USRE1143E - Improvement in transferring cars from one track to another - Google Patents

Description

UNITED STATES PATENT OFFICE.A

WILLIAM wHAnT'oN, JE., or PHILADELPHIA, PENNSYLVANIA.

IMPROVEMENT lN TRANSFERRING CARS FROM ONE TRACK TO ANOTHER.

Spcclication forming part of Letters Patent No. 30,100, ldated September 1S, 1860*; Reissue No. 1,143, dated February 19, 1861. A

` ters of reference marked thereon.

My invention relates to an improvement in the mode of altering the course of railway-cars,

`for which Letters Patent were granted to William Brown, of Philadelphia, on the 30th day of August, 1859; and my improvement consists in the employment, in connection with sidings or turn-outs on railways, of a supplementary inclined or curved guiderail in combination with car wheels, so constructed as regards the said supplementary rail,which is so arranged in respect to the rails of the main track and those ofthe siding that the wheels may be transferred from the control of the rails of one track to that of the other by a lateral thrust caused by the wheels beating against the side only of the said inclined or curved guide-rail, as fully described hereinafter.

In order to enable others skilled in the art to make and use my invention, I will now proceed to describe itsconstruction and operation.

On reference to the accompanying drawings, which form a part of this specification, Figures 1 and 2 are ground plans of part'of a railway and a turn-out illustrating my improved mode of transferring cars from one track to the other; Fig, an end view of a truck with ywheels so constructed as to pass from the main track to the turn-out.

A, A', and A2 represent the direct rails forming the main track, and B and B' the railsV of the siding or turn-out. 'lhe rail A joins theV railB with a gentle curve at a, Figs. 1 and 2, one rail being a continuation of the other. At this curved `)unction of the rails A and B the portion A' of therail of the Inain track is separated from the diagonal rail B of the turnout by a space, b, suiciently large to allow for the free passage of the ilanges'of the wheels. The rail B' of the siding meets the rail A of the main track at 'a point opposite to that where the rail A' meets the rail B, therebeing sufficient space between the rail B' and the rail A2 for, the passage ofthe anges of the wheels.

To the track and at asuitable distance from the rail A is secured a supplementary or guide rail, D, the end e of which is slightly curved or inclined to correspond with the inclined rail B of the siding, and projectsa short distance beyond the end of the rail A', the distance between the latter and the guiderail being such as to allow the flanges of the wheels to pass freely between them. TheA guide-rail is also slightly inclined from about its middle toward the end f, so as to form a space gradually increasing in width between the said guide-rail and the rail A of Vthe main track. l

The cars which have to traverse the direct rails ofthe main track are provided with the usual wheels,(seen in red lines, Fig. 1,) the flanges of the wheels on one side passing between the supplementary guide rail D and the rail A', and the flanges of the wheels on the opposite side passing freely between the rail B' of the turn-out and the rail A2 ofthe main track, as the guide-rail D is so situated that it in no way disturbs the tendency of thesey wheels to traverse the rails of the main track.

The cars which have to pass from the main Y track to the siding or turnout are provided with wheels having simple annular projection s a0 on the inside, as seen in Fig. 3, the projections being of such a width that in passing between therailA and the supplementary rail D a lateral thrust will be imparted tothe wheels which will be directed onto the .railf B of the siding, as seen in Fig. 3, the wheels y on the opposite side of the car taking the direction of the rails B'.

I am aware that a-curved rail has been heretofore applied to turn-outs on railways for the purpose of changing the direction of the cars, and that such a rail has been described in the patent grantedpto William Brown, August 30, 1859, in which a grooved pulley or ilange'is used on the inside ofthe lwheels. for engaging into and riding over the curved bar-a plan objectionable .on account of the expense incurred in casting the grooved pulley on the wheel and the liability of the flanges of the latter to break by the strain,

L imparted to them WhenY engaging into theL curved bar.

I Claim as my invention and desire to se eure'by Letters Patent- The employment, in connection with sidings or'turn-outs on railways, of a supplementary inclined or curved guiderail, in combination with ear-Wheels so constructed as regards the said supplementary rail, which is so arranged in respect to the rails of the main traek and those of the siding that the wheels may be transferred from the control of the rails ofone 2 l l f Y 1,143

track to that of the rails of the other by a lateral thrust caused by the wheels bearing vagainst the side only of the said guide-rail, as

set forth. Y v Y In testimony whereof I have signed my name to this specification beforetwo subsorih ing witnesses.

WM. WHARTON, JR.

Vitnesses HENRY HOWsON, JOHN WHITE.

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