US690256A

US690256A - Automatic track-switch for electric railways.

Info

Publication number: US690256A
Application number: US5757001A
Authority: US
Inventors: Henry Samuel Esch
Original assignee: NICHOLAS P VALERIUS
Current assignee: NICHOLAS P VALERIUS
Priority date: 1901-04-26
Filing date: 1901-04-26
Publication date: 1901-12-31
Anticipated expiration: 1918-12-31

Description

Patented Dec. 3|, l90l.

No. 690,256. H. S. ESCH.

AUTOMATIC TRACK SWITCH FOR ELECTRIC RAILWAYS.

(Application filed Apr. 26. 1o1.

(No Modem lllllllnlllllllllll enfyflEaa/z By A TTOHNEYS WITNESSES co. PNOYOLITMQ. wsmNsToN u c UNITED STATES PAT NT OFFICE.

HENRY SAMUEL ESOH, OF NEW YORK, N. Y., ASSIGNOR OF ONE-HALF TO NICHOLAS P. VALERIUS, OF CHICAGO, ILLINOIS.

AUTOMATIC TRACK-SWITCH FOR ELECTRIC RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 690,256, dated December 31, 1901. Application filed April 26. 1901. Serial No. 57,570. (No model.)

10 ing the switch in the track of an electric railway to run a car either upon a branch line orcontinue it on the main line.

The object of the invention is to provide a new and improved automatic switch comt'5 pletely under the control of the motorman to enable the latter to run the car in the desired direction, the means employed for the purpose mentioned being very simple and durable in construction and not liable to get 2b out of order in any kind of weather.

The invention consists of novel features and parts and combinations of the same, as will be fully described hereinafter and then pointed out in the claims.

A practical embodiment of the invention is represented in the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure l is a diagrammatic view of the improvement. Fig. 2 is an enlarged longitudinal sectional elevation of the trolley-wire attachment. Fig. 3 is atransverse section of the same on the line 3 3 in'Fig. 2. Fig. 4 is a similar view of the same on the line 4= 4 in Fig. 2. Fig. 5 is a like view of the same on the line 5 5 in Fig. 2. Fig. 6 is a similar view of the same on the line 6 6 in Fig. 2.

As shown in Fig. 1, the feed-line is indicated by the letter A, and the trolley-wire B carries an attachment 0, arranged somewhat at the rear of the switch-point D, for connecting the main track D with a branch track D whenever a car is to travel from the main lineto the branch line, as hereinafter more fully described, it being understood that the switch-point D is normally closed to render the main track continuous. The attachment 0 is carried by and incloses a portion of the trolley-wire B, and said attachment consists of metallic end pieces 0, engaged on the unpreferably made in sections fastened together by screws, as shown in Fig. 5. The trolley- Wire passes longitudinally through the insulating-pieces C and then through a rubber or similar tube C having its reduced ends fitted into corresponding bores in the adjacent inner ends of the pieces 0 so that that portion of the trolley-wire B in the end pieces 0 and the tube 0 is completely insulated. The insulating-pieces C have their inner ends connected with each other at the bottom by a metallic U-shaped bar 6*, preferably made of copper, butinsulated from the end pieces O by the pieces 0 to prevent arcing when the trolley-wheel passes from the end piece to the bar G On the bar 0 are fitted or otherwise secured a number of clamps E, one of which is engaged by a wire F, leading to a switchpoint shifting or actuating device G, preferably of the construction shown and described more fully in my application for Letters Patent of the United States, Serial No. 57,569, filed of even date herewith. This switchpoint-shifting device is connected by a link H with theswitch-point D, and when a current is sent by the above-described arrangement to the said shifting device G then the switch-point is shifted from a closed position into an open position, and when a second current is passed to the said device G then the switch-point is moved back to its former closed position. The shifting device G is connected by a wire F with the feed-line A or with any other source of electric supply, and in the wires F F is preferably arranged a fuse-box F for preventing destruction of the 'electromagnet in the device G in case of an overcharged current. The trolley I, engaging the trolley-wire B, is connected in the usual manner with the controller J, connected with a motor K, connected with the car-axle and wheels L, traveling on the track, to make electric connection with the ground.

The operation is as follows: When the car travels in the direction of the arrow or and the trolley I passes from the trolley-wire B upon the metallic end pieces 0, it leaves the trolley-wire B and then passes onto the insulating-piece C and finally passes upon the metallic bar 0 so that the circuit for the shifting device G is completed, and the switch-point D is shifted to open the main track to the side track D for the car to pass upon the branch line. If the next following car is intended to continue on the main line, then the above-described operation is repeatedthat is, a current is sent to the shifting device G, and the latter shifts the switchpoint back to its former position to render the main track continuous. Nowin case the next car is also to continue on the main line then the motorman simplyopens the controller S at the time the trolley I leaves the trolley-wire B to pass upon the attachment 0, so that the circuit for the shifting device G is not closed When the trolley-wheel passes upon the bar C Thus when this takes place the circuit for the said device G is not closed, and consequently the switch-point D remains in a closed position and the main track Areinains continuous, so that the car proceeds on the main line. By separating the metallic end pieces 0' and the bars C by the insulating material C it is evident that the current from the trolley-wire B to the car and motor is completely cut off, and when the trolley I passes upon the metallic bar 0 a proper ground connection is had as long as the controller J is closed to insure proper working-of the shifting device G, and thereby open the main track D to the branch track D or close the latter to the main track, as previously described. It is understood. that when the controller J is closed and the-trolley I is in contact with the bar C then the return current from the shifting device G is byway of the Wire F, clamp E, bar 0 trolley I, controller J, motor K, car axle and wheels L, and track to the ground.

No resistance is provided in the shu nt made by the wires F F, as the motor upon the car is provided with a proper resistance which is always in the circuit at the moment when the shunt is traversed by the current.

In order to bring the under side of the attachment C in alinement with the trolley B, the outer portions of the end pieces 0' are formed with bottom grooves 0 to receive the trolley-wire, as will be readily understood by reference to Figs. 2 and 4. By inclosing a portion of the trolley-wire in the attachment 0 it is evident that no electrical connection is possible between the trolley-wire and the trolley-wheel as long as the latter travels on:

the bar C and hence the device will work equally well in dry or rainy (sleet) weather. The lower portion of the attachment has a cross-section corresponding to the groove in the trolley-wheel, so that there is no danger of the trolley-wheel leaving the attachment and rendering the device inefi ective, as is so frequently the case with devices heretofore constructed. By engaging the trolley-wire in the grooves C and then bending it upward and passing it through the apertures O and into the insulating-pieces O and through the tube C, it is evident that the attachment is secured to the trolley-wire and no furtherfastening means are required, it being understood that the bent portions of the trolleywire at the apertures O prevent longitudinal movement of the attachment as well as sidewise motion or tipping over. Thus the attachment always stands in proper position for engagement by the trolley-wheel Without jar or jerk, as the under side of the attachment isin alinement with the trolley-wire, and as the said under side also conforms to the shape of the groove of the trolley-wheel the attachment cannot tip over or the trolley-wheel jump 0%. By the arrangement described no transversebraces or like supports are required. for holding the attachment 0 in position. The at tachment C is located sufficiently far away from the switch for the motorman to have plenty of time to bring the car to a standstill in case he fails to properly set the controller J.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent 1. An operating device for track-switches, comprising a frame provided with a bowshaped channel, to receive a short portion of the trolley-wire andto maintain a bow-shaped .loop' in the same, a contact-plate located in said loop, in alinement with the general direction of the trolley-wire and insulated from the same, and an electrode for connecting said contact-plate with electrical mechanism for operating the switch, another electrode being the trolley of the car.

2. An operating device for track-switcheshaving a wire attachment, comprising an insulating-frame for inclosing a part of the trolley-wire and forming in the same a bow-- shaped loop, a contact-plate located in thesaid loop in alinement with the general di-- rection of the trolley-wire so as to form there-- with a straight surface to be engaged by the" said contact-plate and the adjacent portions of the frame being in alinement with the general direction of the trolley-wire and both together forming therewith a straight surface to be engaged by the trolley, said contact plate being provided with a stationary electrode, another electrode being the trolleywheel and its connections.

4. A trolley-wire attachment for track- 'switches,comprisingalongitudinal frame provided with a sinuous channel for receiving a short part of the trolley-wire and thereby forming the same into a bow-shaped loop, and a contact-plate secured to the said framebetween the ends of said loop and bent into conformity with the groove of a trolley-wheel so as to form a suitable track for the same, said contact-plate being provided with an electrode, and being insulated from the trolley-wire, and being in line with the general direction of said trolley-wire, so as to form therewith a straight surface of the general conformation suitable for engagement by a grooved trolley-Wheel.

5. An operating device for track-switches, having a trolley-wire attachment, comprising metallic end pieces having longitudinal grooves in their bottoms, apertures for the passage of the trolley-wire, insulating-pieces secured to the end pieces and having longitudinal bores for the passage of the trolleywire, an insulating-tube connecting said insulating-pieces with each other and through which extends the trolley-wire, and a metallic bar for connecting said insulating-pieces with each other independent of the end pieces, said bar being adapted to connect with a return-wire, as set forth.

6. An operating device for track-switches, having a trolley-wire attachment, comprising metallic end pieces having longitudinal grooves in their bottoms, apertures for the passage of the trolley-wire, insulating-pieces secured to the end pieces and having longitudinal bores for the passage of the trolleywire, an insulating-tube connecting said insulating-pieces with each other and through which extends the trolley-wire, a U-shaped metallic bar secured to said insulating-pieces at their inner or adjacent ends and independent of said end pieces, and a clamp held on said metallic bar, for engagement by a return-wire, as set forth.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

HENRY SAMUEL ESCH.

Witnesses:

THEO. G. HosrER, EVERARD B. MARSHALL.