US679582A - Railway-switch-operating apparatus. - Google Patents

Description

RAILWAY SWITCH OPERATING APPARATUS.

(Application filed Aug. 8, 1900. Inland Juno 8, 1901.) (lo Iodel.) 3 Sheets-Shunt I.

Patented July 30, I901.

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Patantad July so, 1901.

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W. D. WOOD.

RAILWAY SWITCH OPERATING APPARATUS.

(Application filed Aug. 8, 1900. lenewed June 8, 1901.)

(No Model.)

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w. n. woou. RAILWAY SWITCH OPERATING APPARATUS.

[Applicafiion fllad Aug. 8, 1900. Renewed June 8, 1901.) (No Model.) 3 Shasta-Shoat 3.

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' Unr'rnn STATES PATENT CFFICE.

\VILLIAM DUESENBERRY WOOD, OF WEST HAVEN, CONNECTICUT.

RAlLWAY-SWlTCH-OPERATING APPARATUS.

a SPECIFICATION forming part of Letters Patent No. 679,582, dated July 30, 1901. Application filed August 8, 1900. Renewed June 8, 1901. Serial No. 63,798. (No model.)

To all whom it may concern:

Be it known that 1, WILLIAM DUESEN- BERRY Woon, a citizen of the United States, residing at West Haven, in the county of New Haven and State of Connecticut, have invented certain new and useful Improvements in Railway-Switch-Operating Apparatus, of which the following is a full and complete specification, such as will enable those skilled in the art to which it appertains to make and use the same.

This invention relates to railWay-switch-opcrating apparatus; and the object thereof is to provide an improved apparatus of this class which is designed to be operated from a car and which is also particularly designed for use in connection with train-railways and tram-cars.

The invention is fully disclosed in the following specification, of which the accompanying drawings form a part, in which Figure 1 is a plan view of a section of a railway, showing the switch and one form of my improved switch-operating apparatus or the parts thereof connected with the track; Fig. 2, a View similar to Fig. 1, showing a modification; Fig. 3, a section on the line 3 3 of Fig. 2; Fig. 4c, a section on the line 4 4. of Fig. 2; and Fig. 5, a view similar to Figs. 1 and 2, showing a modification.

In the drawings forming part of this specification the separate parts of my improvernent are designated by suitable reference characters in each of the views, and in said drawings, reference being made to Fig. 1, I have shown at 7 the main rails of a railwaytrack and at 8 the rails of a switch, and in the practice of my invention I provide an ordinary switch-tongue 9, which is pivoted at 10 and provided with a rigid crank-arm 11, which projects transversely of the main track and substantially at right angles to the switch-tongue.

Pivoted to suitable supports at 12 and 13 are levers 14 and 15, said levers being pivoted between the pivotal point 10 of the switch-tongue and the longitudinal center of the main track, and the ends of said levers which extend in the direction of the switchtongue are preferably curved in the direction of the rigid crank-arm 11, and said rigid crank-arm is preferably provided at its inner or free end with prongs or projections 16. The inner ends of the levers 12 and 15 are provided, respectively, with operating rods or bars 17 and 18, which are pivotally connected therewith, as shown at 19, and these rods or bars 17 and 18 extend along the main track, between the rails 7 thereof, to a predetermined point at 20, where they are pivotally connected, respectively, with pivoted levers 21 and 22, which range transversely of the track and preferably both in the same direction, and pivotally supported adjacent to the free end of the lever 22 and on the side thereof adjacent to the switch is a crank-pin 23, one end of which is arranged vertically and passes through a support 24, seou red to the adjacent rail 7, and into a cross-bar 25, secured between the rails of the track, and said crankpin is provided between the supports 24 and 25 with a cam 26, (shown in dotted lines in Fig. 1 and exactly similar to a corresponding part shown in Fig. 4,) and one end of the arm of the crank-pin 23 projects inwardly transversely of the track in the direction of the rod or bar 18, and said end of said crank-pin is in a higher plane than the lever 22, and the cam 26, connected with the vertical portion of the crank-pin 23, is in the same plane as said lever 22. Another crank-pin 27, similar to the pin 23, is pivoted between suitable supports 28 and 29, also arranged transversely of the track, and the crank-pin 27 is provided with a cam 30, which operates the lever 21, and the horizontal end of said crank-pin 27 projects transversely of the track in the di rection of the end of the rod or bar 17 and above the lever 21, this construction being exactly similar to that of the crank-pin 23 and also similar to that shown in Fig. 4..

Arranged longitudinally of the track and over the lever 22 and crank-pin 23 are parallel bars 31, secured to suitable transverse supports 32, and similar parallel bars 33 are arranged longitudinally of the track over the lever 21 and crank-pin 27 and are also secured to the transverse supports 32, and between the parallel bars 31 and 32 are longitudinal spaces '34.. It will be observed that the horizontal portion of the crank- pins 23 and 27 project transversely of and beneath the parallel rods or bars 31 and 33, respectively, and these crank-pins are in practice operated by vertically-movable rods or levers connected with the platform of a car and adapted to be depressed into the spaces 34 between the parallel bars 31 and 33 for the purpose of operating the switch as the car passes along the track. The car and the verticallymovable rods or levers connected therewith are of the usual construction and are not shown for the reason that they form no part of this invention, and the operation of this form of apparatus will be readily understood from the foregoing description when taken in connection with the accompanying drawings and the following statement thereof.

Suppose a car to be moving along the track in the direction of the arrow a and the switchtongue to be in the position shown in Fig. 1. In this position of the switch tongue the switch is open and the car would take the switch or sidetrack. If, however, it is not desired for the car to take the switch, one of the rods or levers connected with the car and hereinbefore referred to is depressed into the slot 34 between the parallel bars 31, and the crank-pin 23 is operated thereby, and the cam 26 on said pin moves the free end of the lever 22 backwardlyor in a direction opposite to that of the switch. This forces the rod or bar 18 forwardly in the direction of the switch, and the lever 15, connected with the forward end of said rod or bar, operates the arm 11 of the switch-tongue 9 and throws the switchtongue over, so that the car is enabled to proceed on the main track. One of the rods or levers connected with the car is operated in the same manner to operate the crank-pin 27, by means of which the rod or bar 17 is operated to open the switch, so that the car will take the side track.

In the construction shown in Fig. 2 I have shown the main rails 7 of a railway-track, also the rails 8 of a right-hand switch or side track (shown in Fig. 1) and the rails 35 of an additional or left-hand switch or side track, whereby a double switch is formed, and two separate switch- tongues 36 and 37 are em ployed. These switch-tongues are pivoted at 38 and are provided, respectively, with inwardly-directed arms 39 and 40, which are rigidly connected therewith, said arms being directed inwardly, toward the center of the track, and pivotally connected with the arms 39 and 40, respectively, are operating rods or bars 41 and 42. The operating rods or bars 41 and 42 extend along the track a predetermined distance and are provided, respectively, with levers 43 and 44, which are pivotally supported at 45 and the free ends of which project in opposite directions transversely of the track, and said levers 43 and 44 are operated, respectively, by crank- pins 46 and 47, exactly similar to the crank- pins 23 and 27, said crank- pins 46 and 47 being provided with a vertical portion and a horizontal arm and being pivoted in supports 48 and 49 and each being provided with a cam 50. (Shown in dotted lines in Fig. 2 and in full lines in Fig. 4.) The horizontal portions of the crank- pins 46 and 47, which operate the lovers 43 and 44, both extend inwardly, and arranged over the said crank-pin 46 longitudinally of the track are two parallel bars 51, between which is a slot 52, and over the crank-pin 47, longitudinally of the track, are two similar horizontal bars 53, between which is a slot 54, and the horizontal portion of the crank-pin 46 passes through slots 55 in the parallel bars 51 and the horizpntal portion of the crank-pin 47 passes through similar slots in the parallel bars 53, and the parallel bars 51 and 53 are secured to transverse supports 56. It will be observed that all of this construction is similar to corresponding parts shown in Fig. 1, with the exception that both of the crank- pins 46 and 47 are placed between the levers which they operate and the switch. The arms 39 and 40 of the switchtongues 36 and 37 are also provided, respectively, with pivoted rods or bars 57 and 58,

which extend in the same direction as the rods or bars 41 and 42, but which are much longer, and said rods or bars 57 and 58 are pivotally connected, respectively, with levers '59 and 60, which are pivotally supported at 61, and the levers 59 and 60 extend inwardly f or toward the longitudinal center of the main track and are pivotally connected, respectively, with supplemental rods or bars 62 and 63, which are respectively pivotally connected with levers 64 and 65, pivotally supported at 66, and the free ends of which project in opposite directions and terminate adjacent to the opposite rails of the main track, and pivotally supported in each of said rails and on the sides of the levers 64 and 65, adjacent to the switch,are angle-fingers 67 and 68 by means of which the levers 64 and 65 are op erated,.so as to force the supplemental rods or bars 62 and 63 in the direction of the switch. The angle-fingers 67 and 68 are designed to be operated by the wheels of a car, and the crank- pins 46 and 47 are designed to be operated by vertically-movable rods or levers connected with a car in the same manner as the crankpins 23 and 27, (shown in Fig. 1,) and the operation of this form of construction will be readily understood from the foregoing description when taken in connection with the accompanying drawings and the following statement thereof. Suppose the switchtongues 36 and 37 to be in the position shown in the drawings and a car to be moving on the main track in the direction-of the arrow 13. With the switch-tonguesin the position shown the car would proceed on the. main track, and the angle-fingers 67 and 68 and the levers 64 and 65 would not .be operated. If it is desired for the car to take the left-hand switch, the crank-pin 46 is operated by depressing a rod or lever connected with the car into the slot 52 between the parallel bars 51. This operation forces the rod or bar 41 forwardly and opens the left-hand switch, and if it is desired for the car to take the righthand switch the crank-pin 47 is operated in the same manner, and no matter which switch be open or if both switches be open a car when approaching the same will operate the angle-fingers 67 and 68 so as to close said switch or switches and allow the car to proceed on the main track. It will be observed that a car in passing over the angle-fingers 67 and 68 always operates to close the switch or switches and allow the car to proceed on the main track and that either switch may be opened, as hereinbefore described, by operating the crank- pins 46 and 47.

In the construction shown in Fig. 5 the rails 7 of the main track are employed, as are also the rails 8 of the right-hand switch, and a switch-tongue 70 is pivoted at 71 and provided with arigid arm 7 2,which projects transversely of the track and is provided with a head 73, with which is connected a rod or bar 74, which projects along the main track between the rails thereof in a direction opposite to the switch, and with another pivoted rod or bar 75, which extends along the rails of the side track or switch and between the same and is pivotally connected at 76 with alever 77, pivotally supported at 78, and the other end of which is pivotally connected at 79 with a supplemental rod or bar 80, which extends farther along the side track or switch and is pivotally connected at 81 with a lever 82, pivotally supported at 83 and operated by an angle-finger 84, pivoted in the outer rail of the side track or switch. In this form of construction the rod or bar 74 may be operated by a crankpin similar to the crank- pins 23, 27, 46, and 47, hereinbefore described, so as to either open or close the switch, and if the switch be opened, so that a car takes the side track, as the said car proceeds it will operate the crank-finger 84, which is similar to the crankfingers 67 and 68, so as to close the switch and allow the next succeeding car to proceed on the main track.

My improved switch-operating apparatus is simple in construction and operation and well adapted to accomplish the result for whichit is intended, and it will be apparent that changes in and modifications of the construction herein described may be made without departing from the spirit of my invention or sacrificing its advantages.

Having fully described my invention, I claim as new and desire to secure by Letters Patent- 1. A switch-operating apparatus, comprising a pivoted switch-tongue provided at its pivoted end with a rigid arm which projects transversely of the track, a rod or bar movable longitudinally of the track and adapted to operate said arm and said switch-tongue, a crank-pin mounted between the rails of the track and connected with said rod or bar, and provided with a horizontal portion which projects transversely thereof, and parallel bars mounted over said crank-pin and between which is a longitudinal slot, said crankpin being adapted to be operated by a device connected with a car and adapted to be depressed into said slot, substantially as shown and described.

2. A switch-operating apparatus, comprising a pivoted switch-tongue provided at its pivoted end with a rigid arm which projects transversely of the track, a lever pivoted on each side of said arm and adapted to operate the same in opposite directions, a rod or bar pivotally connected with each of said levers and extending longitudinally of the track, and provided at the ends opposite the switchtongue, with pivoted levers, and pivoted crank-pins adapted to operate said last-named levers, substantially as shown and described.

3. A switch-operating apparatus, comprising a pivoted switch-tongue having at its pivoted end a rigid arm which projects transversely of the track, levers pivoted on the op posite sides of said arm adapted to operate the same, rods or bars pivotally connected with said levers and extending along the track, and provided at their ends opposite the switchtongue with other pivoted levers, crank-pins pivotally supported adjacent to said lastnanied levers, and provided with cams which are adapted to operate the latter, and parallel bars mounted over each of said crank-pins and separated by longitudinal slots, said crank-pins being adapted to be operated by devices connected with a car and adapted to be depressed into said slots, substantially as shown and described.

4. A double switch-operating apparatus, comprising two pivoted switch-tongues, each of which is provided at its pivoted end with an inwardly-directed rigid arm, rods or bars pivotally connected with said arms and extending along the track, levers connected with said rods or bars, supplemental rods or bars connected with said levers, supplemental levers connected with said supplemental rods or bars, said last-named levers being operated by angle-fingers pivotally supported, and adapted to be operated by the wheels of a car so as to close the switch, substantially as shown and described.

5. A double switch-operating apparatus, comprising two pivoted switch-tongues, each of which is provided at its pivoted end with an inwardly-directed rigid arm, rods or bars pivotally connected with said arms and eX- tending along the track, levers connected with said rods or bars, supplemental rods or bars connected with said levers, supplemental levers connected with said supplemental rods or bars, said last-named levers being operated by angle-fingers pivotally supported and adapted to be operated by the wheels of a car so as to close the switch, the arms of said switch-tongues being also provided with pivoted rods or bars, and devices connected therewith and adapted to be operated by other devices connected with a car for opening the switches, substantially as shown and described.

6. A switch-operating apparatus, comprising a pivoted switch-tongue having at its pivoted end a rigid arm which projects trans versely of the track, two levers pivotally supported at the opposite sides of said arm, each of which is provided with a pivoted rod or bar which extends along the main track, pivotally-supported devices for operating said rods or bars, said last-named devices being adapted to be operated from the platform of a car, substantially as shown and described.

-7. A switch-operating apparatus, compris ing a pivoted switch-tongue having at its pivoted end a rigid arm which projects transversely of the track, a rod or bar connected therewith and extending along the track and adapted to be operated by the wheels of a car to close the switch, and another rod or bar connected with said arm and extending along the track in the same direction as the firstnamed rod or bar, and pivotally-supported devices for operating the last-named rod or bar, said pivotally-supported devices being adapted to be operated from the platform of a car, substantially as shown and described.

In testimony that I claim the foregoing as my invention I have signed my name, in presence of the subscribing witnesses, this 27th day of July, 1900.

WILLIAM DUESENBERRY WOOD.

Witnesses:

GEORGE H. THOMAS, WALTER A. MAIN.

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