US974560A - Automatic railroad-switch. - Google Patents

Description

M. M. FERNANDEZ. I

AUTOMATIC RAILROAD SWITCH.

APPLIOATIOH FILED D3018, 190B Patented Nov. 1, 1910.

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MICHAEL M. FERNANDEZ, OF LOS ANGELES, CALIFORNIA.

Specification of Letters Patent.

AUTOMATIC RAILROAD-SWITCH.

Patented Nov. 1, 1910.

Application filed December 28, 1909. Serial No. 535,268.

To all whom it may concern:

Be it known that I, MICHAEL M. FERNAN- DEZ, a citizen of the United States, residing at Los Angeles, in the county of Los Angeles and State of California, have invented new and useful Improvements in Automatic Railroad-Switches, of which the following is a specification.

This invention relates to railway switches, and the object of the invention is to produce a railway switch which can be operated automatically from the railway train.

The invention is applicable to a double switch leaving a straight track, and the arrangement is such that a train proceeding on a straight track may pass on to the switch going to the right or the switch going to the left, or it may proceed past the switch on the main track. In the normal position of the switch the main track is straight, that is, both switches are closed. The switch mechanism enables a train approaching on the main track to move the switch points in any manner whatever, that is, a closed switch may be opened on either side of the main track or it may be moved to its closed posi tion. l

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

In the annexed drawing which fully illustrates my invention, Figure 1 is a plan showing a switch constructed according to my invention in its normal condition, that is, with the main track straight or open and both switches closed. Fig. 2 is a fragmentary view showing the switch points in the position which they assume when the swltch at the right is open so as to enable a train passing along the main track to move on to the right hand switch. Fig. 3 is a vertical cross section through the track device taken on the line 33 of Fig. 1. Fig. 4 shows a portion of the switch mechanism in side elevationcand shows certain parts in section; this view also shows part of the rail broken away. Fig. 5 is an elevation showing the inner face of the locking clutch which holds the switch points in their different positions. Fig. 6 is a vertical section taken on the line 66 of Fig. 3 and further illustrating details of the track device.

Referring more particularly to the drawing, 7 represents the main track having rails 8, and these rails 8 have curved extensions 9 and 10 which form rails of switches 11 and 12 respectively, the switch 11 passing toward the right and the switch 12 toward the left. The switches 11 and 12 include also rails 13 and 14 arranged as shown. These rails 13 and 14 are connected with rails 8 which continue the main track 7 beyond the switch. Between the rails 13 and 1 1' a main frog or V frog 15 is provided and near the point 16 of this frog, which is disposed on the central axis of the main track, I provide short angle frogs 17 and 18. These frogs 17 and-l8 have guard-arms 19 disposed near the sides of the main frog l5 and rail arms 20 which constitute extensions of the rails which form the frog 15. To the forward ends of the rail-arms 20 inner switch- points 21 and 22 are attached by pivot bolts 23 as indicated. The free ends of these switchpoints are pointed and are adapted to lie against the inner sides of the main track rails 8. In the normal position of the switch however, these switch points are separated from the rails 8.

In alinement with the rails 8 and adjacent to them, main track frogs 24: are provided which constitute part of the main track. To the ends of these frogs 24 adjacent to the switch, main switch points 25 are attached by pivot bolts 26 as indicated. The free ends of these switch points 25 are tapered and are adapted to lie normally against the inner sides of the rails 9 and 10 so as to hold the track straight. The webs 27 of all the switch-points are provided with openings 28 through which a switch-bar 29 passes. On the inner sides of the inner switch-points this bar is provided with collars 30 in the form of nuts, the inner faces of which rest against the sides of the webs of the inner switch-points as shown most clearly in Fig. 2. Between the webs of the inner switchpoints 21 and the main points 25 coiled springs 31 are placed around the switch-bar and these coiled springs 31 tend to separate each main switch-point from its corresponding inner switch point, the outward move-v ment of the main switch-point being prevented by collars 32 in the form of nuts fastened on the switch-bar as shown. These nuts 32 seat against the outer sides of the webs of the switch-point 25 as indicated most clearly in Fig. 2. l

The switch-bar 29 projects beyond the track at the side and its end is pivotally attached by a pin 33 to the upper member 34 lower clutch member 36 is fixed to a cross able bracket 48 of a circular clutch 35. ihis clutch comprises a lower member 36 which is also of circular form and both clutch members 34 and 36 are provided with radially disposed V-shaped corrugations or inclined teeth 37 as indicated most clearly in Fig. 5. The

tie or base 37 by means of suitable holding down bolts 38. Both clutch members are formed with central openings 39 through which a centrally disposed pivot bolt or stem 40 extends downwardly. The lower end of this stem is provided with a coiled spring 41 which thrusts against the washer 42 seat ed against a nut 43 in the lower end of the stem. The head 44 of this pivot bolt or stem seats on the upper face of the upper clutch member so that the force of the spring 41 tends to hold the upperclutch member securely on the face of the lower clutch mem her and so that the teeth 37 mesh with each other in the manner indicated in Fig. 4. On the upper side of the clutch member 34 a link 45 is attached which extends longitudinally of the track, and the other end of this link is attached pivotally to a bell crank lever 46 having a fulcrum pin 47 on a suit The link 45 is attached to the vertical arm of this lever and the hori zontal arm is attached to a neck 49 formed on the end of a rocker or rocker bar 50. As indicated most clearly in Fig; 3 this rockerbar 50 is pivotally mounted on a bracket 51 disposed 011 the central axis of the main track at a point just before the switch, and

in addition to this it is depressed below the rails as shown in Fig. 3.

In the bed of the track a track device 52 is placed, which comprises a base plate 52 in which depressible side plungers 53 are guided vertically. At these plungers enlarged counter-bores 54 are provided which receive coiled springs 55 which thrust upwardly and tend to hold the plungers in a raised position. To the upper ends of the plungers, shoes or heads 56 are attached. These shoes are elongated longitudinally of the track and present slightly curved or crowned upper faces 57. These shoes are received in pockets 58 into which they may ,be depressed in a manner which will be described more fully hereinafter. The bottoms of the pockets 53 are provided with drain openings 59 which enable the dirt and water to pass out from the pockets. In the normal position of the plungers 53 the shoes 56 are held with their upper faces elevated above the upper face of the base plate 53 as indicated most clearly in Fig. 6.

The lower ends of the plungers 53 are provided with pins 60 which limit their upward movement as will be readily understood. These plungers 53 are disposed near the sides of the track device. Intermediately placed .main plungers 61 are provided which are wardly from a head 64 in the form of a' plate. The middle portion of this head or plate 64 has a rib or shoe 65 projecting upwardly like the shoes 56. These plungers 61 are also provided with pins 66 which limit their uaward movement b en a in b D C}.

the under side of the baseplate 53. The plungers 53 and 61 are adapted to engage the upper edge of the rocker-bar 50 so as to move this rocker-bar into any position desired to operate the switch.

I provide means for depressing the plunger. For this purpose,'preferably on one of the axles 66 of the truck of the locomotive or car, I provide atrip wheel 67 which is adapted to be slid along the axle by means of a shifting-arm 68. The arm 68 has a yoke 69 which engages the edge of the wheel as shown. By any suitable means this arm 68 may be shifted so as to aline with either of the side shoes 56 or with the main shoe 65. In Fig. 3 I have shown the trip-wheel 67 in alinement with'the main shoe 65 and in the act of depressing the main shoe so as to depress the plungers 61. This has the effect of straightening'the track and closing both switches so as to return the switchpoints to their normal position in which they are shown in Fig. 1.

The general mode of operation of the switch will now be described.

Supposing that a train is advancing on the main track 7 toward the switch and it is desired that the train shall pass on to the right hand switch. The engineer on the train will operate the shifting arm 68 as he approaches the track device 52 so as to move the trip-wheel 67 towardthe right and bring it into alinement with the right hand shoe 56. As the trip-wheel strikes the shoe it will depress it so as to rock the outer end I of the rocker-bar or lever 50 downwardly. This will pull the link 45 toward'the track device, will rotate the clutch member 34 and shift the switch-bar 29 toward the left. Shifting the switch-bar toward the left in this manner will shift the switch-point 21 over against the left hand rail as indicated in Fig. 2. The end of the switch-bar will slide freely through the left switch-point 25 and will compress the spring 31 adjacent to it. This compression of the spring will of course occur by reason of the fact that the switch-point 21 must approach nearer to the switch-point 25 than is normal, being brought over by the collar 30. In addition to this, the collar 32 on the right side of the track will move the right hand switch-point 25 toward the left so as to hold its free end away from the right hand rail as indicated in Fig. 2. There will of course be no compression of the spring 31 on this s de of the switch however, as the switchoint 22 will move inwardly with perfect .reedomh The teeth 37 are arranged so that in one of 4 and it should be understood that in rotating the clutch member 34 it rides up on the inclined faces of the teeth 37 placing the spring ll in compression. WVhen it has been rotated to the proper point the spring 41 will seat it securely on the fixed clutch member. From this arrangement it should be understood that the switch-points will tend to stay in any position in which they are placed, and they can only be displaced by the exertion of a considerable force acting on the movable clutch member.

If it were desired that the train should pass on to the left switch instead of the right switch, the trip-wheel 67 would be moved toward the left so as to engage with the left shoe 56 depressing the plunger 53 at the left of the track. This will evidently give an opposite movement of the rocker-bar 50 and will shift the switch-bar 29 toward the right instead of toward the left. This movement of the switch-bar will bring the switch-point- 22 over against the inner side of the right hand rail compressing its corresponding spring. The end of the switch-bar 29 will swing the left switch-point 25 away from the left hand rail so that in all respects the switch will be held in a relation opposite to that illustrated in Fig. 2. This opens the left hand switch as will be readily understood. It will be evident also that whatever be the condition of the switch it can always be returned to its normal condition with the main track open by depressing the main shoe 65, for when this shoe is depressed both the plungers 61 will move down and they will return the bar 50 to its normal horizontal position. It will be evident that trains passing in the opposite direction from that suggested will throw the switch automatically by the flanges of its wheels so as to permit it to pass the switch on to the main track beyond.

Special attention is called to the means for mounting the trip-wheel 67 which depresses the plungers to operate the switch-points. By mounting this wheel upon an axle such as one of the axles of the truck. I avoid the use of mechanical parts which might be broken by the shock when the depressing member strikes the shoe which is to be depressed. With my construction the tripwheel must depress the plunger or raise the entire truck off the track. In this way I virtually employ the weight of the truck to operate the plungers. This insures a positive operation of the switch at all times.

Having described my invention what I claim as new and desire to secure by Letters Patent is 1. A main track having a switch track extending therefrom, movable switch-points cooperating with the switch rails and the main track rails, a transversely disposed switclrbar connected with said switchpoints, flexible connections between said switch-bar and said switch-points respectively permitting a limited independent movement of either of said switch-points with respect to the other, and means positively connected with said switch-bar for shifting the same.

2. A main track, a right switch track extending therefrom, a left switch track also extending therefrom, pivotally mounted switch-points cooperating with the rails of said tracks, a transversely disposed switchbar, flexible connections between said switchbar and said switch-points respectively permitting a limited independent movement of the different switch-points with respect to the remainder thereof, and a track device positively connected with said switch-bar and affording means for shifting said switch bar.

3. A main track having main switchpoints pivotally mounted in alinement with the rails thereof, a right hand switch track, a left hand switch track, inner switch points pivotally mounted in alinement with the rails of said switch tracks and having their free ends disposed adjacent respectively to said main switch-points, a transversely disposed switch-bar engaging all of said switch-points to shift the same, springs in connection with said switch-bar permitting a limited independent movement of said bar with respect to said main switch-points and a track device connected with said switchbar and adapted to be actuated by a passing train.

4. A main track having main switchpoints movably mounted in alinement with the rails thereof, a switch track, inner switchpoints movably mounted in alinement with the rails of said switch track and having their free ends disposed adjacent respectively to said main switch-points, a transversely disposed switch-bar engaging all of said switch-points to shift the same, springs in connection with said switch-bar permitting a limited independent movement of said bar with respect to said main switch points, a track device connected with said switch bar and adapted to be actuated by a passing train, and resilient means tending to hold said switch-bar in its different positions corresponding to the different positions of said switch-bar.

5. A main track having main switchpoints pivotally mounted in alinement with the rails thereof, a right hand switch track,

a left hand switch track, inner switchpoints pivotally mounted in alinement with the rails of said switch tracks and havmg their free ends disposed adjacent respectively to said main switch-points, a transversely disposed switch-bar engaging all of said switch-points to shift the same, springs in connection with said switch-bar permitting a limited independent movement of said bar with respect to said main switch-points, a rotatable clutch member attached to said switch-bar and having clutch teeth, a fixed clutch member also having clutch teeth engaging said first teeth and tending to prevent the rotation of said rotatable clutch member, resilient means tending to hold said clutch members with their teeth in engagement and a track device connected with said rotatable clutch member for rotating the same.

6. A main track having main switchpoints pivotally mounted in alinement with the rails thereof, a right hand switch track, a left hand switch track, inner switchpoints pivotally mounted in alinement with the rails of said switch tracks and having their free ends disposed adjacent respectively to said main switch points, a transversely disposed switch-bar engaging all of said switch-points to shift the same, springs in connection with said switch-bar permitting a limited independent movement of said bar with respect to said main switch-points, a rotatable clutch member attached to said switch-bar and having teeth on the face thereof, a fixed clutch member having teeth cooperating with said first clutch member, a spring tending to hold said clutch members in engagement with each other, a link at tached to said rotatable clutch member, a track device adapted to be actuated by a passing train, and means for actuating said link from said track device.

7. A main track having pivoted main switch-points in alinement with the rails thereof, switch tracks having pivoted switch-points in alinement with the rails thereof, a switch-bar affording means for shifting said switch-points, a track device arranged in the main track, depressible side shoes at said track device, adepressible main shoe at said track device, means actuated by said side shoes for opening said switch the same in a fixed position, and means for 7 moving said bar into different directions for shifting said switch-points.

9. A main track, switch tracks extending therefrom, movable switch-points for controlling the condition of said tracks, a transversely disposed rocker under said main track, mounted to rock on an axis longitudinal with the track means for moving said rocker in one direction to open one of said switches, means for moving said rocker in the other direction to open the other of said switches, and means for returning said bar to a normal mid position to straighten the main track.

10. A main track, switch tracks extending therefrom, switch-points in connection therewith for controlling the condition of said tracks, a rocker-bar disposed under said main track, mechanism connecting said rocker-bar with said switch-points, depressible members adapted to engage said rockerbar and adapted to open either of said switches respectively, and a depressible member having two plungers adapted to en-' gage said rocker to return the same to its normal position and straighten the main track.

In witness that I claim the foregoing I have hereunto subscribed my name this 20th day of December, 1909.

MICHAEL M. FERNANDEZ.

Witnesses:

EDMUND A. STRAUSE, F. D. AMMEN.

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