolving platform. Fig. 7 is a side view of cable and cable-gripping system. Fig. 8 is an end view of cable and cable-gripping system. Fig. i) is a detail side view of grip. Fig. l is a detail end view of grip. Fig. ll is aview of grip mechanism when closed. Fig. l2 is a view of grip mechanism when opened. Fig. 13 is a radial vertical section of elevated annular revolving platform and front view of self-acting sliding-block mechanism. Fig. ll is a cross-radial vertical section of elevated annular revolving platform and side view of self-actin g sliding-block mechanism. Fig. l is a top view of selfacting sliding-block mechanism when closed. Fig. 16 is a top view of self-acting sliding-block mechanism when opened. Fig. l? is a side view of the trackclosing device at lower end of receiving-track when closed. Fig. i8 is a longitudinal vertical section of the automatic car grasping and releasing machine, the key readyto drop into the lock. Fig. 19 is a partial section of automatic car grasping and releasing machine, the key having dropped into the lock. Fig. 20 is a side view of key-holder, key, and lock, the key riding on the rail. Fig. 2l is a front view of automatic car grasping and releasing machine; Fig. 22, details of railing and lock'. Fig. 23 is a horizontal section of automatic car grasping and releasing machine just above the weighted levers. Fig. 2i is a top view of automatic car grasping and releasing machine. Fig. 25 is an isometrical view of kev and key-holder, Fig. 26 is a side view (if pawl, showing means of controlling the driving machinery. Fig. 27 shows the pawl arrangement and the adjustable notch in revolving platform as viewed from the revolving platform. Fig. 2S is a top view of pawl arrangement and notch in band of revolving platform. Fig. 2.() is a top view of a part of revolving platform and stationary structure, showing location of pawl and notches in the banden the inner edge of revolving platform.

In the accompanying drawings the same reference letters and numbers indicate the same parts.

The automatic switching' plant, Figs. l and 2, is composed of three main parts-the powerhouse l, the elevated annular revolving platform. 2, and the inclined terrace D, on which are laid the receiving-tracks 23 3 3, dsc., the loading- ,rack 4, and the train-forming track 5, diagonal to the ends of the receivin g-tracks 3 3, the. Track 5 is also the outgoing-track.

The double through -tracks ii' G and the switch 7, between the main tracks and the loading-track, are down on the level ground. The train-forming track 5 is on an incline from beyond the line A B up to the meeting ofthe last receiving-track, with a grade sufficient for the cars to run down the said track by gravity. The receiving-tracks 3 3, ttc., are all on au incline starting from the edge of the elevated revolving platform and joining the train-forming track, each track being so graded as to regulate the speed of the cars in their downward course and prevent damaging shocks.

The cars are drawn up the loading-track et to IOO the platform by means of a traction-cable C, guided by proper sheaves and running on said loading-track and under the revolving platform and worked from the power-house, but controlled by the cableman at the station opposite the loading-track. A specially-built platform-car 8, Fig. 3, with a special grip 9, is placed behind the train of cars and pushes them up the loading-track to the platform.

The elevated annular revolving platform is built of proper-sized timbers on the top of common car-trucks running on circular tracks 10, Figs. 3, 5,and 6, supported from the ground by posts and framework. The platform is worked around by an endless cable ll, Figs. (5, 7, and 8, which is guided by sheaves l2, and winds around the drum 13 and is conducted through the large sheaves 14 to the drivingdrum in the power-house and from thence to the platform-drum on the opposite side. The adoption of the two opposite drums under the platform'is to equalize the strain on the driving-drum. A double grip, Figs. 7 to 12, of a special form is fixed to every truck-beam 15, on which rests the revolving platform. The grip is made to automatically release the cable when passing over the drums and grasp it again after they are passed. This grip is composed of a straight lever 16, fulcrumed at 17 and having a pivoted arm 18, acting downwardly at 19 on an articulated lever 20, pivoted at 21 and forming jaws 22 to grasp the cable ll. outside end a roller 23 of a sufficient weight to insure a iirm grasp of the cable. by the movement of the platform each grip gets nearly over the drum 13, the lever-roller 23 meets an incline 24, which it follows up, and thus raises the lever 1G and opens the jaws of the grip 22. On the other side of the drum the roller goes down the incline and lowers the lever 16 and closes the grip 22.

Between the rails of each radial track T of the platform and behind the front wheels of the car is fixed a self-acting sliding block 25, closing the track to prevent the car from leaving the platform should it get loose from the grasping-machine before it has reached its receiving-track. The normal position of block 25 is across the rail; but every time the platform comes opposite the receiving-tracks the weighted lever 26, that actuates the sliding block, drops into a notch 27 in the stationary circular railing 28 and slides the block off from the rail and opens the track. The notches in the stationary circular railing correspond with the centers of the receiving tracks. lVlie-n the platform moves, the weighted lever climbs the incline of the notch, pushing the block 25 on the rail, and maintains it there as long as it rides on the top of the circular railing. The block 25 has an upward projection on the outside, which would engage the flange of the car-wheel (should a car get loose during the motion of the platform) and prevent the block from sliding off the rail when the weight26 is over the notch, and the car The main lever 16 has at `its Vfhen would be carried around to the next point or' loading. The weight 26 has a rotating mo tion around its axis.

The lower end of each receiving-track is provided with a trackclosing device, Fig. i7. which is composed of a sliding block 29, which is kept on the rail by means of the weight 30. through the lever 31. The handslever 32 is used to pull the block 29 from the rail to open the track.

The automatic car grasping and releasing machine M is composed- First, of a key-holder, Figs. 18, 19, 2 and 25, having a weight 33 fixed between two sides 34 and an upright 35 rmly fixed between the sides 34. The upper part of the upright terminates in a spring 36, the free blade of which is provided with a roller 37 at its lower end and a bolt 38 moving freely in the front blade to limit the opening of the spring. To the front part of the upright is movably iixed a brace 39, which engages the key and maintains the upright position of the keyholder- The keyholder has a swinging motion forward and downward on its pivots 40, and its sides are notched to receive the pivots or the key, Fig. 25.

Second. A front leveigFig. 18, pivoted at 41 and having its rear arm weighted at 42. and a 'front arm provided with a plate 43 engaging under the roller 37 of the spring of the key-holder.

Third. Aback lever, Fig. 18, pivoted at 44 and having a rear arm weighted at 45, and a front arm 46 engaging under the weighted arm of the front lever. The back lever has an upright arm 47, which engages the links of the grasp, closing the grasp by a backward movement and opening it by a forward one.

Fourth. A grasp, Figs. 18 to 24, with two jaws 48, pivoted at 49, and worked by the arms 50, so that by opening the arms the jaws are closed. The two arms are operated by two links 5l, which are acted on by the upright arm 47 of the back lever. The movements of the upright arm and links are guided by the sliding piece 52.

Vhen the forward arm of the front lever is depressed to engage under the spring of the key-holder, the weighted arm 45 of the back lever falls and gives the upright arm 47 a backward motion, which by means of the links 51 forces apart the arms 50 of the grasp and closes the jaws. Vhen the upright of the key-holder pitches forward, it disengages the plate 43 of the front lever, and the weighted arm 42 of the same drops on the fon ward arm 46 of the back lever, and being heavier depresses it and gives to the upright arm 47 a forward motion, whichbrings the arms of the grasp toward each other and opens the jaws.

The several parts of the automatic car grasping and releasing machine are mounted on a proper frame, which is fastened to the platform in such a way as to be adjustable in all directions.

The power-house 1, Figs. l, 2, and 5, has a covered stationary platform l? built all around at the proper height, the roof of which extends out far enough to protect the automatic machines on the revolving platform. This stationary platform is bordered by a cir cular bevel railing R, into which indentations are made at regular and equal distances and to correspond with the center of each radial track T of the revolving platform and into which the key drops when it meets its mate lock. On the inside of the railing, in front of each indentation, is placed a lock L, Fi gs. 1S to 2a, which is adjustable along the radius to and awayfrom the center. This lock is composed of a plate 53, fitted with upward projections 54C, the points of which are provided with small friction-rollers 55. The projections are arranged in combinations and occupy different places in different locks. The key-plate 55 is provided 'with apertures 57 corresponding with the projections of its respective lock. Each lock is fitted to a separate key or keys. The key-plate is extended backward and provided with pivots 5S, Figs. 2O and 25, on each side, which go into the notches in the key-holder. The key is also provided on its under side with a roller 5) to travel on the railing R. Each lock corresponds to a receiving-traek and is on the radius of its center, and eachr time the platform stops every one of its radial tracks is in line with a lock and a receiving-track, and when a car is to go to a certain receiving-track the key of the lock corresponding to that track is placed in the automatic machine. The car is grasped and held by the machine until the key traveling around with the platform has reached its lock, where it drops into the indentation of the railing, allowing the key-holder to pitch forward and set in motion the system of levers to open the grasp. rllhe key in passing over the preceding indentations of the railing is supported by the projections that do not fit the apertures in the key-plate. The key-holder is held in place by the brace 39, which engages into a notch on the top of the key, and the key is prevented from slipping forward by the pivots 5S, which engage the notches in the sides of the key-holder, Fig. 25.

The spur is fastened to the frame of the machine and is independent of the keyholder. TWhen the -key rides over the rail, the spur just touches its lower side, and when the key drops into the indentation its back part is thrown up by the spur clear from the key-holder. Then the platform revolves again, the brace 39, having a free motion at its top, swings oft' from the key, and the keydiolder, completely disengaged from the key, passes under the key and leaves it in the lock. As soon asthe key-holder has passed the key by its overweight at the back end tips over the railing and falls on the platform, by which it is carried around back to the point of loading.

The locks are made adjustable on the radius to and away from the center to suit the possible variations of the diameter of the platform.

The automatic car grasping and releasing machines are made slidable front and back and sidewise to adjust the keys to the locks.

To adjust the keys and locks on the radius, turn the platform once and adjust each key to one given lock as a start. Then adjust each lock to the key in front of it without moving the platform. The keys are all of one size and pattern and dier only in the combination of the apertures in the plates.

The elevated revolving platform is stopped at every receiving-track by means of heavy pawls placed at each loading-point 6l, Figs. 27, 28, and 29. These pawls are pivoted to a support G2, fastened to the power-house platform, and ride on a band 63, fixed on the inside edge of the revolving platform. This band is notched for every radial track, and when nearing this track the pawl goes gently down the incline of the notch 64, and by thatmovement shuts off progressively the steam from the cable-driving cylinder,'and when the pawl reaches the vertical adjustable side of the notch the platform is stopped with a gentle shock and jar that help the keys to fall into the locks and start the loosened cars down the incline of the platform. The lifting of the main pawl from the notch starts the driving machinery and sets the platform in motion. The connection between the main pawl and the driving machinery may be by means of electricity or by compressed air, as indicated, Fig. 26, where the motion of the pawl opens or closes the supply of compressed air. The signaling for ready between other pawls and the main pawl will be by the same means.

Having thus described the different parts of my invention, I will now explain its working.

The arriving train is switched off from the main track 6 onto the switch-track 7, where the cars are weighed and the number of its receiving-track put on each one. The train is taken thence to the level extension of the loading-track 4. I-lere the cars are unconpled and the brakes loosened and the engine detached. T he special platform-car 8, which we will call the hauler, is passed around track 7 to the rear of the train. The hauler grips the moving traction-cable C, and the cars are pushed up the inclined loadingtrack until the forward car is in place on the platform. The motion of the traction-cable is then stopped and the elevated platform made to revolve7 and it brings the next radial track in front of the loading track, the platform stops, another car is pushed in place, the platform revolves, and so on until there are no more cars left on the loading-track. Then a car is placed on the platform, the draw-head is grasped and held iirmly by the machine M until by the revolution of the platform it is brought in front of its intended receiving-track, where it is automatically released, and the top of the IIO f gencies.

platform being inclined outwardly it descends of its own weight onto the receivingtrack.

Should a car getloose from f thek machine when the platform is in motion, it would be immediately stopped by the sliding block 25, and would be kept on the platform until it hadV come around to a loading-point, where it would be refastened. i

Whilethe cars of one train are being placed on the platform, another train ymay be switched onto the lower part of the loadingtrack and made ready to haul up. only interruption would be the getting of the hauler down the inclineand back of the new cars and pushing them up the incline.y

The motion of the traction-cable is controlled by the cableman7 in charge of the loading-station, and who stands inside of the railing around the power-house platform opposite the loading-track. I-Ie can stop the cable or move it either way by means of levers. The cable of each loading-track is driven by a separate engine. f

The work of each loading-track is managed by two men-a cableman and a helper. It is expected that when the men are well trained and everything in good running order the cableman will be able to manage aloading-point by himself, and one helper for two or three loading-points will be sufficient, the helper being only required to pass the hauler around back of the new train and for emer- The number of the receiving-track to which itis to go is set on the front end of each car, and as soon as that number is known to the cableman he inserts the proper key into the key-holder of the next machine and sets the brace 39 to keep it in position and gets ready with a bar to depress the plate 4:3 of the front lever. IVhen the car has come up to the grasping-machine, he stops the tractioncable and at the same time bears down on the bar and engages the plate 43 under the spring, and by the working of the back lever the draw-head is grasped. Next the cableman lifts up the pawl 6l that had stopped the platform, the driving machinery is started and the platform turns, the next car comes in sight, the key is inserted, dac., like before, the platform stops, and the new car is pushed in place. The key is inserted when the platform is yet in motion, the platform stops and the traction-cable is started, the car comes into position and is grasped, and immediately the platform revolves again. Thus the time necessary to switch a car is the exact time occupied by the car to travel across the platform plus the moving of the platform from one lock to the other, and that depends on the speed of the cables.

As many cars can be switched at the same time as there are loading-points. A large plant could have four loading-points and switch four cars at a time. Such ya plant would have a capacity of over two hundred Thus the f sired by moving the automatically-sliding block that closes each track at the lower end and let out as many cars as wanted from each track. The cars will run by gravity to the lower end of train-forming track 5, where they can be coupled and taken by the engine.

The opening of the tracks may be done from a tower They main advantages, however, of my invention are the greatly-reduced cost ofy handlingthe cars and the economy of space occupied by they plant. In a two-ways plant, such as represented in the accompanying drawings, with twenty-one yreceiving-tracks each way, the space occupied by the central portion (power-house, platform and upper part of the inclined terraces) is four hundred by six hundred and seventy-five feet, and each of the terraces averages three hundred and twentyfive by sixteen hundred feet, a total surface of one million three hundred and ten thousand square feet, with an available space of six hundred thousand square feet under the platform'and the upper'parts of the terraces,whi ch can be used for storage or other purposes. Besides this, the two main tracks are not interfered with, and at least two streets can pass under on each side of the revolving platform.

Other advantages are the compactness and IOO.

centralization of the system and the entire freedom from danger.

In the intervals of the switching the steam can be used for other purposes not requiring a continuous run, such as compressing air. storing electricity, &c.

Having thus described my invention and its working and pointed out its advantages. what I claim as new, and desire to secure by Letters Patent, is as follows:

l. In an automatic car-switching system. the combination with elevated inclined receiving-tracks, of an elevated annular revolvingplatform with anV outwardly-sloping top on whichare laid equidistant radial tracks. and tted on its inner edge with a zone having properlydisposed adjustable notches: said platform being provided with means to set it in motion and to stop it automatically at regular intervals, substantially as described and for the purposes set forth.

2. In an automatic car-switching system. the combination with an elevated annular revolving platform provided with means to set it in motion, of double inclined planes, 24. placed opposite the cable-drum, 13, to raise the roller, 23, of lever, 16, for the purpose of opening the grip, 22, and releasing the cable. 11, when passing over the drum 5 substantially as described and for the purposes set forth.

3. In an automatic car-switching system.

IOO

the combination with an elevated annular revolving platform with an outwardly-sloping top on which are laid equidistant radial tracks, and provided with means to set it in motion, of a self-acting sliding block, 25, normally closing each radial track near its head and opening said radial track when the end of lever, 26, falls into notch, 27, of stationary circular railing, 2S, fixed under the revolving platform, substantially as described and for the purposes set forth.

Il. In an automatic car-switching system, the combination with an elevated annular revolving platform provided with means to set it in motion, and supporting radial tracks which are spaced so as to align with the inclined receiving-tracks, of an inside stationary structure with a circular stationary platform at proper height, tting closely the inner edge of the revolving platform and bordered by a railing, substantially as described and for the purposes set forth.

5. In an automatic car-switching system, the combination with an elevated annular revolvin g platform fitted on its inner edge with a zone having properly-disposed adjustable notches, and with an inside stationary structure having a circular station ary platform at proper height iitting closely the inner edge of the revolving platform, of heavy pawls secured to the inside stationary platform and so lined as to ride on the zone fitted to the inner edge of the revolving platform and fall into the notches thereof, substantially as described and for the purposes set forth.

G. In an automatic car-switching system, the combination with an elevated annular revolving platform with an outwardly-sloping top on which are laid equidistant radial tracks, of elevated inclined receiving-tracks corresponding at their upper ends to the radial tracks of the revolving platform, and connecting, at their lower ends, with the train-forming track, 5 said receiving-tracks being closed or opened by the sliding blocks, 2), placed at their lower ends, substantially as described, and for the purposes set forth.

'7. In an automatic car-switching system, the combination with elevated inclined receiving-tracks corresponding, at their upper ends, to the radial tracks of the revolving platform, and connecting, at their lower ends with the train-forming track, 5, of a sliding block, 29, which automatically closes the track by means of the weight, 30, and the lever, 3l, and opens the track by means of lever, 32, substantially as described, and for the purposes set forth.

8. In an automatic car-switching system, the combination with elevated inclined receiving-tracks fitted at their lower ends with track closing and opening devices, of an elevated inclined train-forming track, 5, connected with all the receiving-tracks and the outgoing track, substantially as described and for the purposes set forth.

D. In an automatic car-switching system,

the combination with elevated inclined tracks correspondin to the radial tracks of the revolvin g platform, and with an elevated annular revolving platform having an outwardlysloping top on which are laid equidistant radial tracks, of an elevated inclined loadingtrack with its attendant switches and level extension at the foot and provided with a properlyfixed tractioncable, substantially as described and for the purposes set forth.

l0. In an automatic car-switching system, the combination with the automatic graspingmachine on the elevated revolving platform, and the elevated inclined loading-track with its attendant switches and level extension at the foot, and provided with a properly-fixed traction -cable, of a platform car called hauler furnished with a sufficiently powerful grip to hold the cable, and to be placed behind the cars to push them up the inclined loading-track and place them successively on the elevated revolving platform in a suitable way to be grasped by the automatic machine, substantially as described and for the purposes set forth.

1l. In an automatic car-switching system, the combination with an elevated annular revolving platform, having an outwardly-sloping top on which are laid equidistant radial tracks, and provided with means to set it in motion and to stop it automatically at regula-r intervals, of an automatic car grasping and releasing machine, placed at the head of each radial track and consisting of a keyholder, of a front lever, engaging the spring of the key-holder, of a back lever, actuating the grasp, and of a grasp adapted to be closed or opened by the actions of the levers, substantially as described, and for the purposes set forth.

l2. In an automatic car-switching system, the combination with an elevated annular revolvin g platform, and with an inside stationary structure having a circular stationary platform at proper hei ght and iitting closely the inner edge of the revolving platform, of a perfectly circular and level railing bordering said stationary platform and provided with suitable indentations disposed at equal distances around its periphery, except opposite the loading-tracks, and fitted on its inner face, in front of each indentation with an adjustable lock, substantially as described and for the purposes set forth.

13. In an automatic car-switching system, the combination with an elevated annular revolving platform, and with an inside stationary structure having around it a stationary platform at proper height and fitting closely the inner edge of the revolving platform and bordered by a perfectly circular and level railing provided with .suitable indent-ations disposed at equal distances around its periphery, except opposite the loading-tracks, of an adjustable lock fitted on the inner face of the said railing, in front of each indentation, consisting of a plate, 53, and upward projec- IOO IIO

tions, 54, tipped Withsmall friction-rollers, 55, and provided With means of adjustment, substantially as described and for the purposes set forth.

14. In an automatic car-switching system, the combination with an elevated annular revolving platform having an outwardly-sloping top on which are laid equidistant radial tracks and provided at the head of each radial track with an automatic car grasping and releasing machine consisting of a key-holder y and other pieces of mechanism, and with an inside stationary struct-ure having around it a stationary platform at proper height and fitting closely the inner edge of the revolving platform, and bordered by a perfectly circular 'and level railing provided with suitable indentations disposed at equal distances around its periphery and tted on its inner face in front of each indentation With an adjustable lock consisting of a plate and up- Ward projections tipped with small frictionrollers, and provided with means of adjustment, of a key adapted to be inserted into the key-holder of the automatic car grasping and releasing machine, and having in its plate, 56, apertures, 57, suitably disposed to fit the projections of the look on the stationary part and provided with one or more rollers, 59, at its stem, substantially as described f,

IVit-nesses:

ALEX. IV. AoHEsoN, AP. J. MANNING.

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