US1774709A - Electrical switch-operating mechanism - Google Patents

Description

Sept. 2,1930. 5 H, GRlM 1,774,769

VELEQTRICAL SWITCH OPERATING MECHANISM Filed Jan. 28, 1930 2 Sheets-Sheet l INVENTOR jazwaragrz'm ATTORNEY Sept. 2, 1930. E. H. GRIM 1,774,709,

ELECTRICAL SWITCH OPERATING MECHANIS Filed Jan. 28, 1930 2 Sheets-Sheet 2 Jdwa I ATTORNEY Patented Sept. 2, 1930 UNITED STATES EDWARD H. GRIM, F DOTT, WEST VIRGINIA ELECTRICAL SWITGH-OPERATIN G MECHANISM Application filed January 28, 1930. Serial No. 423,994.

The invention generally relates to electrical switch operating mechanisms of the character disclosed in Patent No. 1,566,474: issued to me on December 22, 1925, and primarily has for its object to provide certain new and useful improvements over the disclosure referred to which will insure certainty and safety of operation, and render the manufacture, installation and mainte- 10 nance of the improved mechanism more economical than that previously disclosed.

In its more detailed nature the invention resides in the provision of a simplified electrical system of switch control wherein the switch throw is accomplished by a single double-coil solenoid controlled by distant switch devices suitably located along the trackway and actuated by an operative'riding a vehicle moving over the trackway, the

system being adapted for utilizing the control current of the customary trolley line alone without need of complicated trolley systems paralleling the trackway.

Another object of the invention is to provide a novel means for mechanically effecting the shifting movement of the switch points including novel means for assuring perfect contact of the points with the respective main rails at all times, and novel means for so locking the engaging switch point directly with the main rail which it engages as to effect a distribution of the travel shocks to said main rail to thereby guard against switch rail splitting.

The invention still further resides in the provision of novel means for controlling the switch operating mechanism from a travelling vehiclie.

Other objects will in part be obvious and in part be pointed out hereinafter.

To the attainment of the aforesaid objects and ends, the invention still further resides in the novel details of construction, combination and arrangement of parts, all of which will be first fully described in the following detailed description, and then will be particularly pointed out in the appended claims, reference being had to the accompanying drawings, in which r 50 Figure 1 is a plan view illustrating a switch equipped with my improved operating mechanism, the electrical wiring connections also being indicated diagrammatically. V

Figure 2 is an enlarged detail vertical cross section of the switch taken at the position of the switch bar. 7

Figure 3 is an enlargedplan view of the locking device at one side of the switch bar.

Figure 4 is a detail perspective view of one of the circuit closing levers.

Figure 5 is a detail perspective view of the actuator bar.

Figure 6 is a detail sectional view illustrating the hand'operating lever. v

Figure 7 is a detail section on line 77 of Figure 3.

In the drawings, in which like numerals of reference indicate like parts in all of the fig ures, 1 designates the main line track rails. and 2 the merging track rails of a branch line, all said rails being supported upon ties 3 in the usual manner.

The usual swingable switch points as indicated at 4 are connected with the shiftable switch bar generally designated 5. The switch bar proper extends across the trackway beneath the switch points and its detailed construction and the manner of connecting the same to the switchpoints will be described later.

This switch bar is preferably pivoted at 6' to the core '7 ofa single solenoid generally designated 8 and suitably mounted at one side of the trackway in line with the switch bar. The solenoid includes two coils which are alternately energized in a manner to be described later for shifting the core in one direction or the other to in turn shift the p switch points.

While my improved control apparatus may be employed in combination with any switch, it is designed for use in connection with the switches of mine ore and coal haulage trackway systems, and the present disclosure is based upon such a use without limiting the scone of the invention to such use.

The haulage systems mentioned commonly employ hauling locomotives 9 driven by electric motors which derivetheir power through a trolley pole 10 from an overhead power line trolley 11. In this disclosure the power line 11 is shown to be connected at 12 with a suitable source of power 13. The locomotive motor is designated 14 and the locomotive newer circuit is completed by grounding the motor to the locomotive wheeled frame as at 15, the wheels of said locomotive effecting a ground connection with the rails as diagrammatically indicated at 16, said rails also being grounded in common with the source of power 13 as indicated at 17. Thus the complete power circuit for the locomotive is from source 13 through connection 12 with power line 11, through power line 11 and trolley pole to motor 1 1, through motor 14 and frame ground connections 15 and 16 with the rails and from thence through rail ground connection 17 to said power source 13.

The individual reversely and alternately active solenoid coils are indicated at 18 and 19. These coils are each connected one end at 20 and 21 respectively with individual fixedly supported contacts 22 and 23, and at their other ends, by connecting circuit lines 2-1 and 25 with make and break contact members 26 and 27 respectively which are carried by individual control levers 28 and 29. These levers are mounted at opposite sides of a trackway a suitable distance away from the switch in the direction of approach and are adapted to be selectively brought into activity for energizing the proper solenoid coil 18 or 19 for shifting the switch points to'one position or the other.

Each lever 28, 29 is pivoted at 30 upon a suitable fixed support 31 at the side of the trackway or suspended from the mine ceiling, and the movable contacts 26 and 27 carried by the levers are adapted to be moved nto and out of contact with fixed contact members respectively designated 32 and 33 and which are individually connected with the trolley line 11 by current take otl lines designated 34 and 35 respectively.

The shiftable switch bar carries a make and break contact plate 36 (which may be insulated from said bar as at 37 if desired) anoso extended from said bar, relatively to the fixed contact members 22 and 23, that it will alternately engage said contacts as the bar is shifted, always remaining in contact with one thereof at each at rest position of said bar.

In operation, assume the parts to be positioned as shown in Figure 1 of the drawings, the locomotive and load train approaching the switch along the main line tracks 1, the switch points being shifted as shown to permit continued travel over the main line tracks nstead of a turn to the right onto the branch line tracks 2.

It will be understood, of course, that the locomotive operator does not know that the switch is already properly set for the direction in which he desires to travel, and consequently he proceeds to shift the control lever 28 at the left hand side of the trackway. The engagement of the contacts 26 and 32 however will not be eli'ective to complete a solenoid circuit because the only circuit which the lever 28 could complete is broken across the non-engaging contacts 22 and 3G and consequently this lever movement proves to be precautionary only and effects no switch point movement Howev r, should the switch points have been in the opposite positions, and a change of position therefore necessary to permit main line travel the movement of the lever 28 would have completed a circuit as follows from power source 13 through line 12 to trolley line 11, through trolley line 11, line 34:, contacts 26 and 32, line 24, coil 18, line 20, contacts 22 and 36, line 38 to rails and from thence through ground line 17 again to source 13. The solenoid coil 18 is thus energized and the core 7 thereof shifted in a direction for moving the switch points to the position shown in Figure 1.

Should it have been desired to turn off the main tracks 1 onto the branch line tracks the lever 29 at the right hand side of thc trackway would have been moved to close the contacts 27 and 33 and complete the coil energizing circuit as follows: from power source 13, through line 12 to trolley line 11, through trolley line 11, line 35, contacts 27 and 33, line 25, coil 19, line 21, contacts 3 and 26, line 38 to rails and from thence through ground line 17 again to source 13. The solenoid coil 19 is thus energized and the core shifted in a direction for moving the switch points to the position opposite that shown in Figure 1 so that a turn onto the branch track rails 2 will be effected.

In the novel apparatus herein described the circuits just above described are designed to remain closed for energizing the respective solenoid coils only momentarily, thus rendering the apparatus economical in operation and safe to a maximum degree.

To this end each lever 28 and 29 is provided with a flexible or yieldably mounted end. This may be provided for in numerous ways, one being to provide an end extension joined to the main body by a spring joint 39 as shown in Figure 41-. A spring 10 is also provided and mounted on each lever pivot and arranged to engage said l ver to normally hold the lever in the contact dis-en gaging position.

For shifting the levers, I provide an actuator bar 41 carried by the locomotive and laterally slidable in keepers 12. The bar is equipped with a handle or l-rnob by which it may be grasped and shifted to one side or the other beyond the locomotive and into position for engaging a selected one of the levers 28 or 29 so that as the locomotive comes abreast of said lever it will engage its lower end and force into engagement the contacts ing notch 53 27 and 33, or 26 and 32 as the case may be, thus completing a coil energizing circuit if the contact 36'happens to be in engagement with the fixed contact 22 or 23 of that particular circuit as above described.

The flexible end of each of the levers allow the actuator bar 41 to engage andpass under and past said lovers without breakage. As soon as the bar 41 passes out of engageme t the spring 40 returns the respective lever to its normal open position thus instantly breaking the circuit at this point.

The completed circuits are broken in another manner immediatelyafter they have completed their function of momentarily energizing the respective coil. As the selected coil is energized the shifting movement of the bar 5 effected by such energization automatically breaks the contact with the fixed contact 22 or 23 last active, thus automatically breaking the energizing circuit at this point also.

. t will be observed by reference to Figure 2 that the switch bar generally designated 5 is compositely formed and comprises the main bar 5, which extends across beneath the rails and which rests on plates 57 that are spiked o adjacent ties, bridging the same, and holding the bar 5 in close proximity to the under side of the flange of the rails 1 and 2, and a superposed supplemental switch bar 44 upon the ends of which the switch points are directly secured as at 45 and which is slot and pin or bolt connected with the main bar 5 as indicated at 46 thus allowing for a degree of relative longitudinal movement between said bars 5 and 44.

Secured to the bar 5 and lying beneath the rails 1 are lifting cams or wedge members 58 having inclined ends 59 to cooperate with the inclined ends 60 of the bar 44 to raise the switch point out of the locking notch 53 of the locking member 53. As the bar 5 begins its movement to shift the switch, the cam 58 will be projected beneath the end of the bar 44 and raise it out of the notch 48 and also out of the notch 53*, thus first unlocking the switch. Continued movement of the bar 44 in the same direction shifts the switch, it being understood that the cam 58 at the other end of the bar 5 releases that end of the bar 44 which, in the shifted position, engages the rail 1 and permits the "spring 47 to set the rail point 4 in the adjacent lock- The relative motion allowed between the bars 44 and 5 is for the purpose of enabling the cams 58 to function to unlock the switch before the switch points are thrown over.

The switch points 4 are secured to the bar 44 by means of a clamp plate 45, bolt and nut devices 45, and the bolts 45 together with the spring bolts 47 the bolts 47 passing through apertures in the plate 45 and the bar 44.

The free ends of the bar 44 are secured to the bar 5 by sprin bolts 47 enabling said ends to yield upwardly away from said bar 5.

The main rails 1 are provided with lock notches 48 in line with the shifting movement of the bar 44 and each adapted to receive the respective end of the bar when shifted to- .vard the particular side to lock said bar and the switch points carried thereby directly to said rails so that travel shocks delivered to said switch points will be distributed to the main rails and the dangers of switch splitand o her similar failures reduced to a minimum if not entirely eliminated. I

Locking elements 52 may be positioned ad jacent each bar end in position for being engaged by the switch points as they are moved inwardly away from the main rails. These elements include upwardly-inwardly directed flanges 53 over which said. switch points are caused to ride when moved inwardly away from the main rail to cause the active bar end to be held out of the lock notch 48 with which. it was in engagement during the previous shift of the switch. See Figures 2 and 3.

If desired the free end of the bar 5 may b extended beyond the track rails and pivotallvconnected at 54 to a manually operable switch throw lever 55 suitably fulcrumed at 56 and which may be employed to shift the switch manually whenever desired.

From the foregoing it will be seen that the bar 5 is supported by the plates or braclzets 57 the latter being located close to the rails 1 so as to hold the bar 5 up firmly with the lifting cams 58 in contact with the rails. The construction of the parts is such that when a switch point 4 lies in contact with a rail the adjacent end of the bar 44 will lie in the recess 48 and will lie with its cam end 60 in alignment with the cam ege 59 of the lifting cam 58 and in the locking notch 55 and thus be securely locked in place.

If desired, the notches 48 may be omit ted from the rail bases and the bar 44 correspondingly shortened since the inclined end of the cam 58 engaging the adjacent end 59 of the bar 44 and the switch point lying in the lock notch 53 where it is held by the action of the spring bolts 57 may be sufficient to hold the switch points locked.

Other slight changes in the details of construction may be made without departing from the spirit of the invention or the scope of the appended claims.

While in this application I have disclosed a system of switch operation by a motor involving in agnets I lay no claim thereto in this case as the same'will constitute the subjectmatterof a divisional application to be filed later.

From the foregoing description, taken in connection with the accompanying drawings, it is thought that the novel details of construction, the manner of use and the ad vantages of the invention will be readily apparent to those skilled in the art to which the invention relates.

hat I claim is:

1. In apparatus of the character described, the combination with the main rails and the switch points, of a switch bar connected to the switch points, means to shift the switch bar to bring a selected switch point into engagement with one of the main rails, and means to lock the switch bar to the rail with which it engages, said switch bar being compositely constructed to include superposed members one of which is secured to the switch point and the other of which is connected with the one by a slip connection for the purpose described.

2. In apparatus of the character described, the combination with the main rails and the switch points, of a composite switch bar comprising superposed members, one passing beneath the switch points and rails and the other having its ends secured to said switch points, locking elements mounted adjacent the rails and each having a notch to receive the switch points when in engagement with the rails, and means on said one switch bar member cooperating with the other switch bar member first to unlock the switch and upon further movement to shift the switch from one position to the other.

3. In apparatus of the class described, the combination with the main rails and the switch points, of a composite switch bar comprising superposed members, one of which lies beneath the rails and switch points and the other of which lies between the switch points and is rigidly connected thereto, means connecting said superposed members to allow for limited longitudinal motion between them, locking elements mounted adjacent the rails to engage the switch points when in contact with the rails, and means carried by said superposed members and operating first to release said switch points from their locked position and on further movement to shift the switch points from one position to the other.

4. In apparatus of the class described, the combination with the main rails and the switch points, of a composite switch bar comprising superposed members, one of which lies beneath the rails and switch points and the other of which lies between the switch points and is rigidly connected thereto, means connecting said superposed members to allow for limited longitudinal motion between them, locking elements mounted adj acent the rails to engage the switch points when in contact with the rails, and means carried by said superposed members and operating first to release said switch points from their locked position and on further movement to shift the switch points from one po sition to the other, said last named means comprising cam members on said one superposed member, the other superposed member having cam ends to cooperate with said cam members whereby when said superposed members are moved relatively to one another said cam members will lift said other superposed member to release the switch points from the locked position before they are shifted from one switching position to the other.

5. In apparatus of the class described, the combination with the main rails and the shiftable switch points, of locking elements adjacent the main rails and having notches to receive the switch points when in engagement with the rails, a composite switch bar comprising an upper bar connected between and to the switch points and a lower bar under-lying the switch points and rails, means connecting said upper and lower bars to allow limited lost motion between them, yieldable means holding the ends of the upper bar in contact with the lower bar and wedging elements on the lower bar adapted to be brought between the bars for raising the ends of the upper bar to unlock the switch points at the commencement of the bar shifting movement.

6. In apparatus of the character described, the combination with the main rails and the shifting switch points; of a composite switch bar comprising an upper and a lower member, means rigidly mounting the switch points on the upper member, the lower member projecting beneath the main rails, means for holding the lower member in contact with the bases of the main rails, means for shifting said lower member longitudinally, means connecting said upper and lower members to allow limited longitudinal motion between them, yieldable means for holding the ends of said upper member in contact with the lower member, said upper member having cam ends, said lower member having cam elements cooperating with said cam ends to spread said upper and lower members apart to unlock the switch during the commencement of the shifting movement of the lower member, and locking elements mounted adj acent each main rail and having locking notches to receive the switch points when in contact with the main rails, all being arranged substantially as shown and described.

EDWARD H. GRIM.

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