US826199A - Switch-operating mechanism. - Google Patents

Description

No- 826,199. v PATENTED JULY 17, 1906. A. E. STEVENSON. SWITGH OPERATING MECHANISM.

' APPLICATION FILED OOT.12, 1905.

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A. E. STEVENSON. SWITCH OPERATING MECHANISM.

APPLICATION FILED 001212, 1905.

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PATENTED JULY 17, 1906. A. E. STEVENSON. SWITOH OPERATING MECHANISM.

APPLICATION FILED 00T.1 2,1905.

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PATENTED JULY 1'7, 1906.

A. E. STEVENSON. SWITCH OPERATING MECHANISM.

APPLICATION FILED 00T12.1905.

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I UNITED "STATES PATENT OFFICE.

ARTHUR E. STEVENSON, OF BUFFALO, NEWYQRK. SWITCH-OPERATIIVNG MECHANISM.

Specification of Letters Patent.

Patented July 17, 1906.

Application ale: 0ctober 12,1906. Serial No. 282.442.

To all whom it may concern: 1

' Be it known that I, ARTHUR ESTEVENSON, a citizen of the United States, residing at Buflalo, in the county of Erie and State of New York, have invented a new and useful Improvement in Switch-Operating Mechanisms, of which the following is-a specification. This invention relatesto switch mechanisms for railways, and more particularly to switch operating mechanisms actuated by an electric motor which is controlled by suitable means, whether located on the moving car or engine under the control of the motorman or engineer or elsewhere.

The objects of the invention are toproduce an eflicient and practical switch-operatingmechanism of simple and durable construction'which will positively move the switchtongue in opposite, directions and positively lock it in the position to which it is moved; to so construct the mechanism that the switchactuating device will come to rest when the switch is thrown and'locked regardless of the continued movement of the operating motor, thereby preventing the straining or breaking of any part of the mechanism; to effect a' gradual or slow movement of the switch tongue, so as to avoid inju y to the apparatus and prevent the foot of a person or animal from being caught and held by the switch-tongue in the event of the foot being placed accidentally in the switch when the latter is being moved;

to prevent the switch from being operated by any but an authorized person, and to improve switch-operating mechanisms in the respects hereinafter specified, and set forth'in the claims.

In'the accompanying drawings, consisting of four sheets, Figure '1 is a plan view of a portion of a railroad-track provided with a switch and switch-operating mechanism embodying the invention. Fig. 2 is a sectional elevation thereof, on an enlarged scale, in line 2 2, Fig. i. Fig. 3 is a fragmentary longitudinal sectional elevation, 'on .an enlarged scale, of the switch-operating mechanism, the

inclosing casing being omitted. Fig. 4 is a plan view-thereof, the motor and part of the drive-gear being omitted. Fig. 5 is atransverse section thereof .in line 5 5, Fig. 4. Fig. 6 is a transverse sectional elevation thereof in line 6 6, Fig. 4. Fig. 7 is a sectional elevation of the switch-operating mechanism equipped with a signalingl device to indicate the position of the switc Fig. 8 is a diagram of electrical circuits and contact means or controlling the switch-operating mechanism from a moving car. Fig. 9 is a diagram of electrical circuits for operating the switchmotor from the locomotive on a steam or non-electric railway. Fig. 10 is a fragmen tarydiagram thereof, showing a different position of the electric switch. Figs. 11 and, 12 are respectively a front and side sectional elevation of the" contact-rails and de vicesemployed for a non-electric railway.

parts inthe several figures. 1 g

A, Figs. 1 and 2, represents the movable Like characters of reference refer'to like switch tongue or rail of a steam, electric, or

other railway switch a The construction of the'switch and switch tongue or rail is immaterial, as the switch-operating mechanism to be described is adapted to throw-a switch or other analogous movable art in opposite directions and lock itineit er position to which it is moved. The switchopcrating mechanism is inclosed in a boxflor casing B of any suitable construction, ref-' erably located above ground at the si ev of the street or road in the vicinity-of the switch, and having a door I), provided with a suitable locktoprevent any but an authorized person from gaining access to 'the switch mechanism;

The switch mechanism, which is inclos ed and protected by the casing constructed as follows;

C representsa reversible electric motor of any known or suitable construction for driving the switch mechanism. The motor is mounted in the casing B on cross-supports c B, is preferably or in any other desired wayand is controlled [screw-shaft D is" provided,',preferably between its ends, with an enlarged screwthreaded ortion'E and is journaled at its opposite en s in bearings f on the o posite end portions of a frame or casting F, w ch is supported in the casing Bon cross-supports f or in' any other suitable way. The bearings f l The operation of the switch mechanism is are preferably provided with bushings f for l the reduced journals of the screw-shaft and with end-thrust screws f which are screwed into threaded holes in the ends of the frame F and bear'against the ends of the screwshaft to prevent endwise movement of the screw-shaft.

G represents a nut, block, or'cross-head having a hole through which thescrew-shaft passes and which is threaded for the engagement of the thread of the screw-shaft. The nut or cross-head is slidably mounted on the frameF to move longitudinally of the screwshaft, for which purpose the nut or cross-head is preferably provided with o posite side arms resting in guides or ways i l formedat the opposite sides of the frame F. In the construction shown the arms of the cross: head are shouldered and bear in two part slides or boxes h, having flanges h embracing the sides of the guides or ways, whereby the boxes and cross-head are held from lateral play in the guides. Surrounding the screwshaft and bearing attheir outer ends against the ends of the frame are coil-springs I I. Whenthe screw-shaft is rotated in one direction, its thread working in the thread of thenut will cause the nut or cross-head to move in one direction-for instance, toward the right in Figs. 3 and 4until it engages the spring I- and passes off of the thread of the s aft. shaft will in ike manner move the nut or cross-head in. theopposite direction, or to the left'in Figs. 3 and 4:, until it en ages the other spring I and passes off of t e -shaftthread. The springs are of such length as to be compressed somewhat by the nut or crosshead in moving off of the shaft-thread and toress-- the nut or cross-head against theshaft-thread so as to cause the proper engagement of the threads of the shaft and nutor cross-head when the shaft is turned in the pro er direction. fire nut or cross-head G is connected by some suitable means to the switch tongue or rail and throws the same to one side or the other, according to thecdirection of movement of the screw-shaft and cross-head. These means preferably consist of a lever K, fulcrumed at is in the casing B and connected at its upper end with the nut or'crosshead and at its lower end with the switch tongue or rail by a rod 7c, preferably passing through an underground conduit or pipe le The upper end of the lever K is preferably forked and the fork-arms are attached by straps k to headed studs or wrist-pins is, projecting from the outer ends of the arms of the nut or cross-head, suitable bushings 7c? bein sleeved on the wrist-pins. The switchrod is supported between its ends on a grooved antifriction-wheel 7c, j ournaled in a suitable pit in the street or road.

The 0 posite rotation of the-screwas follows: Assuming the switch-tongue A to be in the closed position shown in Figs. 1 and 2, giving a straight track, and it is desired to open the switchtrack, the motor is caused by the proper operation of its controlling means to rotate in a right-hand direction, thereby driving the screw-shaft in the same direction. In this position of the switchtongue the nut or cross-head G will be at the right-hand side of the thread of thescrewshaft, being pressed against said thread by the spring I. In the rotation of the screwshaftto the right its thread will enter the thread of the nut or cross-head and cause the latter to move to the left, thereby swinging the lever K and throwing the switch-rod and 'switch tongue over to open position. The switch-tongue is left in the open osition un-' til the motor is caused to rotate 1n the opposite direction and produce the op osite movement of the nut or cross-hea lever, and switch-tongue. The length of the thread of the screw-shaft is just sufficient to give the switch-tongue the proper throw, and as soon as the switch-tongue reaches the limit ofits movement in either direction the nut or cross-head will pass off of the thread of the screw-shaft and come to rest against one of the springs I I The continued operation of the motor cannot cause a further movement of the nut or cross-head, and there is therefore no undue strain on the parts of the mechanism. The springs serve to cushion the movements of the nut or cross-head and prevent shock to the apparatus which would result from a sudden positive stopping of the nut or cross-head. The thread of the screwshaft constitutes'a positive sto to the movement of the switch-lever an the switch- .tongue connected thereto, and the switch tongue or lever cannot be movedexcept by the rotation of the screw-shaft, and as this, with the other arts of the operating mechanism, are inc osed in the lock-box the ally when for any reason this is necessary,

the end portion Z of the counter-shaft d is preferably suitably shaped for the engagement of a special tool or handle, which may be the motormans controllerlever, by which said shaft can be turned, thereby turning the screw-shaft and operating the switch. The switch cannot, however, be thus operated by hand by any one except an authorized person provided with a proper key to open the casing.

In the switch mechanism hereinbefore de scribed the screw-shaft is rotated and the nut held from rotation and reciprocated by the shaft. A manifest reversal of this arrangeis held from'axial movement.

'VVhile-coil-springs I I areshown for pressing the nutor cross-head against the thread of the screw-shaft to cause the thread to enter the nut when turned in the pro er direction,

the invention is not limited to t e use of such springs, but any other suitable sort'of pressure device or devices could be employed in place thereof.

The electric motor C can be controlled by suitable means of known construction for causing it to rotate at will in one or the other direction, accordingly as it is desired to 0 en or close the switch, and such control ing 'means'can be located at a fixed point, such as in a switch-tower or on the cars or engines under the control of the motorman or engineer. Q

Fig. 8 illustrates dia rammatically one arrangement of circuits or operating the motor from a moving car of an electric trolley v railroad. .In said figure, 112. represents the .s f. we and insulated therefrom and from each trolley-wire or conductor for the currentwhich operates the cars, and m m two cond nctors arranged parallel with "the trolleyother. The insulated conductors m "m which are normally dead, are connected'by conductors 'm 'm with the armature-circuit of' the motor The field of the motor is connected across the car-operating circuit by conductors n 12, 12 leading to the conductors m m and to one of the track-rails.

.O O 0 represent threetrolleywheels or contact devices carried b the cara'ndadaPted to contact, reslpective with the trolle wire m and paral el conductors m m T e contact-wheels'are insulated from each other. P represents an. electrical switch having. three contact- points 1, 2, and 3and two insulated switch arms'. The contact- points 1 and 2 are connected by conductors p p to the contactwheelsO 0 respectively, and the points 1 and 3 are connected to each other. One switch-arm is connected by a conductor p-to the trolley-wheel O, and the otherzarm is connected by conductor p to the car-wheels and through these to the track-rails. When the arms of the switch are not in engagement with the contact-points thereof, no current can pass through the motor in either direction and the motor will remain at rest, leaving the switch-tongue undisturbed. If the switch-arms are moved against the contactpoints 1 and 2, as indicated in Fig. '8, the current will flow from the trolley-wire m through the trolley 0, conductor 1), switch-arm, contact-point .1, conductor p,.trol1ey 0, conductors m m motor-armature, conductors m m trolley conductor 12 switch-post 2,

time, regardless of the speed of the car.

other switch-arm, conductor. p and wheels to the track, thus completing the circuit through the motor-armature in one direction and causing the motor to run in one direction. The current is caused to pass through the motor-armature in the opposite direction by moving the arms of the electric switch P I aglaiinst the other contact-points 2 and-3, in

ch case the current will flow from the trolley-wire m through the trolley O, conductor 1),- one switch-arm, contact-point 2, conductor p trolley 0 conductors m m, motorarmature, conductors m m, trolley'O, con- 1 ductor 1), switch- 0st 3, other switch=arm,

conductor p and t e car-wheels to the track. The 'current will flow through the motor-field by conductors n n in one positio'nvof the switch and b conductors n n in the other direction of t e switch, thus always passing through the field in the same direction in both positions of the switch.

Any other known or suitable electrical connections whereby the motor can be'controlled and caused to rotate in opposite directions from the car could be used,.the above-men'- tionedconnections being only described to indicate one way of operating the motor The electrical switch can be set 'at anytime, either before or upon reaching the parallel conductors m m for the desired movement of the switch-tongue, and the motor can be stopped or reversed at any time while the trolley-wheels are in contact with the conductors m 'm, by theproper operation of the electrical switch P. The conductors m 'm, extend a sufficient distance from the trackswitch for the switch to be thrown in ampfi the electrical switch is set either for a clear track or to open the switch-track and the switch-tongue has already been thrown to the desired position, the operation of the motor will have no effect, as the rotation of the screw shaft by the motor cannot move thenut and switch-lever'on account of the 'thread of the screw-shaft not turning in the required direction. a

The switch-motor can be operated from the moving locomotive on steam or other non-electric railroads by the means illustrated in Figs. 9 to 12. In said figures lt represents a battery or other source of electnc current carried on the locomotive or train, and r r represent conductor-rails extending parallel withthe track and suitably sup orted above the railroad-ties and insulated t ere-' from. s s are contact-arms-depending from the locomotive-axle or other suitable sup-' port, from which they are insulated and car rying at their lower ends spring-pressed wheels or shoes adapted to contact with the rails 1" T The wheels are normally retained at such height as to clear the ties, cross and switch rails, and the like, and the ends of the conductor-rails r r are inclined downwardly,

so that the wheels will engage the same and ride up on the rails. t t are wires connecting the motor-armature with. the rails 1* 1' and t t t are wires connecting the motor-field with the conductor and track rails. Uis an electric switch having two contact-arms u u insulated from each other and four insulated contact-posts u u a 11. with which'the arms of the switch are adapted to contact The switch-posts 11. and a are connected to each? other by a wire 41. and to the contact-arm s by a wire of, and the switch-posts u and atare connected-together by a wire a and to the contact-arm s by awire u". The pivot for the switch-arm u is connected to one terminal of the battery by a wire 0, and the pivot .for the other switch-arm is connected by a wire 12 to the locomotive axle, which in turn is connected to the other terminal of the the proper direction to move the track-switch battery by a wire 0 When the wheels of the contact-arms are in contact with the conductor-rails and the switch U is in the position shown in'Fig. 9, the current will flow from the battery through wire 1), switch-arm u, post u wire it, contact-wheel 8, Tail 1", part passing through the motor-field by wires 25 t track rail, locomotive wheel and axle, and wire 12 to the bat-' tery. Current will also flow from the contact-rail 1" through wire t, motorarmature, wire t, rail 1' contact 8 wire it", switch-post u, switch-arm 11,, wire 1;, axle and wire 12 to the battery. The motor will then turn in one way When it is desired to move the track-switch in the opposite direction, the

electric switch U is moved to the position .shown in Fig. 10, when the current will flow from the battery through wire '0, switch-arm u, post a wire 11., post a, wire it, contact 8 to contact-rail 1*, where it will-divide, art

' going by wire t through the motor-fiel by trical switch U. The current passes throu h this conductor 12 in either position of t e switch, and when the locomotive reaches the conductor-rails r r the engineer can tell by the position of the ammeter-index whether the switch-motor is operating or not, thus being notified in time to stop his train in the event that the motor fails to operate. To notify. the engineer when he is approaching the switch and direct his attention to the ammeter, an electric lamp W is provided in proximity to the ammeter. This lamp is connected in a shunt w between the wires 12 and a and will always light up as soon as the contacts 8 s engage the contact-rails r 1' regardless .of the osition of the electric switch U. A signa is thus given to the engineer in his cab that he is approaching a switch, and the ammeter is illuminated, so that he can readily ascertain whether or not the switch-motor is working.

It is not necessary to describe the means for controlling the switch-operating motor from a fixed point. Any known or suitable connections for this purpose can be employed. A semaphore or other signal can be con nected to and operated by the switch-lever K for indicatin to the motorman or engineer the position of the switch-tongue. Fig. 7 shows a semaphore Qconnected to the switchlever'by rods g g and an interposed bellcrank lever (1 By this arrangement movement of the switch-lever to 0 en the switch will raise the semaphore, whi e the opposite movement of the switch-lever will lower the semaphore. Any other suitable operating connections could be employed. The semaphore is preferably counterweighted, whereby its tendency to rise acts to push the switchlever in a direction to press the nut G against the thread of the screw-shaft, so that the thread will enter the nut u on the rotation of the shaft in the proper irection. Thus a proper arrangement of'semaphores or. other weighted devices would serve the purpose of the s rings I I for pressin the nut against the t read of the screw-sha t.

I claim as my invention-' 1.. The combination of a screw and a not having a screw-threaded engagement, electrically-controlled means for rotating one of said parts to cause axial movement of the other part, and a switch member or the like connected to and operated by said axiallymovable'part, substantially as set forth.

, 2. The combination of a screw and a nut having a screw-threaded enga ement, one of said parts being movable axial y into and out of threaded engagement with the other part, means for presslng one part toward. the thread of the other part, means for rotating one of said parts to cause the axial movement of the other part, and a switch member or the like connected to and operated by said axiallymovable part, substantially as set forth.

3. The combination of a screw-shaft having a threaded portion and an unthreaded portion, a nut having a threadfor engagement with the thread ofsaid shaft and mov able axiall into and out of engagement with the threa of said shaft, means for pressing said nut axially against the thread of said shaft, means for' rotating said shaft, and a switch member or the like connected toand Jpperated by said nut, substantially as set orth.

4. The combination of a screw-shaft having a threaded portion and unthreaded portions at opposite sides of said threaded portion, a nut having a thread for engagement with the thread of said screw-shaft and movable axially into and out of engagement with the thread of saidscrew-shaft, yielding means for arresting the movement of said nut and pressing the same against the thread of said screw-shaft, means for rotating said screwshaft, and a switch member or the like connected to and operated by said nut, substantially as set forth. r

5. The combination of a screw and a nut having a screw-threaded engagement, one of said parts being movable axially into and out of threaded engagement with the other part, means for pressing one part toward the thread of the other part, a reversible electrical motor for rotating one of said parts in opposite directions to cause the axialmovement of the other part, and a switch member or the like connected to and operated by said axially-movable part, substantially as set forth.

6. The combination of a screw-shaft having a threaded portion and unthreaded portions at opposite sides of said threaded portion, a nut having a thread for engagement with the thread of said screw-shaft and movable axiall into and out of engagement with the threa of said screw-shaft, coil-springs surrounding said screwshaft at opposite sides of its threaded portion for arresting the movement of said nut and pressing the same against the thread of said screw-shaft, means for rotating said screw-shaft, and a switch member or the like connected to and operated by said nut, substantially as set forth.

7. The combination of a screw-shaft having a threaded portion and unthreaded portions at opposite sides of said threaded portion, a nut having a thread for engagement with the thread of said screw-shaft and mov-.

able axially into and out of engagement With the thread of said screw-shaft, yielding means for arresting the movement of said nut and pressin the same against the thread of said screw-s aft, means for rotating said screwshaft, a switch-lever connected to said nut, a

switch member, and a rod connecting said switch-lever and switch member, substantially as set forth. I

8. The combination of a screw and a nut having a screw threaded engagement, an electricmotor for rotating one of said parts to cause axial movement of the other part, means for controlling said motor from a moving car or engine, and a switch member or the like connected to and operated by said axially-movable part, substantially as set forth.

9. The combination of a screw and a nut having a screw-threaded engagement, a reversible electric motor for rotating one of said parts to cause axial movement of the other part, electrical controlling means on a moving car or engine and connections for driving said motor in opposite directions, and a switch member or the like connected to and operated by said'axially-movable part, substantially as set forth.

10. The combination of a track-switch, an electric motor for operating the same, electrical means for controlling said motor from a moving car or engine, and an indicator on the car or engine electrically connected with said motor-controlling means and constructed to indicate a variation of resistance in the motor-circuit, whereby the engineer is informed whether or not the motor is in opera,-

tion, substantially as set forth.

11. The combination of a track-switch, an

electric motor for operating the same, electrical means for controlling said motor from a moving car or engine, and an indicator on the car or engine electrically connected with said motor-controlling means and construct-' ed to indicate a variation of resistance in the motor-circuit, and an electric lamp on the car or engine also connected with said controlling means, whereby the engineer is informed whether or not the motor is in operation, and

also has his attention drawn to the indicator,

substantially as set forth.

Witness my hand this 7th day of October,

ARTHUR E. STEVENSON. Witnesses:

EDWARD C. HARD, CHARLES W; PARKER.

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