US567454A - dallig - Google Patents

Description

(No Model.) I

H. L. DALLIG 81; W. KRY'SZBWSKI. gET RAILWAY SWITCH.

Patented Sept. 8, 1896..

' UNITED STATES l NPatrieN.T muon.

HUGO L. DALLIG AND LADYSLAW KRYSZEIVSKI, OF JERSEY CITY, NEW JERSEY.

STREET-RAILWAY SWITCH.

' srncinicnrronfrnnng part of Letters Patent No. 567,454, dated september s, 189e.

Application filed May 27,1896. Serial No. 593,284. (No model.)

To CLZZ 4whom, it nutuyconcwjl'b:

Be it known that we, HUGo-LEQPOLD DAL- LIG and WLADYsLAw Knrsznvvskrfof-Jer;v

sey City, in the county of Hudson and State of New Jersey, have invented a new and Improved Street-Railway Switch, of which the following is a full, clear, and exact description.

The object of the invention iste provide a new and improved street railway switch Awhich is simple and durable in construction and arranged to enable the driver or a motorman of a car to conveniently set the switch according to the direction in which the car is to travel.

The invention consists of certain parts and details and combinations of the same, as willbe fully 'described hereinafter, and then pointed out in the claims.

Reference is also to be had to the accompanyin g drawin gs,formin g a part of this speciieation, in which similar characters of reference indicate corresponding parts in all the figures.

Figure l is a plan view of the improvement as applied. Fig. 2 is an inverted plan view of the same. Fig. 3 is a side elevation of the same with parts in section. Fig. 4L is an enlarged transverse section of part of the improvement on the line-i et of Fig. l, and Fig. 5 is a longitudinal section of the same on the line 5 5 of Fig. 4.

From the main-track rails A extend the side-track rails C, adapted to be connected with the main-track rails A by the usual pivoted switch-point B, as illustrated in Fig. 1. This switch-point B is provided on the under side with a segmental block D, iitted to slide transversely in suitable bearings E, formed in a box or housing E', arranged in the main track, as plainly illustrated in the drawings. On the under side of this segmental block D is formed or secured a segmental rack D' in mesh with a pinion F, secured on a longitudinally-extending shaft F', journaled in suitable bearings arranged in the main track. On the forward end of the shaft F' is secured a'pinion F2 in mesh with a segmental gearwheel G, fastened on a transversely-extending shaft G'likewise journaled in suitable bearings forming part of the track. On this shaftG' are fastened two arms H and H', of which the arm H is pivotally connected at its free end with a lever I, fulcrumed at or near its middle in the main track, the free end of the said lever carrying an upwardly-extending arm J, formed at its top with a head J', extending into the path of a roller K, journaled on a weighted lever L, fulcrumed on-a oar N, adapted to travel on the main-track rails A and onto the side-track rails C whenever the switch-point D is in the corresponding position.

The other arm, H', is provided at its free end with an upwardly-extending arm J 2, similar to the arm J and likewise formed at its upper end with a head J 3, extending into the path of a roller K', journaled in a weighted lever L', likewise fulcrumed on a car N and arranged alongside the weighted lever L.

The weights of the levers L and L' normally hold the rollers K and K' inan uppermost position, that is, out of contact with the heads J and J 3, respectively; but the said rollers will be moved downward to engage and press the said heads by means of arms O and O', pivotally connected with the said levers L and L', respectively, and extending upwardly through openings in the bottom of the car N to be under the control of the driver or motorman on the platform of the car.

Each of the arms O is provided with teeth O2, adapted to engage a plate P, secured on a platform to lock the arms O and O either in an uppermost or lowermost position.

The operation is as follows: When the several parts are in the position as illustrated in the drawings in Fig. l, then the switchpoint B is open to the side-track rails C, and when a car approaches the switch-point then the operator in charge of the car will throw the lever L to bring the roller K' in engagement with the raised head J 8 to depress the latter and thereby cause a swinging of the arm. II' and a turning of the shaft G' to move the shaft F' and cause a lateral shifting of the block D, so that the switch-point l5 is shifted into a closed position, that is, closing the side-track rails and opening the maintraok rails for the car to proceed onthe maintrack rails to its destination. Now it will be seen that during this operation the turning of IOO the shaft G/ has caused a swinging of thelever I, so that the arm J and the head J are raised to extend above the track andbe in condition to be pressed by the roller K of the next following car destined to travel over from the main-track rails A onto the side-track rails C. Thus it Will be seen that the operator in charge of the car can conveniently throw the switch-point into the proper position for the car to travel in the desired direction, that is, either along the main-track rails or onto the side-track rails, as above described.

Having thus described our invention, We claim as new and desire to secure by Letters Patent- 1. A street-railway switch, comprising a pivoted switch-point, a segmental rack on the under side of the said switch-point, a roclshaft provided with a pinion in mesh with rack, a second shaft geared with the irstmentioned shaft, arms provided with heads and adapted to be moved from the approaching car, the said arms being connected With the said second shaft and adapted when moved to respectively turn the said shaft in opposite directions, substantially as shoWn and described.

3. A street-railway switch, comprising a pivoted switch-point, a segmental rack secured to the under side of the switch-point, a pinion in mesh with the said rack, a rockshaft carrying the said pinion, a second rockshaft geared With the first-named rock-shaft and provided With two arms, and an arm pivoted on one of the said rock-shaft arms and provided With a head adapted to be engaged by a roller carried by the car, the other arm being` connected with a lever carrying a headed arm likewise adapted to be engaged by a roller carried by the car, substantially as shown and described.

HUGO L. DALLIG. VLADYSLAV KRYSZEVVSKI.

iVitnesses:

JNO. M. RITTER, THEO. G. HosTER.

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