US833601A

US833601A - Automatic safety railway-switch.

Info

Publication number: US833601A
Application number: US29242605A
Authority: US
Inventors: James Warren Hubbbard
Original assignee: Individual
Current assignee: Individual
Priority date: 1905-12-19
Filing date: 1905-12-19
Publication date: 1906-10-16
Anticipated expiration: 1923-10-16

Description

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1, M SBS'GOL PATBNTEDOCT, 16, 1906. ja J. W. HUBBARD.- A

AUTOMATIC SAFETY RAILWAY SWITCH.

AAPPLIOATION FILED DBO.19. 1905.

l 4 SHEETS-SHEET 2,

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Nofasaol. PATENTED 00T. 16, 1906.

` J. W. HUBBARD. {AUTOMATIG SAFETY RAILWAY SWITGH.

,APPLICATION FILED DBO.19. 1905.

. f a n nNrTnn sTATns PATENT OFFICE.

JAMES WARREN HUBBARD, OF EAU CLAIRE, WISCCNSIN.

AUTOMATIC SAFETY RAILWAY-SWITCH.

Specification of Letters Patent.

Patented Oct. 16, 1906.

Application filed December 19, `1.905. Serial No. 292,426.

way-Switch, of which the following is a full,

clear, and exact description.

This invention relates to railway-switches, and especially to that class` which operate automatically. y

The object of the invention isto produce simple mechanism for operating a switch automatically and to provide such arrangement as will enable the same switch to be operated manually, if desired.

The invention includes also means for locking the switch in its open or closed position and provides a releasing device enabling the switch to be operated either manuallyv or automatically, as suggested.

The invention consists in the construction and combination of parts, to be more fully described hereinafter and definitely set forth in the claims.

Reference is to be had to the accompanying drawings,forming a part of this specification, in which similar characters of reference indicate corresponding parts in all theiigures.

'Figure l is a plan showing a short section of track, together with a switch constructed according to my invention, a portion of the track being broken away. Fig. 2 is a plan upon an enlarged scale and showing especially the mechanism for operating the switch, an adjacent portion of the track being shown. Fig. 3 is substantially a side elevation of the switch-operating mechanism, certain parts being shown in section. This view illustrates especially the construction and operation of the y locking mechanism which prevents the switch being thrown while the train is passing. Fig. 3A is a crosssection through the switch and showing the relation of the parts when the switch has beenppened bythe hand-lever. Fig. 4 is a side elevation of a portion of the track at the switch and illustrating especially the construction and arrangement of the lockingbar for the switch. Fig. 5 is a section taken on a vertical plane passing through the line 5 5 of Fig. l, illustrating especially the main lever connections for the switch. Fig. 6 is a cross-section taken through the axis of these lever connections. Fig. 7 is a section taken substantially on the line 7 7 of Fig. 1 certain parts being broken away. Fig. 8 is a horizontal section through a block connecting the manual and automatic mechanism'and illustrating especially the releasing mechanism' referred to above. Fig.- 9 is a vertical transverse section through the releasing device. Fig. 10 is a side elevation of the automatic draw-bar and further illustrating the releasing mechanism for disconnecting the manually- 'operated mechanism when the automatic mechanism is in operation. Fig. l1 is a side elevation, partly diagrammatic iny its nature and illustrating a modified arrangement for balancing the switch and Fig. 12 is a plan which is also diagrammatic in its nature and illustrating another arrangement for balancing the switch.

Before proceeding with a detaileddescription of this invention it may facilitate the disclosure to state that it is intended to enable the switch-points to be operated automatically by means of a tripping device carried by the locomotive or a car on the train, the said tripping device being arranged so as to operate track devices disposed near the switch and which loperate the switch-points. The disclosure following hereinafter describes the invention as applied to an ordinary siding-switch such as used in railway practice to enable trains to pass each other. With the usual manually-operated switches now used in practice in order to enable a train to pass upon a siding and back to the main track it is necessary for three stops to be made, entailing a loss of time and danger from collision. By means of the present invention a train may pass upon its siding without having to come to a stop beforehand, the switch being automatically opened to allow the train to pass to the siding and automatically closed after the train is safely upon the siding. The switch may also be operated automatically to throw the switch to its 'open position to enable the train on the siding to pass back to the main track and will automatically straighten the track or close the switch after the train has moved back to the main track, thereby always leaving the main track straight except while the switch is in use. The mechanism for eecting all these automatic movements is auxiliary to the manual means for effecting the same, and either mechanism may be operated, as desired, without necessitating the removal of any parts.

IOO

Referring more particularly to the parts, 1 represents a short section of a main track provided with switch-points 2 and 3, which lead to a siding 4a. The switch-points 2 and 3 are attached pivotally to a draw-bar 4, which extends transversely under the rails and projects at one side of the track, as indicated most clearly in-Figs. 1 and 2. The extremity of this draw-bar is rigidly attached to a slide-block 5. From this slide-block 5 a tail-rod 6 extends,'which connects, through suitable lever mechanism 7, to a semaphore 8, which constitutes a signal to show the condition ofthe switch, said semaphore being mounted upon a suitable signal-pole 9. The slide block 5 consists of a substantially square block. Against the right side face thereof rests an automatic draw-bar 10, and

againstthe left face thereof rests a hand drawbar 11. It should be understood that by sliding this block 5 toward or away from the track the switch-points may be moved, so as to open or close the switch in a usual manner. This block may be operated either by means of the hand draw-bar 11 or by means of the automatic draw-bar 10.

Referring especially to Fig. 3, the block 5 is provided with a transverse bore 12, in the extremities of which rings or bushings 13 are mounted, as shown. Through these rings a bolt 14 is slidably mounted. When occupying its normal position, the extremities of this bolt project beyond the side faces of the block, as shown, and are received in elongated openings 15 and 16, formed, respectively, in the bars and 11. These openings and 16 are identical in construction. Each opening is elongated longitudinally of the bar, as shown most clearly in Fig. 10, and provided with a longitudinally-projecting tongue 17, which is centrally disposed in the opening, as indicated. This tongue projects in the direction ofthe track, and toward its forward extremity its outer face is beveled or inclined, so that it presents a wedgespoint or wedge 18. Near its extremities the bolt 14 is provided with

transverse openings

19 and 20, which openings on their outer sides are provided with inclined faces 21 and 22. When the` parts are occupying the normal position shown in Fig. 8, the proj ecting extremities of the bolt 14 lie against the ends of the openings 15 remote from the tongues 17 and 17a. From this arrangement it should be evident that if the draw-bar 10 is advanced in the direction of the track the wedge-point and the tongue 17 will enter the opening and strike against the inclined face 22 thereof. In this way the bolt is advanced toward the right, and its opposite extremity will be Withdrawn from the hand draw-bar l 1 When the movement has continued sufliciently, the extremity of the bolt which lies in the opening 15 will eventually arrive at the opposite extremity of the opening, and the bolt will then be advanced along with the automatic draw-bar. When the bolt begins to advance in this way, it will of course move the block 5 in the direction of the track.

I provide means for normally maintaining the bolt 14 so that the openings 19 and 2O are properly presented to the tongues 17 and 17a. For this purpose the rings 13 are provided with longitudinally-disposed slots 23, and the bolt 14 is provided with laterally-projecting pins 24, which project into the said slots. In this way, while' th e bolt may move longitudinally with respect to the rings, it connot rotate therein. Between the pins 24 a helical spring 25 is arranged within the bore 12, the extremities of this spring normally thrusting against the pins, as indicated most clearly in Fig. 8. Evidently when the bolt 14 is drawn longitudinally in the manner described above the spring 25 exerts a tendency to return the bolt to its normal position, and this is the function and purpose of said spring.' It also evidently operates to maintain the bolt in its normal position until moved by the mechanism described.

Recurring again to the draw-bar 4 of the switch, and referring especially to Figs. 3 and 7, I provide the upper edge of this bar adjacent to the near main rail 1a with an elongated notch or recess 26. On the side face of this draw-bar 4 adjacent to the notch 26 a lock 27 is attached by a pivot 28. The lower edge of this lock is substantially flush with the lower edge of the drawebar, and a leaf-spring 29 is provided, which normally holds the lock in a horizontal position, which is its normal condition. The lock 27 is provided with an enlarged body 30, the upper portion whereof projects across the notch 26, as indicated in Fig. 7, in such a way that a recess 31 is formed at the right-hand shoulder 32 of the notch, as shown, and so that a similar recess 33 is formed at the opposite end of the notch and adjacent to the shoulder 34 thereof. The inner edge of the body of this lock 27 is inclined, as shown, its lower portion 35 being highly inclined, while its upper portion 36 is more abrupt, as indicated most clearly in Fig. 7. The body 30 of the lock is formed integral with a shank 36, and the upper edge of this shank usually lies substantially parallel with the lower edge of the slot in the draw-bar 4, as will be readily understood. Through the draw-bar 4 I provide a longitudinally-elongated slot 37, the lower' edge whereof is substantially in alinement with the upper edge of the shank 36 of the lock. Rigidly attached to the hand-bar 11, the same is provided with an extension-bar 38, which projects in the direction of the track and is provided with a laterally-disposed nger 39. The extremity of this finger constitutes a shoe 40, which projects into the aforesaid slot 37 and lies adjacent to the inclined IOO IIO

face of lock 27, as shown most clearly in Fig. 7. Adjacent to the outer side of the near rail 1aL a locking-bar 41 is provided, which locking-bar extends longitudinally of the rail, as shown most clearly in Fig. 4. This locking-bar is supported upon inclined links 42, suitably mounted at the lower extremities in blocks 43, attached to the crossties 44 in any suitable manner. In Fig. 4 this locking-bar is shown in an elevated position projecting above the upper edge of the rail. However, it normally occupies a position such as that shown in Fig. 7, at which time its upper edge is substantially in alinement with the upper face of the rail-head, and at apoint opposite the -notch 26 this lockingbar is provided with a locking-plate 45, which projects below the same and into the notch, as indicated. In Fig. 7 the parts are shown in the relation which the switch-point 3 occupies when the switch is closed, and

this, of course, is the normal condition of the switch, enabling a train to pass on the main track without going upon the side track. The switch-point 3 then lies against the inner face of the near rail 1a. The switch may be operated manually by means of a hand-lever 46, which cooperates with a'suitable quadrant 47, the said hand-lever being connected, by means of a link 48, with the aforesaid hand draw-bar 11. Suppose that the switch occupies the normal position shown in Fig. 7. At this timethe locking-bar 41 occupies a depressed position and the locking-plate 45 is received in the recess 31 and abutting against the outer edge of the lock 27. By reason of the engagement of this lock 27 with the edge 'of the locking-plate 45 evidently the drawbar 4 could not be thrust longitudinallyA without making a disconnection at this point. The shoe 40 has the function of displacing this lock 27, so as to permit a longitudinal movement of the draw-bar 4. In this connectionit should be said that when the extension-bar 38 is moved longitudinally in the direction of the track the shoe 40 at its forward edge willengage the inclined edge 35, so as to depress the body of the lock 27 below the locking-plate 45. This movement of the shoe 40 will of course occur before any movement of the block 5 has resulted. In this way before the block 5 can move the lock 27 is displaced, whereupon when the block 5 begins to move and moves the switchbar 4 the movement of said switch-bar will continue until the shoulder 34 abuts against the outer face of the locking-plate 45, at which time the sWitch-pointswill have completed their movement and the switch be set for the siding. When the lever 46 is moved in the opposite direction, as if to return the extension-bar 38 to i'ts normal position, the aforesaid leaf-spring 29 operates to move the lock 27 back to its normal position, so that the parts will voccupy the position shown in Fig. 3A. When in this relation, the aforesaid abruptly-inclined face 36 lies substantially against the inner edge of the lockingplate 45, so as to lock the switch-bar 4 against movement except through the medium of the extension 38. In this way the switch is opened. When it is desired to close the switch, the lever 46 will be advanced in the proper direction to pull upon the' hand draw-bar 11 and its extension 38. Referring especially to Fig. 3A, when the lever 46 is moved as suggested the hand draw-bar 11 will operate through the bolt 14l In this way the switchto move the block 5. bar 4 will be moved so as to close theswitch. As the switch-barv moves over, the inclined edge 36, pressed above by the lock-plate 45, operates to depress the lock 27. Thus the lock 27 offers no obstacle to this movement. In order to facilitate the movement of the lock 27 from this position, I prefer to bevel its edge near the rail, as indicated at 27a, Fig. 7. I provide track devices 48 and 49, the same comprising bell-crank levers 50, eachv disposed to rotate upon an upright pivot or axis and provided with rollers 51, which are adapted to be struck by a trip device carried by the locomotive or a car of the train. The cuter arms of these bell-crank levers are attached to

links

52 and 53, which lead to the main lever mechanism 54.

The main lever mechanism 54 will now be described: Referring especially to Figs. 2, 5, and 6, this connection comprises a base-plate 55, having a rigidly upwardly-projecting stud 56. Upon this stud there is rotatably mounted a main bell-crank lever 57, having oppositely-projecting arms 58 and y59 and an intermediate arm 60, which projects laterally, as shown. This intermediate arm'60 is connected, by means of a link 61, with the aforesaid automatic draw bar 10. The main lever 57 is referably disposed near the baseplate 55. ust above. this main lever I attach rigidly to the stud 56 a cam 62, presenting a substantially circumferentially disposedface orouter edge 63. Beyond and above this cam 62 I provide a loose lever 64, yto which a link 65 is pivotally attached. This link leads in an inclined direction, as shown most clearly in Fig. 2, and is attached, by means of a suitable bracket 66, to the side` of the aforesaid locking-bar 41. The. outer extremity of the arm 58 of the bell-crank lever 57 is preferably enlarged, as shown, and carries a catch 67, which is pivotally attached thereto at 68, the said catch being yprovided with a projection or tooth 69, which is adapted to engage the forward edgeof the extremity of the lever 64, as indicated most clearly in Fig. 1. The extremity of the catch 67 is formed with a laterally-projecting extension or arm 70, which is provided atv its extremity with a roller71, and this roller is in engagement with the 'circumferential face 63 of the cam 62 IOO IIO

&

aforesaid. A leaf-spring 72 is attached to the lever 58 and presses against the rear side of the catch 67, so as to maintain the roller 71 against the cam, as will be readily understood. The circumferential face 63 of the cam is provided with an elevated portion or shoulder 73. It should be understood that in the operation of this part of the mechanism as the bellcrank lever 57 moves the roller 71 will roll upon the edge 63. The normal movement being from left to right, it should be understood that when the roller 71 strikes the elevated portion 73 of the camface it will be raised and will raise the catch 67. This upward movement of the catch affords a release for the lin-k 65, for a purpose which will appear more fully hereinafter. The automatic draw-bar 10 passes through an opening in a suitable angle-bracket 74, be yond which a helical ,spring 75 is arranged, the same thrusting against a nut 76 near the outer extremity of the draw-bar. From -this arrangement it should be understood that the spring 75 normally operates to maintain the draw-bar 10 in the position shown in Figs. 8 and 10, exerting a force upon the block 5 and tending to maintain the switch in the closed position shown in Fig. 1.

Referring now to Fi 1, it should be understood that when t ie switch is in the closed position there shown the tooth 69 of the catch 67 is in engagement with the forward edge of the lever 64. Suppose now that a train is approaching from the right and the engineer desires to open the switch, so that the train may pass upon the siding. The engine or a suitable car of the train is provided with a trip device 77, which is adapted to engane with the roller 51 of the track device 48. In this way the roller 51is rocked outwardly in such a way as to draw the link 53 toward the right. Moving this link 53 in this way rotates the bell-crank lever 57 toward the right. While this movement is imparted, of course, to the draw-bar 10, the first part of the movement does not effect the movement of the switch-bar'4, by reason of the construction described above. The irst part of this movement, however, does operate to raise the locking-bar 41, by reason or' the connecting-links 65, which lead from the lever 64. Raising the locking-bar in this way removes it from the recess 31, which it normally occupies, as indicated in Fig. 7, and after the locking bar has been `elevated a movement of the switch-bar 4 will be initiated, so as to bring the upper edge of the lock 30 under the locking-plate 45. After this has occurred the catch 67 will be thrown out by means of the camface 73 disconnecting the lever 64, whereupon the locking-bar will tend to return to its normal depressed position, and will rest upon the upper edge of the lock 27. The continued movement of the bell-crank lever 67 will eHect a connection between the draw-bar 10 and the block 5, at the same time disconnecting the block 5 from the draw-bar 11, and as the movement continues the switch-bar 4 will be advanced so as to move the switch points outwardly and awayrom the mechanism 54. When the switch has arrived in its open position, the locking-bar 41 will drop down so that the locking-plate 45 will pass into the recess 33. The position of the track device 48 will be such that before the same becomes disengaged from the trip device 77 a wheel 78 on one of the trucks, as indicated in Fig. 3, will have passed u on the track at a point above the lockingar 41, and the tire of this wheel, projecting, as it does, beyond the outer edge of the rail, extends over the locking-bar and prevents the same from being raised. From this arrangement, although the spring 75 is tending to close the switch, it cannot do so, by reason of the lock 27, which is in engagement with the locking plate 45. As soon, however, as the train has passed onto the siding no obstruction is oered to raising the locking-bar 41. When this occurs, the spring 75 pulls the switchbar 4 over to its normal position to close the switch, aswill be readily understood. When this movement is taking place, the o eration of the switch-bar is substantially tlli) same as when it is being operated by the hand-lever 46.

Instead of using a helical spring, such as the spring 75, I may adopt a combination of springs, such as indicated at 79 in Fig. 12. In this figure 80 represents the draw-bar corresponding to the bar 10, and at right angles to this bar a carriage-spring 81 is arranged, centrally supported between oppositely-disposed shackles 82. Between the bows of this carriage-spring I dispose a helical spring 83. Instead of adopting a spring for the purpose of operating the switch I may operate the same by means of a counterweight 84, such as shown in Fig. 11, the said counterweight being supported at a suitable point upon a lever 85, said lever being carried pivotally on a suitable post 86 and connected by means of a short arm through the medium of a link 87 to the bellcrank lever 88. The link 89 corresponds to the drawebar 10 (shown in Fig. 2) and connects through the medium of the block 90 with the switch-bar 91.

The general mode of operation of the entire mechanism will now be described. Suppose that it is desired to operatethe switch by hand. In this case the lever 46 will be moved. Suppose, further, that the switch is in the position shown in Fig. 1 and it is desired to open the same, so that a train could pass onto the siding. 'The lever 46 will be rocked away from the track. In doing so the tongue 17aL of this bar will operate to draw the bolt 14 out of engagement with the IOO iro

from right to left.

bar 10, and a Jurther movement of this bar 11 will move the block 5 and operate the switch, as will be readily understood. At the same time that the bar 11 is effecting a disconnection between the block 5 and the bar 10 the shoe 40, which is carried at the extremity of the member 38, will effect a displacement of the lock 27 in a manner fully described above. When the lock `27 has been displaced, a continued movement of the lever 46 will move the switch-point 3 away` from the near rail 1EL and when it has arrived at the limit of its movement the locking-bar 41 will move down into the opposite end of the notch 26, as indicated most clearly in Fig. 3, in this way locking the switch in an open position. When the switch is to be operated automatically, the trip device 77, which is carried by the locomotive or a car of the train, is operated so as to strike the roller 51, supposing that the train is to move onto the siding from the main track, passing In the manner fully described above actuating this track device will draw the link 53 toward the right, which will put in operation the mai -lever mechanism 54. The first part of the movement at this point lifts the locking-bar 41 clear of the switch-bar, and while this unlocking is taking place the automatic draw-bar 10 will be operating through the medium oi its `tongue 17 to disconnect the bolt 14 from'the hand draw-bar 11, and the final movement of the lever 57 operates to advance'the switchbar 4, so as to open the switch. Oi' course before the switch-points will have reached their eXtreme position the locking-bar 41 will have been released and will eventually drop down into the recess 33, as indicated in Fig. 3. Although the spring 75 tends of course to return the switch-points to their closed position, such a movement cannot occur while the locking-bar 41 is occupying its depressed position, as indicated in Fig. 3, and it will be understood that the lockingbar 41 cannot rise from this position by reason of the wheels of the cars which are passing, above the locking-bar, as indicated in Fig. 3. Evidently after the train has passed onto the siding the spring 75 will operate to return the switch to its normal closed position. Vhen the train is to pass back to the main track from the siding, the trip device 77 will be operated to actuate the track device 49. Evidently the movements of the mechanism 54 will be the same whether this mechanism is operated by the track device 48 or 49.

\From this arrangement the switch may be opened automatically by a train passing to or from the siding, and evidently it is impossible to change the condition of the switch while a train is passing the switch-points.

Attention is called to the fact that with the hand-operated mechanism the influence.

the tires of which project into the space' of the spring 75 is not felt when the switch is in its open position. This of course follows by reason of the fact that the connecting-bolt 14 does not engage with the automatic drawbar 10 but when the switch is in its normal or closed position any force tending to open the switch would be opposed'by the spring 75 unless the said disconnection at the bolt 14 were iirst eHected.

Having thus described my invention, I

claim as new and desire to secure by Letters Patent- 1. In a switch, in combination, switchpoints, a switch-bar carrying the same and having a notch in the upper edge thereof, a lock pivotally mounted on said switch-bar and projecting across the opening of said notch whereby recesses are presented at the extremities of said notch, a locking-bar adapted to occupy either of said recesses, a lever connected with said switch-bar, and mechanism connecting said lever with said lock. f

2. In a switch, in combination, switchpoints, a switch-bar carrying the same, a lock attachedto said switch-bar, said switchbar having recesses formed on opposite sides of said lock, a lever for actuating said switchbar, a locking-bar adapted to occupy said re- 'cesses and independent of said lever, and a connection from said lever to said lock for actuating the same. v

3. In a switch, in combination, switchpoints, a switch-bar carrying the same, a draw-bar, a lock carried by said switch-bar, a member cooperating therewith to`lock said switch-bar in its eXtreme positions, an eXtension carried by said draw-bar and engaging said lock., a lever for actuating said draw-bar, and meansfor ei'l'ecting a connection between said draw-bar and said switch-bar during the movement ci said lever, Jfor actuating said switch-bar.

4. In a switch, in combination, switchpoints, a switch-bar carrying the same and having a notch in the edge thereof, a lockingbar adapted to occupy the said notch, a lock pivotally mounted on said switch-bar, p rojecting across said notch and coperating with said locking-bar, a draw-bar having a sliding connection on said switch-bar, means whereby said draw-bar may actuate said lock, a lever for actuating said draw-bar, and means whereby said lever may actuate said switch-bar.

5. In a switch, in combination, switchpoints, a switch-bar carrying the same and having a notch in the edge thereof, a lockingbar adapted to engage said notch, a lock pivoted to said switch-bar, projecting across said notch, said switch-bar having a slot therein, a draw-bar` having a shoe running in said slot, said lock having an inclined face IOO IIO

coperating with saidshoe, a lever connected l,

with said draw-bar for actuating the same,

and means for effecting a connection between said lever and said switch-bar.

6. In a switch, in combination, switchpoints, a switch-bar carrying the same and having a notch in the edge thereof, a lock pivoted on said switch-bar, projecting across said notch, a locking-bar adapted to occupy the extremities of said notch and abut against the edges of said'lock, a draw-bar having a shoe, means for guiding said shoe on said switch-bar, said lock having an inclined edge coperating with said shoe to actuate said lock, means for normally maintaining said lock projecting across said notch, a lever connect-ed with said draw-bar, and means for connecting said lever with said switchbar.

7. In mechanism of the class described, a switch-bar disposed transversely of the track, switch-points carried thereby, said switchbar presenting recesses in the upper edge thereof, a locking-bar disposed adjacent to the rail and adapted to occupy either of said recesses, a track device and mechanism a'ctuated by said track device for raising saidv locking-bar and actuating said switch-bar.

8. In a device of the class'described, in combination, a switch-bar, switch-points carried thereby, means for locking said switchbar, a track device, mechanism actuated by said track device` a connection from said last mechanism to said locking means, a connection from said mechanism to said switch-bar, and means for releasing connection to said lo cking means.

9. In a device of the class described, in combination, a switch-bar, switchpoints carried thereby, locking means for said switchbar, a lever, a connection from said lever to said switch-bar for actuating the same, a connection from said lever to said locking means, and releasing mechanism for disconnecting said locking means.

10. In mechanism of the class described, in combination, switch-points, a switch-bar carrying the same and disposed transversely of the track, said switch-bar having recesses in the upper edge thereof, a locking-bar disposed adjacent to the rail and adapted to engage said recesses, a main lever, a second lever adjacent thereto, a tripping connection between said levers for releasing said second lever, a connection from said second lever to said locking-bar for actuating the same, and a connection from said main lever. to said switch-bar.

1l. In mechanism of the class described, in combination, switch-points, a switch-bar carrying the same, disposed transversely of the track and having recesses in the upper edge thereof, a locking-bar disposed adjacent to the rail, links supporting the same, a main lever, a connection from said main lever to said switch-bar, a second lever, a tripping connection between said main lever and said .for disconnecting said second lever, and a connection between said second lever and said locking-bar.

12. In mechanism of the class described, in combination, a block, a switch-bar actuated thereby, switch-points moved by said switch-bar, a hand-operated draw-bar normally connected therewith, an automaticallyoperated draw-bar normally connected therewith, and means whereby the movement of either of said draw-bars may disconnect said block from the other draw-bar.

13. In mechanism ofthe class described, in combination, a switch-bar, switch-points carried thereby, a blockattached to said switch-bar, a bolt carried by said block, a hand-operated draw-bar adjacent to said block and normally engaged by said bolt, an

automatically-operated draw-bar adjacent to said block and normally engaged by said bolt, and means whereby the movement of either of said draw-bars may disconnect said bolt from the other draw-bar.

14. In mechanism of the class described,

in combination, switch-points, a switch-bar attached thereto, a block attached to said switch-bar, a bolt mounted transversely in said block, a hand-operated draw-bar adjacent to said block, an automatically-operated draw-bar on the opposite side of said block, said draw-bars having longitudinal openings therein, a transversely-disposed bolt mounted in said block and normally projecting into said openings, and means for displacing said bolt longitudinally by a movement of either of said draw-bars.

15. In mechanism of the class described, in combination, switch-points, a switch-bar carrying the same, a block attached4 to said switch-bar, a hand-operated draw-bar adj acent to said block, an automatically-operated draw-bar adjacent to said block opposite said first draw-bar, a bolt slidably mounted in said block and normally engaging both of said draw-bars, said draw-bars having wedgepoints adapted to engage said bolt to displace the same longitudinally, and affording means block from the other draw-bar.

16. In mechanism of the class described, in combination, switch-points, a switch-bar carrying the same, a block attached to said switch-bar, a transversely-slidable bolt mounted in said block, means for normally maintaining said bolt in a mid-position, a hand-operated draw-bar at the side of said block and normally engaged by said bolt, an automatically-operated draw-bar at the opposite side of said block and normally engaged by the opposite extremity of said bolt, the extremities of said bolt presenting inclined faces, and said drawbars having inclined faces cooperating with'said first inclinedfaces for displacing said bolt longitudinally.

IOO

IOS

IIO

17. In mechanism of the class described, in combination, switch-points, a switch-bar carrying the same, a block attached to said switch-bar, a bolt slidably mounted transversely of said block and having lextremities normally projecting at both sides of said block, means for maintaining said bolt in a substantially midosition, said projecting extremities of said olt having openings With inclined faces, a hand-operated draw-bar disposed at the side of said block and normally engaging said bolt, an automatically-operated draw-bar at the opposite side of said block and normally engaging the opposite extremity of said bolt, said draw-bars having tongues formed thereon, inclined faces adaptleosdlto engage said openings to displace said 18. In mechanism of the class described, in combination, a switch, independent hand- Operated means for controlling said switch and independent automatically-operated means for controlling said switch, and automatic means for enabling either of said last two means to operate to the exclusion of the other.

19. In mechanism of the class described, in combination, a switch, a switch-bar, handoperated means connected with said switchbar, automatically-operated means normally connected with said switch-bar, and automatic means whereby either of said operated means may disconnect the other from said switch-bar.

20. In mechanism of the class described, in combination, switch-points, a switch-bar carrying the same, a block attached to said switch-bar, a bolt slidably mounted in said block and having projecting extremities extending from the sides of said block, means for normally maintaining said bolt in a substantially mid-position, a hand draw-bar at one side of said block, an automatic draw-bar at the opposite side of said block, said drawbars having openings receiving said projectving extremities, said draw-bars further having longitudinally-disposed tongues presenting wedge-points, and said projecting extremities having openings adapted to receive said tongues and presenting inclined faces cooperating therewith.

21. In mechanism of the class ldescribed, in combination, a switch-bar, switch-points carried thereby, said switch-bar having recesses in the edge thereof, a locking-bar disposed longitudinally of the track adjacent to the rail thereof, a main lever, a connection from said main lever to said switch-bar, a

second lever coaxial with said main lever, a

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

JAMES WARREN HUBBARD.

Witnesses:

K. A. NoRRIs, G. I. HUBBARD.