US718993A - Car-switching mechanism. - Google Patents

Description

No. 718,993. I PATENTED JAN. 27, 1903.

T. A. ENNIS.

GAR SWITCHING MECHANISM.

APPLICATION FILED OCT. 23, 1902.

N0 MODEL. 2 SHEETS-SHEET 1.

I I @zkafio/ne 0% WW I No. 718,993. PATENTED JAN. 27, 1903.

v TI A! I GAR SWITCHING MECHANISM.

APPLICATION FILED 001.23, 1902. H0 IODBL. 2 SHEETS-SHEET 2.

fi i nesaes; f'zaenzfon" ZZ. E/YN/S, v zisaztavjizisfri NORRIS Perms co, Pnwuuwo. wAsmucmu OFFICE.

arr

THOMAS A. ENNIS, OF ALBREAD, ARKANSAS.

CAR-'SWIITCHENG MECHANISM.

SPECIFICATION forming part of Letters Patent No. 718,993, dated January 27, 1903.

Application filed October 23, 1902.

T0 at whom it may concern:

Be it known that I, THOMAS A. ENNIS, a citizen of the United States, residing at Albread, in the county of Van Buren and State of Arkansas, have invented certain new and useful Improvements in Car-Switching Mechanism, of which the following is a specification.

The object of my present invention is to provide a mechanism and arrangement whereby a moving car may be controlled to continue 0n the main track or switched onto a side track or shunt by means of a lever operative from within the car and without any outside manual assistance.

Another object is to provide a car-switching mechanism by which the rails of the track may be made stationary, with no necessity for sliding the ends of the rails in switch-. ing and in which the entire operation of switching can be performed from the interior of the car.

Another object is to provide a carswitching mechanism which will be strong and durable in construction, positive in action, neat and attractive in appearance, can be manufactured and sold at a comparatively low price, in which the number of parts is reduced to a minimum, easily operated and maintained, will produce a saving of time and labor in operation, and will be capable of a wide scope of usefulness and efficiency.

Other objects and advantages of the invention will appear from the following specification and from the drawings forming a part thereof.

In order to more fully understand my invention and its operation, reference is had to the accompanying drawings, in which Figure 1 is a side elevation of a car and a portion of a track equipped and arranged in accordance with my invention. Fig. 2 is a front elevation of same. Fig. 3 is a top plan view of same. Fig. 4 is a top plan of a railway track and switch and the stationary part of my invention.

Similar indices refer to and denote like parts throughout the several views.

A and A represent the two rails of an ordinary railway-track.

B and B represent the ends of the switchrails.

0 represents the ties. Where a switch is Serial No. 128,422. (No model.)

desired, the rails are laid and permanently secured as shown in the drawings.

7 represents the guide-block secured to the ties 0 between the rails in substantially the position as shown.

7 is a groove or channel formed longitudinally through the face of the guide-block 7, and at one end the channel 7 flares to provide a mouth, substantially as shown.

D represents a car of any well-known construction adapted to be carried along on the rails by its wheels E, and F represents the platform of the car.

Rising from one of the front corners of the platform F is a post 3, to the upper end of which is pivoted one end of the horizontal arm 4, and to the opposite end of the latter is pivotally secured the lever 6. The free end of the lever 6 is provided with a handheld, and the center of the lever is pivoted in the top of the post 8, which latter rises from the platform F. Secured in the center of the arm 4: and extending down through an aperture in the platform F is the actuator 10, and secured on the under side of the platform, extending from side to side thereof, is the U- shaped brace member 11, with an opening in its center through which passes the actuator 10. The lower end of the actuator 10 is provided with a longitudinal axle, on which is mounted the roller 12, as shown. It will now be apparent that by lowering the handle of the lever 6 the lower end of the actuator 10 will be raised, and by raising up the handle of the lever 6 the lower end of the actuator'lO will be lowered. The lever 6 may be operated from the platform of the car, or it may be extended to within the car, if desired.

Ordinarily the lever 6 would be down, in which case the roller 12 would pass over the blocks 7 and the car would continue on the main track. Should it be desired to run the car onto the side track, the operator would a short time before reaching the switch raise the handle of the lever 6, which would cause the rollerl2 and the lower part of the actuator to enter the groove 7 of the block 7, by which the wheels of the car would be drawn over and guided onto the switch-rails B and B.

My invention is perfectly adapted to accomplish the results for which it is intended, and it is evident that changesin and modifications of the specific construction herein shown and described may be made and that analogous parts may be used to accomplish the same results without departing from the spirit of my invention or sacrificing any of its many advantages.

I wish it understood that I do not dedicate tion, a block, with a groove through the face thereof; an actuator extending down from the car adapted to engage in-said groove; a contact-roller journaled on the lower end of the actuator; a U-shaped brace extending down from the platform to provide a bearing for the actuator; an arm pivoted to the upper end of the actuator; a lever pivoted to said arm, whereby the actuator may be moved up and down by the movement of said lever, all substantially as shown and described, for the purposes set forth.

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

THOMAS A. ENNIS.

Witnesses:

R. W. HALL, J. F. KooNE.

Images