US947459A - Switch. - Google Patents

Description

J E. SARTOR 61; W. HITESMAN.

SWITCH.

APPLICATION TILED APR. 28. 1909.

Patented Jan. 25, 1910.

WH WQ WWW rag 1L2; for? Ffi'inesses W 63 I dwfii JOSEPH E. SARTOR AND WILLIAM HITESMAN, OF CINCINNATI, OHIO.

SWITCH.

Specification of Letters Patent.

Application filed April 28, 1909.

Patented Jan. 25, 1910.

Serial No. 492,749.

T 0 all whom it may concern:

Be it known that we, Josnrr-r E. San'ron and VILLIAM I-lrrnsnan, both citizens of the United States, and residents of the city of Cincinnati, in the county of Hamilton and State of Ohio, have invented certain new and useful Improvements in Switches, of which the following is a specification.

Our invention relates more particularly to that class of switches known on the Ameri can railways as a split switch.

One feature of our invention has to do with a novel arrangement in position of one of the switch rails of the switch and of a lengthening of the opposite switch rail.

Our invention further relates to an enlargement of a tie bar brace and to a novel and useful construction of the same.

These and other features of our invention will be hereinafter fully set forth.

The several features of our invention and the various advantages resulting from their use conjointly or otherwise will be apparent from the following description and claims.

In the accompanying drawings making a part of this specification, and in which similar characters of reference indicate corresponding parts,-Figure l is a view in perspective of a rail and of the guard rail and of our improved safety blocks combined. Fig. 2 is a View in perspective of one of our safety blocks. Fig. 3 is a view, partly in perspective and partly in section, of the combination of a rail, and a guard rail and one of our safety blocks combined, the section being taken in the plane of the dotted line 3, 3, of Fig. 1. Fig. 4 represents a plan of a track and accompaniments, illustrating our improved switch and including our safety blocks in position. Fig. 5 is a top view of either one of the safety blocks.

\Ve will now proceed to describe our invention in detail.

lVe have invented an improvement in what is technically known as a split switch, now in service on American railways.

One feature of our invention consists in changing the position of one of the switch rails and also by lengthening the said switch rail, according to its position. The pre ferred increase of length will vary from twelve inches to eighteen inches as the conditions demand. This said switch rail A is located on the opposite side of the track from the shorter switch rail B, and from what is known as the stock rail E. The two switch rails A and B are connected by tie bars, respectively marked O and l). The tie bar C we provide with an arm C which extends forward along the rail switch A, and. serves to strengthen the tapering terminal portion A of this switch rail A in an ad vantageous manner. This arm O of the tie bar O is connected to the rail, preferably by an angle iron C, and a series of bolts O" extending through the latter and into the said arm C and another series of bolts C extending through the said angle iron and into the said switch rail A. This tie bar C is connected to the short switch rail B, and the preferred means of such connection is an angle iron C, united by bolt C to the said short switch rail B, and by bolt 0 to the tie bar C. Holes C are preferably present in the tie bar C. By changing the bolt C from one to another of these holes, the distance between the long switch rail A and the short switch rail can be increased or diminished as may be necessary.

The tie bar 1.) is connected to the long switch rail A, preferably by an angle iron 1) A bolt 1)" connects the latter to the said long switch rail A. A bolt I) connects the angle iron I) to the tie bar D. This tie bar I) is connected to the short switch rail B by an angle iron D. The latter is connected to the said short switch rail by a bolt D, and is connected to the tie bar 1) by a bolt B A series of holes l) are preterabl y present in the tie bar .I). By changing the position of the adjacent bolt from one hole to another, distance of the short switch B from the long switch A can be varied. Motion is imparted to the switch preferably by a bar b connected at one end to the tie bar C, and at the other end to a suitable switch lever not herein shown but well understood.

It will be understood that at a proper point at the left of Fig. 41-, the long switch rail A is pivoted so as to allow it to move to and from the straight rail F. Also the short switch rail B is pivoted at the left, so as to allow it to move toward and away from the stock rail 1G. The pivotal connections between the tie bars and these rails to which they are connected allow any necessary pivotal movement of either or both of the said rails relative to the said tie bars. The shorter switch rail B is placed in service in the track opposite the long switch railA, and when against the stock rail E occupies a position wherein its length is parallel to the length of that portion E of the stock rail E which is immediately in front of the short switch rail point. These two rails B and E then form part of the main track. The stock rail E has a short or comparatively abrupt bend in it, forming a curve which leads off from the main track and constitutes a part of the turn-out or siding track. The stock rail is placed in service in the track in a position. This bend E of the stock rail begins at a point ust opposite the free end B of the short switch rail point. Such bend is to be from twelve to eighteen inches or more, if necessary. The bend E in the stock rail E guards and protects the short rail point or tapered terminal portion of the short switch rail B. This protection of the switch rail makes it safe for traffic to pass over the said switch point B when the said switch rail is thrown into proper position and a railroad car to remain on the main track. e preferably provide therefor a guard rail. The preferred construction of this guard rail, which construction is also a feature of our invention, formsin combination with the features of invention already described, a switch of great durability and safety. This guard rail H is five feet in length, or longer, at the option of the builder. It should not be less than five feet in length. This guard rail H is bent at both ends to one and the same side. Thus, as shown in Fig. 4, each end portion H is bent away from the stock rail E. hen in proper position, shown, there is an open space K between the said guard rail H and the main track (stock) rail E. At the ends of said guard rail H, as we construct it and locate it, the space between each of the said terminal points of the ends H H and the stock rail E is five inches wide, tapering to a space one and three fourth inches wide where the bend H ends in the straight portion H of this guard rail H. Obviously the space K between the straight main portion H of this guard rail and the main track is one and three quarter inches. The said guard rail H is placed in service in the track alongside of the stock rail E, and its main portion H parallel to the stock rail E, and a part of it is opposite the said long switch terminal portion A This said guard rail H is for the purpose of protecting, and it does protect the long switch rail point A This protection makes it safe for railroad cars, passenger and freight cars, loaded or otherwise, to safely pass over this long switch rail point A when the switch is in proper position for the turn-out or siding, consisting of the part A, A then close against the main rail F and. the track rail E (E and E the short switch rail point B being at a distance from the rail E. This guard rail H is reinforced by two safety blocks, respectively marked M. The latter are of a wedge shape, and we add these to the solid guard rail. These safety blocks M, M are placed in service. One of these blocks M is located in the space at one end portion of the guard rail between the said guard rail and the main track (stock) rail E. The other of these blocks M is lo cated in the space at the other end of the guard rail and between the said guard rail and the said main track E.

For the sake of economy and lightness, each safety block M can be cast hollow. Each block M is provided at each side near the base with a recess M Each recess M is adapted to receive the adjacent edge of the foot of the adjacent rail. Thusv the foot piece H of the rail H enters one of these recesses N 2 of the safety block M and the foot piece E enters the other one of these recesses M of the safety block M. The recesses M are shaped so as to well fit those adjoining foot portions of the rails which enter therein. The safety blocktherefore has a broad base lv 3 connected to the upper portion of the block by a neck M That side M of the block M which is next to the main rail E is straight, while that side M which is next to the guard rail H is inclined and preferably somewhat curved. This shape adapts each block M to be readily fitted into the space it occupies between the main rail E and the guard rail H. Each safety block M is held in place by rivets or bolts N, which extend through the web of one rail and through the safety block M and through the web of the other rail. In. case the se curing devices are bolts, nuts N will be present on the bolts, substantially as shown in Fig. 3. The outer end of each block is preferably beveled off and down forming the beveled end M In that side M of the block M which is next to the rail E, the groove IV 2 is extended for the whole length of the block, and therefore extends along below the bevel M On the other side, namely: the side M, the groove M preferably ceases below where the beveled end begins above, namely: in the plane of the surface M The block M fills the space between the rails up to the tread portion T of each rail for the entire distance between the bent por tion H of the guard rail and the opposite portion of the stock rail E. This safety block M not only holds the guard rail H steady relatively to the stock rail E and thereby increases the safety, durability and efiiciency of the switch, but it prevents the foot of the person crossing the track at such places, or being on the track, from being caught between the guard rail and the main (stock) rail. To those only who are unacquainted with railroading is it necessary to state that the foot of one passing over the track is very often caught between the guard rail and the adjacent main rail. In such event, often the one so caught has to cut his shoe, more often cut off the shoe sole to liberate his foot. Sometimes the one thus caught in the rails is compelled when an oncoming train reaches him before he can extract his foot to throw himself to one side and the train wheels crush off his foot.

When in proper position, the safety blocks will protect the guard rail from being overturned or otherwise pressed out of position. Hence those derailments at the switch, which sometimes occur where no guard rail is used will, by the above means, be n evented.

Only the very general and brief following description of the operation of this switch is necessary, viz.: \Vhen the switch is in the position shown in Fig. 4, the switch is set for the main straight track. To set the switch for the curved track, as the train is running from right to left, the tie bar C is moved forward toward the main rail F. Then the point A of the long switch ail of track A will come close against the rail F, and the point B of the short switch rail 15 will be away from the rail portion E" of the stock rail E. Then the oncoming train will pass onto the track A, E, and move along on the curve. The guard rail H will prevent the flanges of wheels on track F from digging into or injuring the rail point A or from displacing it, and will therefore preserve it from injury and also prevent the train from a possible derailment.

The aforementioned combination is economic in service, and contributes to advance traffic, eliminate friction to av great extent, and perpetuate the long switch rail in good working condition.

In practice, the bottom of each wedge block will be let down into the bed of the track, and if a cross tic or platform is there present, this bottom of the wedge block will be set down therein. The bed or tie or platform is hollowed out or cut down to let the wedge block down into position. This position of the bottom of the wedge block is illustrated in Fig. 3. In the illustration of the guard rail of Fig. 1, this guard rail is shortened, in order to bring its ends within the limits of the drawing. In practice, this guard rail will be much longer. Its proper length relative to its width and of the parts with which it is combined is well shown in Fig. -il-.

hat we claim as new, and of our invention and desire to secure by Letters Patent, .is:

'1. In a railroad switch, a straight track rail, and an opposite stock rail curved from the point where it serves as a part of the curved track, a short switch rail having a tapering end portion adapted to be moved against the stock rail the first part of its curve, the short switch rail when thus brought against the stock rail constituting a portion of the main straight track, and the long switch rall whose cud tapers and is adapted to lit a 'aiust the lirst aforementioned straight track rail, when the curved track is to be used, and which long switch rail point projects along the track to a dis tancc beyoi'nl the point of the short switch rail, and a guard rail on the track and near to and parallel with the straight portion of the stock rail, and having its ends bent away from the said stock rail. one end of this rail being near the point of the tapered cud of the short switch rail, the midlength of this guard rail being opposite the end of the tapered portion of the long switch rail, substantially as and for the purpo es spccilied.

In a railroad switch, a straight track rail, and an opposite stock rail curved from the point where it serves as a part of the curved track. a short switch rail having a tapering end portion adapted to be moved against the stock rail the first part of its curve, the short switch rail when thus brought against the stock rail constituting a portion of the main straight track, amt the long switch rail whose end tapers and is adapted to lit against the first aforementioned straight track rail, when the curved track is to be used, and which long switch rail point projects along the track to a distance beyond the point of the short switch rail, and a guard rail on the track and near to and parallel with the straight: portion of the stock rail, and having its ends bent away from the said stock rail, one end of this rail being near the point of the tapered end of the short switch rail, the midlength of this guard rail being opposite the end of the tapered portion of the long switch rail, and wedge safety blocks in the guard rail, one at each end portion of the guard rail. substantially as and for the purposes specified.

3. In combination with a switch and a guard rail opposite the long point thereof, the end portions of the guard rail being bent away from the adjacent track rail, the safety blocks, each block in the shape of a wedge straight on one side and the other side being inclined in a curve, these blocks respectively located between said rails at the respective end portions of the guard rail, each block provided at each side with a groove, in which is received the foot of the adjacent rail, the top of the wedge block being immediately below the tread flange of the rail, substantially as and for the purposes specified.

1. In combinz'ltion with a switch and a guard rail opposite the long point thereof, the end portions of the guard rail being bentaway from the adjacent track rail, the safety blocks, each block in the shape of a wedge straight on one side and the other side being inclined, these blocks respectively located between said rails at the respective end portions of the guard rail, each block provided at each side with a groove, in which is received the foot of the adjacent rail, the top of the wedge block being immediately below the tread of the flange of the rail, substantially as and for the purposes specified.

In combination with a switch and a guard rail opposite the long point thereof, the end portions of the guard rail being bent away from the adjacent track rail, the safety blocks, each block in the shape of a wedge straight on one side and the other side being inclined, these blocks respectively located between said rails at the respective end portions of the guard rail, each block provided at each side with a groove, in which is received the foot of the adjacent rail, the top of the wedge block being immediately below the tread of the flange of the rail, and the outer end portion of the block beveled from the top downward, substantially as and for the purposes specified.

6. The combination of a switch, a guard rail opposite the long point of the switch, the end portions of the guard rail being bent away from the adjacent traclcrail, a wedge safety block, inserted between the guard rail and the adjacent main track rail, said block provided near its base with a groove adapted to receive the adjacent foot portion of the adjacent rail, one side of the block being straight, the other side being inclined, the

top of the block when in place being substantially in the plane of the under side of the flange tread of the rails, the top of the block near the broad end portion of the block being beveled down to the end, substantially gs illld for the purposes herein before speci- 7. The combination of a switch, a guard rail opposite the long point of the switch, the end portions of the guard rail being bent away from the adjacent track-rail, a wedge safety block, inserted between the guard rail and the adjacent main track rail, said block provided near its base with a groove adapted to receive the adjacent foot portion of the adjacent rail, one side of the block being straight, the other side being inclined, the top of the block when in place being sub stantially in the plane of the under side of the flange tread of the rails, the top of the block near the broad end portion of the block being beveled down to the end, the said groove in the inclined side of the block stopping short of said broad end, substantially as and for the purposes herein before specified.

JOSEPH E. SARTOR. WILLIAM HITESMAN. Attest:

JOHN E. FITZPATRICK, K. SMITH.

Images