US444220A - Switch - Google Patents

Description

(No Model.)

M. N. JONES. SWITCH.

Patented Jan.6,189'1.

' UNITED STATES MATHIAS N. JONES, OF

PATENT EEIcE.

ESOANABA, MICHIGAN.

SWITCH.

fiPECIFIGATION forming part of Letters Patent No. 444,220, dated January 6, 1891.

' Application filed September 9, 1890. Serial No. 364,445. (No model.)

To aZZ whom, it may concern:

Be it known that I, MATHIAS N. JONES, of Escanaba, Michigan, have invented a new and useful Improvement in Switches, of which the following is a specification.

The object of my invention is to provide a device to be attached to a switch for the purpose of automatically operating the same under certain circumstances; and the invention consists in the features and details of construction hereinafter described and claimed.

In the drawings, Figure 1 is a plan view of a switch provided with my improvement; and Fig. 2, avertical section,on an enlarged scale, of one portion of the device.

A A are the rails of the main line; B B, the rails of the branch line or siding; O O, the switch-rails; c, tie-bars; D D, bell-crank levers; d, a rod connecting the switch-rails to thelever D; E, a rod connecting the two lovers D D; F, a bar or rod attached to one of the ties by means of a plate f so as to be free to swing up and down; G, a'spring placed between the bar F and one arm of the bell-crank lever D; g, a rod or spindle attached to the bar F and provided with a nut or collar g to hold the parts together, and H a portion of the pilot or cow-catcher.

The rails of the main and branch lines and the switch-rails are made in the ordinary manner, and being well known and fully shown in the drawings require no further description. The switch-rails are bound together by tie-bars, one of these d preferably extending out at one side of the track to form an operating arm or link, though any other connection maybe used as desired. It should be understood that these switch-rails are capable of being operated by hand by means of any suitable switch-stand, automatic or otherwise, in the usual manner; but as this forms no part of myinvention I have not shown such stand. The bell-crank lever D, preferably pivoted, as shown, on the upper side of one of the ties, has one of its arms connected with the switchra-ils by means of the bar at and its other arm connected by means of a rod, bar, or other suitable connection E with another bell-crank lever D, preferably pivoted, as shown, in a vertical position on one side of a tie. The connection must be long enough for the levers D D to be so situated as to operate the device, as hereinafter described, before the engine reaches the switch. I then make a bar F of any suitable length and dimensions and attach it to one of the ties by any suitable means, as by a plate or book f, bolted to the tie, the only essential feature of this attachment being that the arm F shall be able to move up and down or swing in a vertical plane, as shown. A rod or spindle g is preferably attached to the bar F, and around this spindle is placed a coiled spring G, abutting at one end against the bar F and at the other against a suitable plate, socket, or projection on the arm (1 of the lever D. The spindle g passes freely through this arm of the lever, and is provided with a collar or nut g, the purpose of the spindle and collar being to hold the parts together, the spindle not being attached in any way to the bell-crank lever.

\Vheu the rails are in the position shown in Fig. l, the main line is connected with the siding. If, now, a train is standing upon the siding waiting for one to pass on the main line, with the rails as shown, the latter train, if coming from the left, would pass into the siding and collide with the train standing there. causing an accident. My device is intended to prevent such accidents, and the parts thereof being constructed and put together substantially as shown in the drawings it acts to accomplish such purpose, as follows: As the train approaches, the pilot of the engine, a portion of which is represented in Fig. 2 by the letter H, will strike against the lever F (the parts, of course, being so adjusted as to bring the lever into position for such striking) and force the lever and the spring G downward. The spring G, pressing against the arm d of the bell-crank lever D, moves this downward, rocking the vertical arm of this lever toward the left, Fig. 2. This acts by means of the rod E or other connection to rock the bell-crank lever D, pulling over the switch-rails until the rail G lies against the rail A, thus opening the main line and allowing the train to pass, thereby preventing any accident. It may be desired, however, to back a train into the siding, in which case if partof the cars should be run into the siding and then this automatic device should be operated by the locomotive to throw the switch the rest of the cars would run onto the main line, thereby derailing the train. To prevent this, the spring G should be merely stift enough to move the levers D D to throw the switch-rails C C while they are empty, but unable to move them when cars are standing upon such rails. Now, as a train backs into the siding as soon as any car enters the same the wheels on the one side of the car will rest upon the rail B and those upon the other side upon the movable rail 0, so that when the 10- comotive reaches the bar F and forces it downward the spring will not be strong enough to move the rails C C with the added weightof the car, and will merely be compressed while the engine passes over it and then be restored to its former position, leaving the switch open. \Vhen ears are to be run into the siding directly and not backed, the switch is not thrown until after the locomotive has passed the bar 1*, after which the train may run in. freely, since only the pilot strikes against such bar. When the switch-rails have been moved in one direction by the lovers D D, they may be moved back by hand.

Although I have herein shown and described bell-crank levers and connections as embodying one form in which my invention may be made, I do not wish to be understood as limiting myself to these precise forms, since other connections may be used, if desired, between 0 the lever against which the pilot strikes and the switohrails.

I claim- 1. The combination of the laterally-movable switch-rails C G, a lever D, connected thereto, a lever D, connected to the lever D, a swinging lever F, and a spring G, interposed between the levers F and D, substantially as and for the purpose described.

2. The combination of the laterally-movable switch-rails C C, a bell-crank lever D, connected thereto, asimilar lever D, connected to the lever D, a swinging lever F, adapted to be depressed by the pilot of a passing locomotive to operate the device, and a spring G, placed between the lovers l and l D, such spring having suflicicnt resistance to move the switch-rails when empty, but to be compressed without moving such rails when the same are occupied, substantially as 50 described.

MATlllAS N. JONES.

Witnesses: I GEORGE S. PAYSON, SAMUEL E. IIIBBEN.

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