US926570A - Switch-operating device. - Google Patents

Description

G. G. JOHNSON.

SWITCH OPERATING DEVICE.

APPLICATION FILED we. 31, 1908.

926,570. Patented June 29, 1909.

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W 16 J2 J0 J1 Witnaaom C. G. JOHNSON.

SWITCH OPERATING DEVICE. APPLICATION rnmn AUG. a1, 1908.

926,570. Patented June 29, 1909.

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W49 2 a3 gg 49 l9 .625 fairly W y kl Z5 20 I avwaufoz UNITED TATES E ATENT OFFICE.

CYRUS O. JOHNSON, OF BE'IHANY, ILLINOIS.

SWITCH-OPERATING DEVICE.

To all whom it may concern:

Be it known that I, (Evans 0. JOHNSON, a citizen of the United States, residing at Bethany, in the county of Moultrie and State of Illinois, have invented a new and useful Switch-Operating Device, of which the "following is a specification.

This invention relates to switch operating devices, and more especially to improvements in a switch operating device for which a patent was granted to me August 22nd, 1905, hearing the number 797,582. In the atent above cited, the switch oint was ocked in position by .mcans of a spring bearing on a rocking member, the ends of the spring engaging certain notches in said member when the switch was either full open or closed. In some instances it is found that this yielding lock is unsatisfactory, and the principal object of the present invention is to provide, in a switch operating device of somewhat similar character, a positive lock adapted. to be operated by mechanism attached to the car or other rolling stock, said lock being released immediately before the rocking member is actuated.

Another object of the invention is to provide a switch operating device which shall be located entirely below the plane of the roadbed, so that the same may be used for street cars or the like, without any objectionable projection above the surface of the street.

A further object of the invention is to provide a switch of the character described, with a supplemental manually operable means, to successively unlock the switch and throw the same to either open or closed position.

A still further obj cct of the invention is to provide an improved car supported actuating means, whereby the operations of unlocking the switch and throwing the same may be successively accomplished, said means being adjustably attached to the car and entirely under the control oi the motorinan or other car operative.

lVith the above and other objects in view, the invention consists in general of a pair of closed casings or pits sunk in the ground, a switch point located opposite one of said cas ings, a switch lever pivotally mounted in said casing, yieldable means for connecting said switch point to said switch lever, actuating and locking mechanism held in the other casing and operatively connected to said switch lever, and improved means carried on the car Specification of Letters Patent.

Application filed August 31, 1908.

Patented. June 29, 1909.

Serial No. 451,000.

for successively unlocking said locking mechanism and operating the actuating mechanism or rocking element, .in combination with manually operable means to successively unlock the locking mechanism and operate said switch lover.

The invention further consists in certain novel details of arrangement and combinations of parts, hereinafter fully described, illustrated in the accompanying drawings, and specifically set forth in the claims.

In the accompanying drawings like characters of reference indicate like parts in the several views, and z- Figure 1 is a top plan view of a switch constructed in accordance with this invention, certain portions of the pit or casing covers being broken away to show the operating mechanism, and certain other portions of such mechanism, and the supports therefor being broken, the better to show the parts of the mechanism below. Fig. 2 is a longitudinal section on the line AB of Fig. 1, this section also showing a car equipped with the improved car supported actuating means. Fig. 3 is a section on the line CD of Fig. 2. Fig. 4 is a detailed sectional view showing the means for manually operating the unlocking and switch-throwing devices.

Inasmuch as this invention is peculiarly adapted. for use on street railways or other railways where a pavement is laid between and around the tracks, the drawings represent the same as applied to a paved street. It will be obvious, however, that this device may be used in other cases as well, the easings hereinafter described serving in such instance to protect the operating mechanism from malicious damage or exposure to the weather.

The numeral 10 indicates the main line of a car track and at 11 is shown a turn-out or siding. It is a well known fact that most street railways are provided with but one switch point, and, accordingly, there is here shown but a single switch-point 12, pivoted in the manner common to such devices. At 13 are shown the usual guard rails common to switches.

Substantially opposite the switch point 12 is located a casing 14, shown in the present instance as sunk in the ground so that the top of the casing, indicated at 1. 5, is level with the surface of the paving, indicated at 16. A similar casing 17, provided with a cover 18, is held in spaced relation to the casing, being located between the main line rails 10, at a point sufficiently in advance of the switch point to permit the actuation of the switch prior to the arrival of the car thereon.

The casing 14 contains those elements of the mechanism which operate directly upon the switch, while the casing 1 7 holds that part of the mechanism which is actuated by the car, and in turn actuates the elements in the casing 14.

Considering now the portion of the mechanism contained within the casing 14, there is held therein a bracket 19, positioned in spaced relation above and in alinement with a bar 20. Both the bracket and the bar are rigidly attached to the casing, the bracket being attached at but one end, while the bar extends entirely across the casing in alinement with the main line rails, and is rigidly connected to the casing at both ends. The bar and the bracket 19 are each perforated, so that a shaft 21, provided with a square head 22, may be held for rotation therein. Above the square portion of the shaft 21 is formed a flange 23. Loosely mounted upon the shaft 21 is a switch lever in the form of a frame having a lateral mediate extension so that the frame with the extension takes the shape of aT. This switch lever is pivoted to the shaft 21 at the end of the T stem, this being indicated by the numeral 24, while the frame proper, forming the head of the T, is indicated by the numeral 25. Slidably mounted in the frame 25 is a block or head 26, which is normally positioned at the center of the frame by means of oppositely disposed springs 27, one end of each of which bears against the block 26, while the opposite ends bear against the ends of the frame 25. A switch bar 28 is pivotally connected to the block 26 at one end and is connected to the switch point 12 at the opposite end. By means of this arrangement, it will be noted that if the T lever be oscillated the switch point will be moved from side to side, and yet if the same be held in such position as to hold the switch either open or closed, a car may pass backward over the switch Without it being necessary to disturb the setting of the lever, inasmuch as the springs 27 will yield and permit such movement of the switch point as will allow the car to pass in that direction.

In order to move the T lever there is provided on the shaft 21 a short arm 29, rigidly attached to the shaft, and upon the upper side of the stem 24 are a pair of spaced lugs 30. These lugs and the short arm 29 are so positioned relative to each other as to permit of a slight amount of lost motion in the arm 29, before coming in contact with one of the lugs 30 to change the position of the switch. The reason for this lost motion will become apparent when the locking device is considered hereinafter.

In order to rotate the shaft 21, there is mounted upon the square portion of the head underneath the collar, a hand. lever 31, provided with a suitable aperture to fit said square portion. This aperture is somewhat elongated in form, so that the outer end of the hand lever may be raised to a certain extent. This shaft 21 extends upward through the cover 15, and this cover is provided with a slot 32, so that the handle 31 normally lies positioned within the slot, and does not project above the cover 15.

Considering now the casing 17 and the mechanism contained therein. This casing 17 is provided with a pair of longitudinal guide slots 33, positioned on each side thereof and provided with flaring months or entrances 34. Bars 35 and 36 are held in spaced relation longitudinally of said casing, and are rigidly attached thereto at both ends of each of said bars. A shaft 37 is mounted between the bars 35 and 36, and upon this shaft is pivotally mounted a rocking member 38. This rocking member is preferably provided with rounded ends, one of which will always extend across the guide slots 33 on one side or the other of the casing. Upon the under side of this rocking member is formed a pair of lugs 39, preferably in the form of hooks. The central portion of the rocking member 38 is provided with an arouate lug 40, so shaped and dimensioned that when the member 38 is in either of the extreme positions, indicated by full and dotted lines in Fig. 1, the end of the lug 40 adjacent the center line of the track will be parallel to that center line and spaced at a short distance therefrom. Upon the under side of the bar 36, preferably near the end of said bar farthest from the switchpoint, is a pair of spaced lugs 41, through which passes a short shaft 42. Pivotally mounted upon the short shaft 42 is a lever 43. A second pair of ears or lugs 44, are preferably formed on the under side of the bar 36, and these lugs 44 serve to support a crank shaft 45, the ends of which are connected to the lever 43 by means of suitable rods 46. This shaft 45 is provided at its middle point with an upwardly extending arm 47, which is adapted, when the shaft is substantially vertical, to lie in the path of the arcuate lug 40 and thereby prevent the movement of the rocking member 38. Lugs 48 are preferably attached to the under side of the cover 18 and pivotally mounted between these lugs and the cover are a pair of lock-releasing levers or triggers 49, one arm of each of which extends normally across the slot 33 adjacent thereto. The opposite or inner arm of these levers is connected to the ends of the crank shaft 45 by means of suitable rods or bars 50.

The two casings 14 and 17 communicate with. each other through a central pipe 51 and a pair of lateral pipes 52. Ears 53, are formed on the end of the frame 25, and pullrods 54, provided with suitable turn-buckles, 55, are connected to these ears, pass each through one of the pipes 52 and are connected to the lugs 39 of the rocking member 38. Upon the under side of the bar 20 is formed a pair of spaced lugs 56, wherein is supported a shaft 57, carrying a lever 58. The upper end of this lever is connected by a pull-rod 59, passing through the pipe 51, with the upper ends of the lever 43 in the casing 17. This pull-rod 59 is provided with a turn-buckle 60, similar to the turn-buckle 55 on the pull-rods 54. A second pair of ears 61, is provided on the under side of the bar 20, and in these ears is mounted a crank shaft 62, having a downwardly extending arm 63, connected to the lower end of the lever 58 by means of a rod 64. Upon the shaft 21 is rigidly mounted a rocker arm 65, the ends of which are outwardly and downwardly curved so as to contact with the cross-bar of thecrank shaft 62, when the operating handle 31 is moved to the right or left of its central position.

Above the bracket 19 is positioned a washer 66, having the upper end beveled to limit the motion of the operating handle 31 in an upward direction.

Springs 67 in the casing 14 and 68 in the casing 17 are attached to the crank shafts 62 and 45 of the respective casings at one end and to the casings themselves at the other. The purpose of these springs is to hold the respective crank shafts in substantially a vertical position, so that the arm 47 may lock against the lug 40 of the rocking member 38.

In order to understand the operation of the manual throwing mechanism, let it be assumed that it is desired to change the parts from the positions shown in the full line to that shown in the dotted lines in Fig. 1. The hand lever 31 is raised and moved toward the left as the operator faces the switch point. This causes the arm 65 to contact with and rock the lever 62. This in turn through the pull rod 64 actuates the lever 58 which in turn through the ull rod 59 rocks the lever 43. By means of the rod 46 this movement of the lever 43 causes the arm 47 to assume the position shown in the dotted lines. When the arm 47 assumes this )osi tion the lug 40 is released so that the rocxing member 38 may move. At this time the short arm 29 comes in contact with the lug 30 on the stem 24 of the T lever and moves the same toward the right, thus moving the switch point 12 in that direction. After the switch point has been forced fully over by the movement of the hand lever 31 the same is brought back to the central position and dropped into the slot 32. This permits, by the action of the springs 67 and 68, the arm 47 to again resume its position. As the frame 25 moves to the right it carries with it, by means of the pull rod 54, the rocking member 38 and when the arm 47 reassumes the vertical position it will lock against the opposite side of the lug 40, thus holding the switch securely in the desired position. It is obvious that the reverse of this movement will operate to move the parts from the dotted lines to the full lines position.

Turning now to the mechanism which is supported upon the cars there is indicated a car flooring 69, supported on wheels diagrz'tnnnatically shown at 70. On the under side of the car flooring is mounted a pair of spaced brackets 71 supporting a shaft 72. These brackets and shaft are so arranged as to straddle entirely across the casing 17 when the car is positioned thereover. Upon the shaft 72 is held a sleeve 73 whereon is slidably mounted a head 74 arranged to be secured in desired position on the sleeve by means of a set screw 75 or the like. Pivotally attached at 76 to this head is an operating bar 77 of peculiar form. This operating bar has the end shaped in the form of a hook the bight of which is so proportioned with regard to the point that when in the position shown in full lines in Fig. 2 this bight will contact with the outer arm of the lever 49 before the point contacts with the arm of the i rocking member 38, it being noted from an inspection of that figure that the lever 49 is above the rocking member 38. This operating lever 77 is normally held in a raised position by means of a spring 78 connected to the operating bar and the under side of the car floor. In order that the motor-man or other car operative may control the throwing of the switch, a pedal 79 is provided in a convenient position and carries a stem 80 passing through the car floor 69, The lower end of this stem is pivotally attached to a bellcrank lever 87 which is in turn pivoted to lugs 82 supported beneath the ear floor. Similar lugs 83 serve to support a second bell-crank lever 84, one arm of which is attached by rods 85 to the operating bar 77. A rod 86 connects the other arms of the bellcrank levers S7 and 84.

By an inspection of Fig. 2, wherein the parts are shown in full and dotted lines, it will be apparent that when the pedal 79 is depressed the operating bar 77 will also be depressed and brought into operating position.

11 the operation of this portion of the device it is preferable to properly position the operating bar 77 before the car leaves the terminal so that it will run in one or the other of the slots 33. In some instances however, it may be preferred to provide a double set of operating bars so that one may run in each of the slots when depressed into operating position.

Let it now be sup )osed that a car is approaching from the felt hand of Fig. 1 and that it is desired to throw the switch point 12 from the position shown in the full lines to that shown in the dotted lines. T he motorman or other operative steps on the left hand pedal 79, it being assumed that the car is equipped with two operating bars. This causes the operating bar 77 on that side to be depressed in the manner previously described. As the car passes over the track the back end or bight of the hook contacts with the arm of the lever 49 which extends across the slots 33. This causes the lever 49 to move around its pivotal point and by means of the rod 50 operates to release the lug 40 from the locking action of the arm 4-7. As previously noted the operating bar 77 is so proportioned that at this time the point of the hook contacts with the arm of the rocking member 38 and causes the same to move to the position shown in the dotted lines. By means of the pull rod 5% connecting this rocking member with the frame 25 said frame is moved to the position shown in dotted lines and the switch point is thrown in a manner similar to that previously described in the operation by hand. At this time the back or bight of the hook has passed beyond the lever 49, thus releasing that lever and allowing the arm 47 to again assume the vertical position under the action of the springs 67 and 68 and prevent backward movement of the rocking member 38. It is obvious that a car having a route in the other direction would have the right hand operating bar depressed, and in consequence would throw the switch in the other direction. If, however, the switch be already in position and the operating bar be depressed, no harm will result, as the switch will simply be temporarily unlocked and will again lock itself immediately upon the bight of the hook passing the lever 49.

It is to be noted that in case the operating bar is not positioned exactly in alinement with the slots 33, the mouth or aws 34 will serve to guide it properly into alinement.

In order to provide for the proper drainage of the casings and guide slots, the bottoms of each are provided with a plurality of perforations 86 and a suitable cavity is formed in the ground below said casings, indicated at 97. This cavity may or may not be lined with brick, cement or the like, may be desired. But, in any event, it is preferred to make the floor of the cavity slope toward the center to an outlet 88 in communication with a pipe 89 which may be run into a sewer or other place of disposal of the accumulated water.

It is obvious that many minor changes may be made in the form and proportions of this invention without departing from the material principles thereof. It is not therefore desired to confine the invention to the exact form herein shown and described, but it is wished to include all such as properly come within the scope thereof.

Having thus described the invention what is claimed as new, is z- 1. In railroad switch, a switch point, a pivoted frame, said frame forming a switch lever, a spring-pressed head carried thereby and disposed eccentric to its pivotal point, a connection between the head and the switch point, a rocking member operatively connected with the frame and provided with a locking lug, a locking bar adapted to engage one end of said lug, and means to move said lockin bar out of engagement with said end; in combination with car-supported means to successively actuate said last mentioned means and move said rocking member.

2. In a railroad switch, a switch point, a pivoted frame constituting a switch lever, a spring-pressed head carried thereby and disposed eccentric to its pivotal point, a connection between the head and the switch point, a rocking member operatively connected with the frame and provided with a locking lug, a locking bar adapted to engage one end of said lug, and means to move said locking bar out of engagement with said end; in combination with car-sup orted means to successively actuate said ast mentioned means and move said rocking member, and mechanism operable from the car to control the position of said car-supported actuating means.

3. In a railroad switch, a switch oint, a pivoted frame constituting a switch ever, a spring-pressed head carried thereby and disposed eccentric to the pivotal point, a con nection between the head and the switch point, a rocking member operatively connected with the frame and provided with a locking lug, a locking bar adapted to engage one end of said lug, a release lever connected to said locking bar, said release lever being arranged to move said locking bar out of the path of the locking lug when the release lever is moved in one direction; in combination with car-supported means arranged to successively contact with said release lever and said rocking member.

4.. In a railroad switch, a switch point, a pivoted frame comprising a switch lever, a springpressed head carried thereby and disposed eccentric to the pivotal point, a connection between the head and the switch point, a rocking member operatively connected with the frame and provided with a locking lug, a locking bar adapted to engage one end of said lug, a release lever operatively connected to said locking bar, in combination with an operating bar supported on a car and arranged to successively contact with the release lever and the rocking mem- 1 her, and a pedal on said car connected to said operating bar to position the same in the path of said release lever and rocking member.

5. In a railroad switch, a closed casing, a switch point held adjacent said casing, a pivoted frame carried in said casing constituting a switch lever, a spring-pressed head carried thereby and disposed eccentric to the pivotal point, a connection between the head and the switch point, a second closed casing, a rocking member operatively connected with the frame in the first casing and provided with a locking lug, a locking bar pivotally mounted in said second casing and ada ted to engage one of the ends of said locking ug, means carried in said second casing to move said locking bar out of engagement with said locking lug; in combination with car supported means to successively actuate said last mentioned means and move said rocking member.

6. In a railroad switch, a switch oint, a pivoted frame constituting a switch ever, a spring-pressed head carried thereby and disposed eccentric to the pivotal point, a connection between the head and the switch point, a rocking member operatively connected with the frame and provided with a locking lug, a locking bar adapted to engage one end of said lug, a car-supported operating bar, car-supported means to move said operating bar into and out of operative posi tions, a release lever attached to said locking bar, lying in the path of said operating bar when in operative position, sald operating bar being arranged to successively actuate said release lever and said rocking member; in combination with manually operable means to successively release the locking lug and move said switch lever.

7. In a railroad switch, a closed casing, a switch point located adjacent said casing, a frame constituting a switch lever pivotallv mounted in said casing, a spring-pressed head carried thereby and disposed eccentric to the pivotal point, a connection between the head and the switch point, a second closed casing, a rocking member pivotally mounted in the second casing and connected with the frame, an arcuate locking lug formed on said rocking member, a locking bar adapted to engage one end of said lug, a release lever pivotally mounted in said second casing, a car-supported operating bar, mechanism supported on the car to control the position of said operating bar and move the same into 01' out of operative position, said bar when in operative position being arranged to successively contact with the release lever and the rocking member, a hand lever on the "first mentioned casing, a shaft connected thereto, and means connected to said shaft to successively unlock said locking bar and move said switch lever and rocking member.

In testimony that I claim the foregoing as my own, I have hereto allixed my signature in the presence of two witnesses.

CYRUS C. JOHNSON. \Vitnesses J. L. BONE, L. 0. ST. JOHN.

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