US601352A - Longxje - Google Patents

Description

2 Sheets-Sheet 1;

(NoModel.)

J. MASSON 8v J. LOCHELONGUE.

RAILWAY SWITCH.

No. 601,352.- Patented Mar. 29,1898.

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RAILWAY SWITCH.

Patented Mar. 29, 1898.

IINTTED STATES PATENT Trient JULES MASSON, OF ASNIERES, AND JULES LOOl-IELONGUE, OF PARIS, I

FRANCE, ASSIGNORS TO JAMES SLOPER, OF BOIS-DE-COLUMBES, AND FREDERIC DE REISET, OF PARIS, FRANCE.

RAi LWAY-SWITCHI.-

SPECIFICATION forming part of Letters Patent No. 601,352, dated March 29, 1898.

Application filed September 24,1897. Serial No. 652,826. (No model.) Patented in France August l, 1896, No. 258,574; in Belgium December 14,1896,No. 125,178, and in England December l5, 1896, No. 28,737.

To all whom it may concern:

Be it known that we, JULES MASSON, a resident of Asnires, (Seine,) and JULES LOCHE.

Y simple and effective means for controlling a railway-switch, so that it shall be at all times locked positively when it is approached by a locomotiveor car from the point and shall be automatically unlocked and released to permit the free passage of a locomotive or car from the main line or from the siding when such locomotive or car passes over the switch from the heel. At the same time provision is made whereby the switch can be operated by hand to direct the approaching locomotive or car upon the siding or upon the main line, as desired.

We will describe our invention in detail hereinafter with reference to the accompanying drawings, in which- Figure 1 is a plan view of a portion of a railway track and switch to which our inventionl is applied in a convenient and practical form. Fig. 2 is a side view of the parts shown in Fig. l, but with the switch-stand removed and the switch-rod in section. Fig. 3 is a detail view in section on the plane indicated by the line :r of Fig. 1. Fig. 4 is a detail view in section on the plane indicated by the line y 'y of Fig. 1. Fig. 5 is a detail view, partly in side elevation and partly in section, illustrating the application of a spring in place of aweight, as shown in Figs. 1 and 2.

In the arrangement represented in the drawings the fixed rails of the main track are-represented at A A and those of the siding at B B, while the movable switch-tongues A' and B', coupled by links a Z) or otherwise and suitably tapered, form continuations of the respective fixed rails of the main line and the siding; but it will be obvious that the parts may be arranged in any desired man?` ner, this invention having to do with the means for moving and locking a movable switch-tongue.

As represented in Fig. 3,the movable switchtongue B may be connected by a switch-rod C to a suitable switch-lever C, which may be arranged in any convenient manner and is represented in said ligure as having applied thereto a suitable counterweight o and as pivoted upon a suitable base or standard c. Any

desired means, however, may be employed for the operation of the switch by hand without affecting the application of our present improvement to the switch.

To provide for the locking of the movable switch tongue, we have represented said tongue as having a projecting stud or tenon b', which is formed with an eye b2 and is adapted to enter and project through a suitable hole a" in the fixed rail A or in any other iixed abutment which may be provided for the purpose. A locking-pin D is arranged to enter the eye b2 in the stud or tenon b or otherwise 'to engage the same to lock the movable tongue B'positively in position. p said locking-pin D is adapted to be withdrawn automatically to release the switchtongue whenever a locomotive or car approaches the. switch from the rear or from the heel, a lever or system of levers being pro- Thev vided for this purpose, so-that the lockingpin can be withdrawn by the locomotive or car at a suitable distance from the switch. In the drawings we have shown a long lever E, which is mounted in close proximity to the xed rail A and which normally stands for a portion of its length slightly above the bearing-surface of the rail, so that it will Ybe depressed by a wheel of the locomotive or car as it rolls over the rail and thereby will withdraw the pin D, which isrepresented as carried directly upon the vfree end of said lever E. The said lever is held in its normal position by any suitable means, such as a lever F, which in the construction shown is represented as comprising a short shaft f, mounted in suitable bearings, an arm f,'which underlies the lever E, and an arm f2, to which may be applied a counterweight f3, adjustable to secure the proper action and held in place by a set-screw f4. The arms f and j"2 may also be adjustable upon the shaft f, being held in adjusted position by set-screws f5. y

It will now be readily understood that the locking-pin D normally holds the switchtongue B' positively from movement and that lwhen they locomotive or car approaches the switch from the rear or heel end said lockingpin is automatically withdrawn and the said switch-tongue B yields to permit the wheels of the locomotive or car to pass along the fixed rail A, the said switch-tongue being returned to its normal position after the locomotive or car has passed by the counterweight or spring applied to the switch-lever I C and being immediately engaged again by the locking-pin D.

Should it be desired to move the switchtongue by hand, it will obviously be necessary rst to withdraw the locking-pin. For this purpose we have provided a foot-lever G, mounted in close proximity to the switchstand and consisting, in the arrangement shown, of a short shaft g, mounted in suitable bearings,` an arm g', underlying the counter- Weight f3 of the lever F, and an arm g2, having a foot-piece g8 in convenient position to be pressed by the switchmans foot as he takes position to operate the lever C. Such action lifts the counterweight f3 and permits the weight of the lever E of itself to Withdraw the locking-pin D and thereby leave the switch-tongue free to be shifted.

In Fig. 5 we have represented a spring applied to the locking-lever E in place of the lever F and its counterweight. As there represented a rod F is applied to the lockinglever E and is guided by a bracket f6. A spring f7 bears at one end against a suitable support and at the other against a collar or shoulder f8, formed on or secured to the rod F', thereby normally maintaining the locking-lever E in its elevated position. A bellcrank lever I-I is suitably supported in engagement with the rod F and may be connected by a link h to a suitable foot-lever in proximity to the switch-stand, whereby the locking-lever may be drawn down against the pressure of the springfA7 to release the switchtongue Whenever it is desired to shift the latter by hand.

not intend to restrict our invention to the precise construction and arrangement of parts shown and described herein.

We claim as our inventionl. In a railway-switch, the combination of a movable switch-tongue, a locking-pin to retain the same positively against movement, 'a locking-lever mounted in proximity to the v track to be operated by a passing locomotive or car to withdraw said locking-pin, means to hold said lever normally in elevated posiytion and means to depress said lever at will gto withdraw said locking-pin, substantially `as shown and described. 2. ln a railway-switch, the combination oi' a movable switch-tongue, a locking-pin to retain the same positively against movement, ia locking-lever mounted in proximity to the track to be operated by a passing locomotive for car to withdraw said locking-pin, a coungt-erbalanced lever to hold said locking-lever lnormally in elevated position and a lever to l move said counterbalanced lever and release lthey locking-lever, and means to shift said switch-tongue at will, substantially as shown 1gand described. l, 3. In a railway-switch, the combination of ia movable switch-tongue, a counterbalanced lsWitch-lever connected thereto, a locking-pin i to retain said switch-lever positively against lmovement, a locking-lever mounted in proxlimity to the track to be operated by a pass- ;ing locomotive or car to withdraw said lock- ;ing-pin, a counterbalanced lever to hold said flocking-lever normally in elevated position, and a foot-lever to move said counterbalanced lever and release the locking-lever, substanltially as shown and described.

This specification signed and witnessed this l 11th day of September, A. D. 1897.

JULES MASSON. JULES LOCHELONGUE. In presence of-- GEORGE MUNROE, CUTHBERT W. WADDY.

It will be understood, of course, that we do'

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