US756101A - Safety block-switch for railways. - Google Patents

Description

No. 756,101. PATENTED MAR; 29, 1904- c. E. DAVIS. SAFETY BLOCK SWITCH FOR-RAILWAYS. APYLIO-ATION FILED JUNE 8, 1903.

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No. 756,101.' PATENTED MAR.29,1904.'

' c. E. DAVIS.

SAFETY BLOCK SWITCH FOB. RAILWAYS.

APPLICATION FILED JUNE 8,.1903. H0 MODEL. 4 SHEETS-SHEET 2'.

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{No. 756,101 I PATENTED MAR; 29, 1904,

0. E. DAVIS. SAFETY BLOCK SWITCH FOR RAILWAYS.

APPLIOATION FILED JUNE 8, 1903 $0 MODEL. 4 SHB3TS8HEET 3.

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No. 756,101. I PATENTED MAR. 29, 1904.

c. E. DAVIS.

SAFETY BLOGK SWITCH FOR RAILWAYS.

APPLICATION FILED mm: a. 1903. N0 MODEL. I t 4 sums-sum 4Q Li /finesse jnrepziafj UNITED STATES Patented March 29, 1904.

PATENT OFFICE.

OORBIN E. DAVIS, OF ST. LOUIS, MISSOURI.

SAFETY BLOCK-SWITCH FOR RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 756,101, dated March 29, 1904.

Application filed June 8,1903, Serial No. 160,661. (No model.)

To all whom it may concern.-

Be it known that I, CoRBIN E. DA'vIs, a citizen of the United States, residing in the city of St. Louis, State of Missouri, have invented switches either way from the block, and, further, to connecting mechanism whereby both said switches and signals will be jointly actuated by the flanges of the wheels of a train passing over a trip-lever in the center of the block after the train has-entered upon the block from either direction to open both switches and prevent a second train entering upon a block while one train is there and to set danger-signals either way beyond the open switches as a warning to other trains which may approach said block not to farther advance toward said block, and whereby a succeeding actuation of said mechanism is caused by the flanges of the wheels of the train to close the switches and reversethe danger-signals as the train nears the point of leaving the block.

The object of my invention is to so "place two sets of switch-rails so as to form a part of the main railway-track as to thereby form switches and also place train-signals beyond the switches either way from the section of track between two switches so that the main track is by such arrangement of switches and signals divided into blocks, preferably forming a block at such places as passenger, freight, and watering stations where trains stop or through tunnels, over bridges, or at dangerous curves, and to so operate the switches and signals by the flanges of the wheels of a train traveling onto a block thus equipped as to prevent a second train entering upon the same block from either direction, and

thereby avoid a collision of trains at such places where such blocks are established. The object I obtain by arranging the switches, the signals, and placing trip-levers in close proximity to the track-rails of the block between the switches, which levers are adapted to be actuated by the flanges of the wheels of a train, and by connecting said trip-levers with the switches and signals by means of suitable mechanism, so that movement given the triplevers will be imparted tov the switches and signals and jointly operate them, opening the switches and setting the danger-signal when a train has traveled onto a block between the switches, holding the switches open as long as the train remains standing upon the block and closing the switches and turning off the danger-signals when the train advances to a point near the end of the block where it passes from the block to the track beyond said block, the

object of the signals when turned to show danger to trains on the'track being to warn engineers or drivers of trains approaching an occupied block to prevent farther advancement until the block is vacated, and in addition to color-signals and signal-lamps I employ torpedoes fixed to arms actuated jointly with the color and lamp signals, so that should a train not be stopped'before reaching the signal-station a torpedo will be exploded by the advance wheel of the locomotive, and thereby further warn the train engineer or driver of danger, and should all such warnings be unobserved and unheeded and the train then advance it will run off the track at the open switch, but will by so doing he prevented from entering the occupied block and colliding with the train upon the block.

Referring to the accompanying drawings, Figure 1 is a plan of a section of railwaytrack, showing switch and signals and mechanism for actuating the switches and signals. Fig. 2 is a similar view of therailway-track omitting the switch and signal actuating mechanism and showing the switches open. Fig. 3 is a cross-sectional elevation of the railwaytrack on line C. O. Fig. 1, showing a side elevation of the center switch-throwing trip-lever and crank-arm. Fig. 4 is a cross-sectional elevation of said trip-lever. Fig. 5 is a similar view of one of the end trip-levers of the switch mechanism. Fig. 6 is a detailed perspective of the crank-arm of the center triplever shaft. Figs. 7 and 8 are detailed perspectives of connecting-rod pivotal joints of the switch mechanism. Fig. 9 is a plan and partial section of the spring shock-cushioning device for intersecting the connecting-rods of the switch mechanism. Fig. 10 is an enlarged plan of one end portion of the switch mechanism as shown in Fig. 1, representing the switch open. Figs. 11, 12, 13, 14, and 15 are detailed perspectives of cranks, levers, and brackets of the switch mechanism. Fig. 16 is a perspective elevation of the switch-locking device of the switch mechanism. Figs. 17 and 18 are similar views of the locking-bars of said device, showing their unlocked and locked relative positions. Fig. 19 is a similar view of the housing of said lock device. Fig. 20 is a detailed plan of a segment and gearwheels for turning the signals of the switch mechanism. Figs. 21 and 22, respectively, are front and side elevations of the signals of the switch mechanism. Fig. 23 is a plan of the torpedo-signal of the switch mechanism.

In the accompanying drawings, 1 represents the main-track rails either way from the switches, 2 the switch-rails, and 3 the trackrai%s which form the block between the switchrai s.

4 is a trip-lever arranged in an upright position between and about central of the length of rails 3, so that it extends adjacent to each rail 3, so as to be engaged and actuated by the flanges of the wheels of a train. This trip-lever is fixed on ashaft 5, which is boxed to bed-ties and extends to one side from one of the rails 3, where it has fixed thereon a combined hand-lever socket and crank-arm 6. (See Figs. 1, 2, 3, and 4.) Similarly placed between the rails 3 either way from trip-lever 4 and between said trip-lever and the switchrails 2 and 2 is a second trip-lever 7, fixed on a shaft 8, which is boxed to bed-ties. The shaft 8 extends to one side from one of the rails 3, but a less distance than shaft 5, and has fixed thereon a crank-arm 9. (See Figs. 1, 2, 10, and 11.) Each pair of switch-rails 2 has attached thereto a bottom cross-bar 10, pivotally connected at each end to a bell-crank lever 11,which levers are fulcrumed to bracketstands 12, that are bolted to cross-ties of the track.

At the side of the track to which the shafts 5 and 8 extend and in each conjunction with each bell-crank lever at that side is placed a rocker-lever 13, fulcrumed to a bracket-stand 14, (see Figs. 1 and 14,) which is bolted to a cross-tie and joined at its end toward the track to the adjacent bell-crank lever 11. The outer ends of said two oppositely-disposed levers 13 are jointly connected with the crank-arms by means of a connecting-rod 15, so that movement of either arm 6 will impart correspondbetween members thereof are cushioningsprings 15 and 16. (See Figs. 1 and 9.) Therefore it will be observed that by such arrangement and connection of rods, arms, and levers movement of either one of the triplevers 4 or 7 7 will impart corresponding movement to the entire connected mechanism, and thereby operate the switch-rails 2 and 2. The movement of the trip-lever 4 (which normally stands in an upright position, as shown by full lines in Fig. 4,) to either side, as represented by dotted lines insaid figure, serves to open the switch-rails 2 2. The normal position of trip-levers 7 and 7 is shown by full lines in Fig. 5 in such position as to be below the travel of the flanges of the wheels of a train, so a train may pass in upon a block without interruption of the mechanism until trip-lever 4 is reached, and when said triplevcr 4 is engaged and thrown the trip-lever 7 in advance of the train will be raised to a position indicated by the upright dotted lines in Fig. 5, so as to be in readiness to be engaged and forced back to its normal position on the advancement of the train to close the switchrails 2 2, so the train may pass off the block. While the trip-lever 7 in advance of a train is moved up, as stated, the corresponding lever in rear of the train will be depressed, as indicated by the procumbent dotted lines in said Fig. 5.

The switch-rails occupy the space between lines A and B and A. afid B., as shown in Fig. 1. The block is thus formed between B. and B and either way beyond A. and A. At each side of the main railroad-track is placed a stand 17, which has boxed therein a vertical shaft 18, hearing a gear-wheel 19 in the stand, a semaphore or color-signal 20 above the stand, and a signal-lamp 21 above the signal 20 and fulcrumed to a bearing outside. (See Figs. 1, 2 and 10 to 23, inclusive.) Adjacent to each stand 17 is a toothed segment 22, arranged in mesh with a gear-wheel 19, fixed to the shaft 18 and connected at one side of the track with I the connecting-rod 15 and at the opposite side of the track with a bell crank lever 11 through the agency of a rod 23, as shown in Fig. 1, so that movement imparted to the switch-rails will likewise be correspondingly imparted to said signals to turn them so as to set them for danger when the switchrails are open and so as not to indicate danger when the switch-rails are closed.

At one side of the track, fixed to the signalshafts 18 immediately above the stands 17, is a pair of oppositely-extending arms 24, each adapted to have attached thereto a torpedo,

as represented at 25 in Fig. 23, so that when the signal is turned in either direction to indicate danger to a trainman one of said arms will be turned so as to hold a torpedo immediately upon the track-rail, as represented in Fig. 2, to be exploded by the advance wheel of a locomotive advancing thereto.

It is intended that the length of a block shall be such as to accommodate a train of any length together with ample clearance between the trip-levers 7 and 4, that the distance from said trip-levers to the respective switches'shall be such as to give ample time to observe the position of the switches'after the trip-levers 7 have been actuated by a train moving off the block, and thereby be able to stop a train before reachingaswitch should by any cause the switch fail to properly close,

' and that the distance from the switches to the signals shall be great enough so that an engineer may have sufiicient time to stop his train after the signal-station is reached and a torpedo has been exploded.

As a means of locking the switch-rails against movement except by the heavy action of a train 1 have provided at one side of the track, adjacent to each switch, (see Figs. 1, 1-0, and 16 to 19, inclusive,) locking-bars 26, joined to the rocker-levers 13 and extending laterally through a housing 27. Pivotally connected to the switch cross-bars 10 are shiftable rods 28, that extend through the housings 27 at right angles to and above the locking-bars 26. The bars 26 and 28 have V-shaped notches in their facing edges, which register together when the switch is closed. A weight 28 on the free outer end of the bar 28 holds such registration to maintain the closed position of the switch until the heavy action of a train actuates the mechanism to open the switches,

. and then the form of said bar-notches permits separation of the bars.

Should it become nesessary for atrain standing upon a block to back off the block, then a hand-lever (shown by dotted lines in Fig. 6) is placed in the socket portion of the crankarm 6 and the switch mechanism thereby reversed by the train or trackattendants, according to the direction of travel of the train. The switch mechanism may also be operated by the hand-lever in any instance where it may be desiredto have a train proceed over the switch-rails without stopping for orders. In such instance the hand-lever may be thrown by the train despatcher.

Having thus described my invention, what I claim as new and useful, and desire to secure by Letters Patent, is as follows:

1. In a block-switch for railways, the combin ation of switch-rails located at an end of the block, mechanism connected to said switchrails, and means connected to said switch mechanism located intermediate of the ends of said block to be actuated by a train passing thereover to move said switch-rails into open position, substantially as set forth. 2. In a block-switch for railways, the,com

bination of switch-rails located at an end of the block, mechanism connected to said switchrails, and means connected to said switch mechanism located in proximity to the end of said block to be engaged by a train passing thereover to move said switch-rails into closed position, substantial]; as set forth.

8. In a block-switch for railways, the combination of a block-sectional track, switch-rails located at the ends of said block-section, mechanism for operating said switch-rails, and a trip-lever located centrally of said block-section and connected to said switch-rail-operating mechanism; said trip-lever being arranged to be engaged by a train passing thereover to 'move said switch-rails at each end of the blocksection into open position, substantially as set forth.

4:. In a block-switch for railways, the combination of a block-sectional track, switch-rails located at the ends of said block-section, mechanism for operating said switch-rails, a triplever connected to said switch-operating mechanism centrally of said block-section, trip-levers located adjacent to the ends of said blocksection and connected to said switch-rail-opcrating mechanism; said trip-levers being arranged to'be engaged by a train passing-thereover to move said switch-rails into open and closed positions, substantially as set forth.

5. A railway-block provided with switchrails at each end thereof; mechanism connecting said switch-rails whereby they may be jointly opened and closed; devices arranged connecting said switch mechanism and stathe block in such manner as to be actuated by the flanges of the wheels of a train running over a trip-lever in the center of said block, and thereby operate said switches in the manner substantially as and for the purpose specified.

.6. A railway-track provided with switchrails at two stations, or portidns thereof,

placed in such manner as when operated, to

open and close the main track, and located so as to form a block of the track between them, and mechanism placed in conjunction with said block whereby said switches may be, open and closed by the action of the flanges of the wheels of a train upon said block in the manner substantially as and for the purpose specified.

7. A railway-track provided with switchrails placed in such manner as when operated, to open and close the main track, and located at two portions of the track so as to form a block between said two switches; train-signals arranged adjacent the main track a distance beyond each said switch from said block IIQ actuating mechanism placed jointly, connecting said switches and signals; and devices adapted to be actuated by the flanges of the wheels of a train, arranged in close proximity to the rails of said block and operatively con-- nected with said switch and signal actuating mechanism, in such manner as when actuated, to operate said switches and signals in the manner substantially as and for the purpose specified.

8. In the herein-described railway-block switch mechanism, rotatable color and lamp signals, stationed adjacent the main track a distance either way from the railway-block established by means of the switches; arms adapted to have torpedoes fixed thereto, arranged to be operated jointly with said signals in such manner as to bring a torpedo at each signal-junction to rest upon the track-rail when the danger-signal is set, substantially as and for the purpose specified.

9. The combination in a railway-track constructed with switches at two stations or portions of the track, as set forth, of the triplever arranged in close proximity to the trackrails about central between the switches; the

secondary trip-levers arranged in close proximity to said rails, one between each switchand said central trip-lever, and the mechanism arranged jointly connecting said trip-levers and switches, in the manner substantially as and for the purpose specified.

10. In the herein-described switch mechanism, in combination with the central triplever, its shaft and crank-arm, the secondary trip-levers, their shafts and crank-arms, the levers, the rods connecting said levers and trip-lever crank-arms, the bell-crank levers connecting said levers, and the switch-rails; the.trainsignals arranged adjacent the main track either way from the block between said switches, and the connecting mechanism whereby said signals are adapted to be operated jointly with the switches, substantially as set forth.

Signed at the city of St. Louis, State of Missouri, this 4th day of June, 1903.

CORBIN E. DAVIS.

In presence of- J NO. L. WHEELER, W. J. HUTCHINS.

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