US839743A - Railway-switch. - Google Patents

Description

No. 839,743. PATENTED DEC. 25, 1906.. H. G. FENKER. RAILWAY SWITCH. APPLICATION nun 8213127, 1005.

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H. G. FENKER. RAILWAY SWITCH.

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PATENTED DEC. 25, 1906.

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H. G. FENKER.

RAILWAY SWITCH.

APPYLIOATION FILED SEPT. 27. 1906.

No. 839,743. PATENTBD DEC. 25, 1906. H. G. PENKER.

RAILWAY SWITCH.

APPLIOAIION FILED SEPT. 27, 1905.

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UNITED STATES PATENT OFFIGE.

HENRY C. FENKER, OF ALLEGHENY, PENNSYLVANIA, ASSIGNOR OF ONE- HALF TO LUDVVIG KELEMEN, OF ALLEGHENY, PENNSYLVANIA.

RAILWAY-SWITCH.

Specification of Letters Patent. Application filed Septembefl2'7, 1905. Serial No. 280,397.

No. 839,743. Patented Dec. 25, I906.

ated by the engineer or other person whose duty it may be to take care of the switches, and a mechanism located adjacentto the track and having connection with the switchpoints, which mechanism when engaged by the locomotive devices will invariably and positively throw the switch-points to one side or the other, as may be required to run the train on the straight track or en the siding for the purpose of permitting t e train to take the siding when necessary. The mechanism carried by the locomotive, as will be described farther on, is so constructed as to make it possible to avoid entirely the To a whomit may concern:

Be it known that I, HENRY O. FENKER, a l citizen of the United States, residing at Allegheny, in the county of Allegheny and State 5 of Pennsylvania, have invented certain new and useful Improvements in Railway- Switches, of which the following is a specification.

This invention relates to new and useful improvements in socalled automatic switcl1es-that is to say, improvements in track devices which, in combination with means carried by the locomotive and oper able from the cab thereof, throw the switch to one side or the other to run the train on track devices, so that the train may pass the straight track or upon a siding, as may I the switch without operating it, as in a case be desired, without the necessity of stopping where the switch is already set in proper pcthe train. sition for the approaching train. Then, too, I am aware that switches having the same the construction is such that the engineer, general purpose in view have been invented; l knowing the track he wants, can set his lever but they have usually been so complicated to take the particular track regardless of the and unreliable as to prohibit their adoption. l position of the switch as known to him, and In the invention about to be described it if the switch happens to be wrong for his will be noted that the mechanism is exceptrain it will be thrown to right position, thus 2 5 tionally simple and inexpensive and so posimaking it impossible to take a track which is tive in operation that it cannot fail so long not wanted so long as the operating-lever is as the engineer or other person in the cab correctly set in advance. sets the engine devices to throw the switch Other objects and advantages of the invento desired position. tion resulting from the construction about 0 The primary object of my invention is to to be described will become apparent to save the time usually lost in sending a man those experienced in railroading, and the forward to open the switch upon the approach l points of novelty will be pointed out in the of the train and the time consumed in rel claims. setting and locking the switch after the train l Referring to the drawings, Figure 1 shows 3 5 has passed. l a section of a track with my improved de- The invention about to be described is also 1 vices in connection therewith in side elevadesigned to prevent accidents or other tion, the locomotive being in dotted lines in disasters which frequently occur as a result side elevation, showing the general arrangeof the consumption of too much time in ment of the mechanism or parts carried by 40 opening and closing switches when, for inthe engine, the parts being in full lines with stance, afreight-train drops back on the time both contact devices or rollers raised equiof a passenger or other fast train. distant above the tracks or in position where A further object of the invention is to so they will pass over the switch-operating deconstruct the mechanism that the switch can vice without causing the switch to be operalso be operated by hand in the usual manated. Fig. 2 is an enlarged side elevation of ner, if it is found desirable. a section of the track and track devices, The invention consists, in the main, of a showing also in side elevation the mechannovel mechanism carried by the locomotive, ism carried by the engine, a dotted position a part of which is securely attached to the of the operating-lever and its connection be- 5 locomotive in advance of the front wheels of ing shown, in which one of the contact-rollers the front truck, which forward part of this is brought to a position to operate the switch.

Fig 3 is a plan view of a track-section, showing the switch set for what I will hereinafter term the straight track. Fig. 4 is a simiparticular mechanism has connection with an operating-lever 1n the cab located 1n convenient position to be manipulated or operlar view showing the track set forwhat will be termed hereinafter the siding. Fig. 5 is an enlarged transverse section taken on line ac to, Fig. 3 looking in the direction of the arrow. Fig. 6 isasimilarsection taken 'on the line y y, Fig. 4, also looking in the direction of the arrow; and view of the switch-weight and lower section of the weight-casingyand Fig. 8 is an enlarged perspective by the engine, consisting in the main of the Fig. 7 is a topplan' view of the parts carried-- when thelever operating-lever, the contact devices, and the connections between the lever and said devices.

In the drawings the numeral 1 designates the operating-lever, pivoted upon any suitable support, as 2, in the locomotivecap,-the lever being provided with a finger-lever 3, connected-with a slide 4, adapted to enter one or the other of the notches 5 in the segment 6, which segment is rigidly secured upon" a suitable support in the cab. The operating-lever 1 is extended below its pivotal point 2, as indicated by the numeral 7, and terminates in a bifurcated end 8, to which is pivoted at 9 a connecting-rod 10, which rod has its forward end pivotally con nected at 11 to the arm 12 of a bell-crank lever 13, mounted on the squared end of a transverse rock-shaft 14, which is mounted pivotally in suitable supports upon the forward part of the engine-frame. This-bell crank lever 13 has pivotally connected to its other arm 15 the upper end of a short rod 16, which rod'has a yoke 17 at its lower end,-in which is pivoted a contact-roller 18. rod 16 passes through a slightly-elongated slot 19 in the forward end of a which arm extends rearwardly, where it terminates in a flat pivoted plate 21. The rockshaft 14 at the end opposite from that just described carries a short arm 22, to which is pivoted a short rod 23, like the rod 16, and the construction described. with regard to the yoke 17 is duplicated anda contact-roller 24 is provided to perform'the same functions as the roller 18. The arm 23, like the arm 20, passes througha slot 25 in the forward end of th its rear end'in a flat pivoted plate 27. The rods 20 and '26 are-for the purpose of holding the contact rollers firmly to their work when one or the other of the arms or rods 16 and 23 arein vertical position, or in position in which the switch devices will be operated. However, as clearly shown in Fig. 8., these rods do not prevent the rollers from' being lifted above the track devices, the position of the rod 20 being that which it will occupywhen the contact-roller is lifted. The lever is preferably so arranged normally with relation to the r0ck-shaft14 and the parts carried thereby that when the slide 4 is in the central notch of the segment 6 both contactrollers will be lifted to the The n arm 20,

e rod 26, and like the rod 20 terminates at arm 43- The-arm 4311818 its operatingswitch-throwing armsame height, in l the switch-setting devic [which position they will entirely clear or escape those parts of the switch-operating devices that are on the track, and the train will pass over the switch without operating the same. I have so arranged thewhole mechanism that when the operating-lever is pushed to the extreme forward position and there locked the contact-roller on the right side of the engine will engage the track device and throw the switch for the siding, and is in its extreme rear position obviously a reverse operation will" result; However, I desire it understoodat the outset, and it is obvious, that this arrangement 1 may be changed or reversed and-ahyprede-fio termined operation of the switch, whether 'to avoid the track devices entirely or to operate the same from one or'the other side of the track, may be brought about by changing the normal posit-ions of the parts. 85 Having described the .mechanism' carriedr by the locomotive or engine,-I will now de scribe in detail what I have heretoforere-- ferred to as the "trackdevices-that is to say, the equipment of the track*which,-" o in combination -with the engine devices, 1 serve to throw the switch to one side or the -other as the exigencies of the case may--re-- quire.

Referring more particularly-to Figs. 3, 4, r 5, and 6, the numerals 2'8 and28 represent two arms pivoted at 29 between the upturnedv portions or ears 30 of two rigid plates-31,- whichare firmly secured to the extensions 31 of two crossties-32. Thesearms 28 and 100 28 are each provided with a curved arm- 32,- ranging in the direction of the approachof the engine. The arms 28 and' 28 areeach fu-rther provided with short depending arms 33, (clearly shown in Figs. 2 and-5,) to which-are 1o 5 pivoted at 34 the oppositeends-of atrans verse arm 35, which has-a central enlarge-v ment 36, recessed for the reception of the 37, whichis pivoted to the arm- 3-5,as shown at -38. The switch r10 throwing arm 37 is pivoted at 39 to a cross--- tie 40 and extends forward, where -its other end is pivoted in a-recess41 in an enlarge-e ment 42,formed centrallyin the transverseouter; end at 1 I 5 tached to the movable switch-r oints44 and- '45- The'arm- 43 has integral therewitha short depending arm' 46, to whichi-s pivoted at 47 the innerendof a rod 48. The outer end-of the rod 48 ispivoted at 49 to a short-Ir arm- 50, which forms a part of the-switch; setting or weight-throwingdevice. 51. 1 This a 'device is pivoted upon a bolt -52,-havin'g bearings in ears 53, formed upon'a-base-plate- 54, which is provided witha curved slot-55, in I2 5 which works atransverse pin 56, which pin--' connects the arms 57 of a switchew eight 58.; -The arms- 57 of the switch-weight arealso pivoted on a bolt 52. The arrangemen-tof e 51 with relation to 1 0 '66 and lower plates 67.

the weight is such that when the weight is thrown by a sudden movement of the device through the medium of arm 48 the pin 56 will be suddenly moved from its last position and thrown over, thus bringing said pin to the other end of the slot, where the weight will hold the switch set. In Fig. 6 a dotted position of this mechanism clearly shows the position of the parts after the switch has been operated.

For the switch-setting device and weight and the parts directly connected with them I provide a casing 59, which may be of any approved construction and provided with means for locking the same to prevent the switch from being tampered with. It will be understood that when the switch is to be operated by hand it will only be necessary to unlock the casing and throw the weight to the desired position in the ordinary manner.

In Figs. 3 and 4 of the drawings I have shown in dotted lines, as indicated at 60, an arm like the arm 37, to the end of which, if found desirable, I may connect a transverse arm like 35, which may in turn be connected with arms like 28 and 28 or, in other words, duplicate the mechanism on both sides of the switch-weight, so that the switch will be operated by an engine or train approaching the switch from the direction opposite that in which the described mechanism would be operated; but this being mere duplication it is not deemed necessary 'to further illustrate the connections or to further describe the modification.

The numeral 61 designates a curved guard, one of which I provide over each curved portion of the arms 28 and 28. These guards are to prevent the direct contact of the rollers 1S and 24 with the curved portion of the arms. At one end each guard is rigidly at tached, as at 62, to a plate or support 63; but in order that the guards may yield downwardly when engaged by the contact-rollers on the engine I provide each with an elongated slot 64, through which passes ashort bolt 65. The bolts 65, aside from passing through the slots, pass through small plates The plates 66 are not clamped tightly upon the slotted ends of the guards, but rest upon them in a manner that will permit the free movement of the guards. This movement, however, will be very slight, as it will correspond to the degree of depression of the arms 28 and 28 when one or the other is depressed.

Having described the construction of the mechanism, its operation will now be de scribed. Assuming the contact-rollers to be in the position shown in full lines, Figs. 1 and 2, the switch will not be operated and the train will pass onto the track set for it, which track may be indicated by any well-known signals now in use. Assuming, further, the

switch to be in the position shown in Fig. 3, or

set to take the rails a and b, and it is then desired to take the rails c and (1, the engineer or other proper person in the cab as the engine approaches the switch throws and sets the lever so that the contact-roller 18 is thrown down to the position where it will engage the arm 28, or rather the guard resting upon the arm, which arm will be rocked upon its pivot 29 and will exert a sudden pull upon the transverse rod 35, which in turn will rock the arm 37 on its pivot 39 and through the medium of said arm will exert a sudden pull upon the transverse arm 43, which by reason of its connection with the rod 48 will throw the switch-weight to the opposite end of the slot 55 from that which it formerly occupied, thus shifting the switchpoints and holding them firmly in position.

It will be seen by reference to Fig. 6 that the arms 57 are each provided with a slightlyelongated slot 57, through which the pin 56 passes, which gives the said pin a little play in said arms.

I claim- 1. In a railway-switch, the combination with devices located adjacent to the trackrails, mechanism between said devices and the switch-points whereby the switch is operated with each operation of said devices, an operating-lever carried by the vehicle, a rockshaft mounted on the vehicle, and having contact devices connected therewith, a con nection between the operating-lever and the rock-shaft, whereby when the lever is operated one contact device is raised and the other depressed, means for rigidly locking the opcrating-lever, pivoted arms operating in conjunction with the contact devices to hold them rigidly to their work when lowered to operate the switch, whereby the lever and devices may be positively set in advance to take either the main track or the siding regardless of the known position of the switch.

2. In a railway-switch the combination with means carried by the locomotive or train and under control of the engineer or other person on the train, a pivoted arm adjacent to each rail of the track and adapted to be engaged by the said means carried by the train, a transverse arm pivotally connecting each of said pivoted arms, connections between the transverse arm and the switchpoints whereby the switch-points are shifted to one side or the other, when one or the other of the pivoted arms is engaged by the train means, and a switch-weight connected with the switch-points and adapted to be thrown when the switch is operated to set the switch, substantially as described.

3. In a railway-switch, the combination with means carried by the locomotive or train, a pivoted arm adjacent to each rail of the track and adapted to be engaged by the said means carried by the locomotive or train, a transverse arm pivotally connected Its to eae'h of said pivoted arms, a switch-throwmg: arm as 37?,having connectioniwith-the transverse-arm and switch points whereby the switch-points are thrown to one side or I the other'when. the first-mentioned pivoted arms are riockedyand a suitable switchweight so connected with the switch-p0ints as to'set them in one position or the other when-the switch is operated.

4. In aiailway-switch, the combination with an operating-lever carried by the locomotive, a roc'k-shaft also carried by the locomotive andhaving contact-rollers connected therewith, a connection between the-operwhen the lever is operatedone or the other gaged by one or vices carried by the engine,'a transverse arm as 35 pivotally connected to the pivoted arm,-

switch-weight: having with theswitch point-whereby it is thrown ating-lever and the rook -shaft, whereby of the contact devices is raised or depressed, or both of said contact devices raised for the purpose setforth,-apivoted arm' adjacent to each rail of-the track and adapted to beenthe other of the contact desuitable connection between the-transverse arm 35' and the switch-points whereby they are thrown to one side or theother when: one

or the other of the pivoted arms isengaged by' said contact" devices,:a'nd a suitable suitable connections with each operation of. the switch and holds the same set, substantially as described.

crating-lever 5. In arailwa3.rswitoh, the combination with the operating-lever carried by the locomotive, a rock-shaftmou-nted upon the loco motive and having contact devices connected therewith, a connection between the opand' the rock-shaft, whereby -when the lever is operated one or the other of the contact devices is raised or depressed or both o-fsaid-devices raisedfor the purpose set forth, means for holding the contact devices rigidly to their work when lowered to operate the switch, devices located adjacent to each rail of the track and adapted to-be engagedby-one or the other of the contact devices, an arm connecting said devices, connections between the arm and the switchpoints wherebyvthey are thrown 0r shifted when one' on the other of the devices is engaged by said contact devices, and means for automatically setting the switch in its thrown position, substantially as-described.

6. In a railway-switch,-=the combination with means carried by the-locomotive or :train, and under control of the-engineer or other person thereon, a pivoted armadjacent to each rail of the track and adapted tobe engaged by the saidmeans carried by the locomotive or train, a transverse arm pivotally connecting the pivoted arms, a pivoted switch-throwing armconn'ected atone end with said transverse arm and having connection with the switch-points whereby the switch-points are thrown or shifted to one side or the other when the first-'mentioned pivoted arms are rocked, a suitably-protect ed' pivoted switch-weight formed with two arms connected by a cross-rod, a pivoted device mounted upon the shaft of the switchweight and having a slot therein through which passes the connecting-rod, and an arm

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