US797021A

US797021A - Railway-switch.

Info

Publication number: US797021A
Application number: US26342305A
Authority: US
Inventors: Rudolph H Scheibert
Original assignee: Rudolph H Scheibert
Current assignee: SABIC Global Technologies BV
Priority date: 1905-06-02
Filing date: 1905-06-02
Publication date: 1905-08-15
Anticipated expiration: 1922-08-15

Description

PATENTED' AUG. 15, 1905'. R. H. SGHEIBBRT.

RAILWAY SWITCH.

APPLICATION rum) JUNE 2, 1905.

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I lnvertior a w iAttorney Witnesses v UNITED STATES PATENT OFFICE.

RAILWAY-SWITCH.

Specification of Letters Patent.

Patented Aug. 15, 1905.

Application filed June 2, 1905. Serial lie-263,423.

To all whom it may concern:

Be it known that I, RUDOLPH H. SCHEIBERT,

a citizen of the United States, residing at Mid- I dletown, Butler county, Ohio, (post-oflice address No. 731 EastFourth street, Middletown, Ohio,) have invented certain new and useful Improvementsin Railway-Switches, of which the following is a specification.

This invention pertains to safety railwayswitches of that class employed at the juncture of a main track with a siding and provided with means whereby a properly-equipped through train on the main track will automatically set the switch to through position if it should happen to have been left set for the siding.

The present invention relates to improvements in the organization'and construction of switches of the above-mentioned class, the improvements being designed to simplify the arrangement and render its action more cer tain and safe and also to secure a construction having special merits as regards substantiability and also freedom from derangements.

The present improvements will be readily understood from the following description, taken in connection with the accompanying drawings, in which- Figure 1 is a plan of aswitch exemplifying my improvements; Fig. 2, a sectional plan of the switch-stand; Fig. 3, a vertical section of the switch-stand, and Fig. 4 an end view of one of the trip-pads shown in conjunction with the pad-actuating devicecarried by the engine or car which is to automatically operate the switch.

In considering the drawings I will ask that they be viewed after the ordinary manner of a map, so far as the points of the compass are concerned, this being done to facilitate the description of the various rails, it being understood, as a matter of course, that the illustrations are merely exemplifying as regards relative situations of tracks and rails.

In the drawings, 1 indicates the south rail of the track from the east; 2, the westward continuation of this rail past the switch, rails 1 and 2 beinga continuous rail; 3, a north rail of the track from the east; 4, the north rail of the track to the west beyond the switch, rails ,1, 2, 3, and 4 pertaining to the main track; 5, the north rail of the siding, the same beinga westward prolongation of rail 3 past the switch; 6, the south rail of the siding; 7, the switch-tongue of the main track,

. the same forming a juncture between rails 3 and 4, its east end being adapted to lie against the inside of rail 3 at its juncture with rail 5, this tongue being vibratable, as usual, so as to be capable of movement inwardly away from the position just mentioned; 8, the switch-tongue of the siding, the same forming an eastward prolongation of siding-rail 6, the eastern end of this tongue lying against the inner face of rail 1 at its juncture with rail 2 when the point of tongue 7 is in its southward position, tongue 8 being vibratable so that its point may move inwardly away from the southern main-track rails; 9, tiebars connecting the points of the two tongues, as usual; 10, the usual switch-bar disposed at right angles to the track at the switch-point and connected to the points of the two tongues so that by longitudinal adjustment of the switch-bar the tongues may be adjusted for either the main track or the siding; 11, the switch-stand, disposed alongside the track at the switch-point; 12, the usual target-staif vertically journaled in the switch-stand; 13, an arm fast on the lower end of the target staff; 14, a link connecting arm 13 with switch- "rod 10, whereby the turning of the targetstaff may serve in adjusting the switchtongues; 15, a spring acting comp'ressively against a collar on switch-rod l0 and serving to urge that rod northward and put the switchpoints in such position as to close the siding and leave the main track clear; 16, an arm fast on the target-staff at the top of the switch-stand; 17, a hand-lever pivoted to arm 16 and occupying normally a vertical pendent position, but capable of being swung out wardly to a horizontal position so as to form a radial prolongation of arm 16; 18, a notch in the fixed top plate of the switch-stand in position corresponding with the angular position of arm 16 when the switch-tongues are adjusted to open the siding; 19, a second similar notch corresponding with the angular position of arm 16 when the switch-tongues are set to close the siding and make the main track clear; 20, a collar secured upon the target staff near the top of the switch; 21, a latch pivoted to this collar and having a bell-crank form, its upper member being adapted to engage either of the notches 18 and 19, its lower member projecting horizontally into the tar-- get-staif, whose lower'portion is tubular; 22, a latch-rod disposed within the tubular lower portion of the target-staff, its upper end being connected With the horizontal member of the latch; 23, a cam disposed below the foot of the target-stafi and adapted for sliding motion tongues, the west end of this lever being connected with cam-rod 241; 26, apadupon the east end of lever 25, this pad being disposed along near the south side of rail 1 and extending above the rail, the eastern end of the pad projecting angularly away from the rail; 27, a spring acting compressively on lever 25 and serving to urge and hold the cam in position corresponding with the lower position of latch-rod 22, the illustration showing this spring as acting between lever 25 and the south end of switch-rod 10; 28, a second triplever similar to lever 25 and similarly connected to cam-rod 2 1, this second trip-lever, however, having its pivot to the west of the switching-point; 29, the pad of the second trip-lever. this pad being upon the western end of its lever; 30, the forward wheel of an advance engine or car assumed as moving westwardly and approaching the siding, this wheel running on rail 1, and 31 a striker carried by such advance engine or car in position to engage pad 26 and move it southwardly from rail 1.

By means of lever 17 the switch-tongues may obviously be adjusted so as to open or close the siding and correspondingly close or open the main track past the switch. In Fig.

1 the switch is set to open the siding, so that cars approaching on the main track from the east will go to the siding. In this position the switch is locked by the latch 21 engaging the notch 18 in the head ofthe switch-stand. Under these conditions the switch is set and held for switching purposes, no attendant at the switch-stand being necessary while switchingis being done. This positlon of the switch to put the siding to the main track is the abnormal position, the normal position being such that the main track will be clear past the switch, and it is to this normal position that the switch is to be set by the attendant or in case of neglect automatically by an advancing engine or car equipped with a striker. The switchman properly attending to his duty will eventually raise hand-lever 17, whose inner end presses downwardly upon the upper end of latch 21, thus releasing the latch from its notch 18. He then turns the lever till the latch engages notch 19, thus adjusting the switch-tongues to clear the through main track. In doing this the switchman really needs to do nothing more than to release the latch, for spring 15 will restore the switchtongues to normal through-line position, in which position it becomes again latched. The hand-lever maybe locked, by means of a padlock, in the usual manner, so as to prevent the switch being set to the siding by intermeddlers. Assume, however, thatthe switchman neglected to restore the switch to through-line position. In such event a properly-equipped engine or car approaching the switch from the east causes its striker to swing pad 26 outwardl y against the resistance of spring 27, the result being that the cam moves northward and lifts the latch-rod and releases the latch,

whereupon spring 15 at once restores the switch to through-line position in which it automatically latches, the engine then proceeding regardless of the siding. Similarly an engine approaching the switch on the main track from the west and finding the switch set to the siding will, by means of its striker, actuate pad 29 and automatically put the switch to through-line position.

It may be incidentally noted that while the switchman may and should restore the switch to normal position when the siding-work is done, and while in case he neglects to do so an approaching properly-equipped engine will automatically throw the switch to normal position, there is still a third method by which the switch may be restored, fora trainman or switchman may withoutgoing to the switchstand throw the switch to the normal position by forcing outwardly either of the trippads. This he may do by a vigorous kick upon the pad or by means of a tool-bar inserted between the pad and contiguous track-rail.

I claim as my invention 1. The combination, substantially as set forth,'with a main track, a siding-track, vibrating switch-tongues adapted to connect the siding-track with the main track, a switchrod for movingthe switch-tongues, a switchstand, a staff vertically journaled in the switch-stand and connected with the switchrod, and a spring connected with the switchrod and urging the switch-tongues to throughline condition of the main track, of a handlever connected with said staff to serve in turning it and adjusting the switch-tongues, a latch for holding the lever in adjusted position, a trip-lever mounted on a vertical pivot outside the main track near the switchtongues, a pad disposed alongside a maintrack rail and adapted for horizontal movement to and from said rail and mounted upon the end of said trip-lever farthest from the switch-tongues, a spring urging said pad toward said main-track rail, and connections between said trip-lever and said latch to cause the outward movement of the pad to release the latch.

2. The combination, substantially as set forth, with a main track, a siding-track, vibrating switch-tongues adapted to connect the siding-track with the main track, a switchrod for moving the switch-tongues, a switchstand, a staff vertically journaled in the switch-stand and connected with the switchrod, and a spring connected with the switchrod and urging theswitch-tongues to throughline condition of the main track, of a handlever connected with said staff to serve in turning it and adjusting the switch-tongues,

release the latch.

3. The combination, substantially as set forth, witha main track, a siding-track, vibrating switch-tongues adaptedto connect the siding-track with the main track, a switchrod for moving the switch-tongues, a switchstand, a staff vertically journaled in the switchstand and connected with the switch-rod, anda spring connected with the switch-rod and urg ing the switch-tongues to through-line condition of the main track, of a hand-lever connected with said staff to servein turning it and adj usting the switch-tongues, a latch for holding the lever in adjusted position, a trip-lever mounted on a vertical pivot outside the main track near the switch-tongues, a pad disposed alongside a main-track rail and adapted for horizontal movement to and from said rail and mounted upon the end of said trip-lever farthest from the switch-tongues, a spring urging said pad toward said main-track rail, a latch-rod mounted for vertical movement at the switch-stand and having its upper end engaging the latch, a sliding cam engaging the lower end of the latch-rod, and a cam-rod connecting said cam with said trip-lever.

4:. The combination, substantially as set forth, with a main track, a siding-track, vibrating switch-tongues adapted to connect the siding-track with the main track, a switch-rod for moving the switch tongues, a switchstand, a staff vertically journaled in the switch-stand and connected with the switchrod, and a spring connected with the switchrod and urging the switch-tongues to throughline condition of the main track, of a handlever connected with said staff to serve in turn-- ing it and vadjusting the switch tongues, a

latch for holding the lever in adjusted position, a trip-lever mounted on avertical pivot outside the main track near the switchtougues,a paddisposed alongside the main rail and adapted for horizontal movement to and from said rail and mounted upon the end of said trip lever farthest from the switchswitch-stand and connected with the switchrod, and a spring connected with the switchrod and urging the switch-tongues to th roughline condition of the main track, a latch for holding the staff in angularly-adjusted position, a hand-lever having pivotal connection with said stafl to serve in turning the staff and having a portion adapted to engage and release said latch, a trip-lever mounted on a vertical pivot outside the main track near the switch-tongues, a pad disposed alongside a main-track rail and adapted for horizontal movement to and from said rail and mounted upon the end of said trip-lever farthest from the switch-tongues, a spring urging said pad toward said main-track rail, and connections between said trip-lever and said latch to cause the outward movement of the pad to release the latch.

6. The combination, substantially as set forth, with a main track, a siding-track, vibrating switch-tongues adapted to connect the siding-track with the main track, a switchrod for moving the switch-tongues, a switchstand a staff vertically journaled in the switchstand and connected with the switch-rod, and a spring connected with the switch-rod and urging the switch-tongues to through-line condition of the main traclqa lever-carrier secured to said staff, a hand-lever pivoted to said lever-carrier, a latch-carrier secured to said staff, a latch pivoted to the latch-carrier and adapted to engage notches in a portion of the switch-stand and adapted to be engaged by the hand-lever and be thereby disengaged from a notch, a latch-rod arranged for vertical movement at the switch-stand and having its upper end connected with the latch, a trip-lever mounted on a vertical pivot outside the main track near the switch-tongues, a pad disposed alongside a main -track rail and adapted for horizontal movement to and from said rail and mounted upon the end of said trip-lever farthest from the switch-tongues, a spring urging said pad toward said maintrack rail, and connections between said triplever and latch-rod to cause the outward movement of the pad to release the latch.

7. The combination, substantially as set forth, with a main track, a siding-track, vi brating switch-tongues adapted to connect the siding-track with the main track, a switchrod for moving the switch-tongues, a switchstand, a staff vertically journaled in the switchstand and connected with the switch-rod. and a spring connected with the switch-rod and urging the switch-tongues to through-line condition'ot' the main track, a lever-carrier secured to said staff, a hand-lever pivoted to said lever-carrier, a latch-carrier secured to said staff. a latch pivoted to the latch-carrier and adapted to engage notches in a portion of the switch-stand and adapted to be engaged by the hand-lever and be thereby disengaged from a notch, a latch-rod arranged for vertical movement at the switch-stand and having its upper end connected with the latch, a trip-lever mounted on a vertical pivot outside the main track near the switch-tongues, a pad disposed alongside aniain-track rail and adapted for horizontal movement to and from said rail and mounted upon the end of said triplever farthest from the switch-tongues, a spring urging said pad toward said main-track rail, a sliding cam engaging the foot of a latchrod, and a cam-rod connecting said cam with said trip-lever.

8. The combination, substantially as set forth, with a main track, a siding-track, vibrating switch-tongues adapted to connect the siding-track with the main track, a switchrod for moving the switch-tongues. a switchstand, astafl' vertically journaled in the switchstand and connected with the switch-rod, and a spring connected with the switch-rod and urging the switch-tongues to through-line condition of the main track, of a hand-lever connected with said staff to serve in turning it and adjusting the switch-tongues, a latch for holding the lever in adjusted position, a trip-lever mounted on a vertical pivot outside the main track near the switch-tongues, a pad disposed alongside the main-track rail and adapted for horizontal movement to and from said rail and mounted upon the end of said trip-lever farthest from the switch-tongues, a spring urging said pad toward said maintrack rail, a second similarly-mounted and pad-provided trip-lever but having its padprovided end projecting in the opposite direction, and connections between both said triplevers and said latch to cause the outward movement of either pad to release the latch.

RUDOLPH H. SOHEIBERT.

Witnesses:

CHARLES METTY, JACOB M. ()HMER.