US747202A - Railway-switch. - Google Patents

Description

N0. 747,202. PATENTED DEC. 15, 1903. 4 D. MILLER.

RAILWAY S WITGH.

APPL IOATION FILED APR. 29, 1903. N0 MODEL.

2 SHEETS-SHEET IL.

WITNESSES: 4907/ INVENTOI? I wgl flu ATTORNEYS.

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PATBNTED DEC. 15, 1903.

D. MILLER. RAILWAY SWITCH.

APPLIOATION FILED APR. 29, 19 02.

2 SHEETS-SHEET 2.

no MODEL.

WITNESSES: QM M //v VENTOH AWORNEYL UNITE rates Patented December 15,. 1903.

DORR MILLER, OF FORT WAYNE, INDIANA, ASSIGNOR OF ELEVEN TWENTY- FOURTHS TO ARTHUR D. ROGERS, GEORGE W. HARROD, AND MILLIE DRAKE, OF FORT WAYNE, INDIANA.

RAlLWAY SWlTCl-l.

SPECIFICATION formingpart of Letters Patent No. 747,202, dated December 15, 1903.

Application filed April 29, 1903- Serial No. 154N737. (No model.)

To all whom it may concern:

Be it known that I, DORE. MILLER, a citizen of the United States, residing at Fort Wayne, in the county of Allen, in the State of Indiana,

have invented certain new. and useful Improvements in Railway-Switches; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, which form part of this specification.

My invention relates to improvements in railway-switches.

The principal object of my present invention is to provide an improved railway-switch having no lateral shifting-rail and so constructed and arranged that it cannotbecome 2o clogged by ice or snow in use and adapted to permit a railway-train to pass through it however it may set without injuring or deranging the same.

My invention consists of a pair of verticallyadjustable switch-point blocks whose inner ends are arranged in cooperative relation with the adjacent ends of the fixed point-rails, means for firmly supporting these blocks in use, and means for operating the said blocks 0 and the supports therefor.

The principal novel features of my invention are the means for avoiding the use of shifting switch-rails and for permitting a train to pass through the switch when open 5 without damaging the same and the means for actuating the movable parts of the switch.

Referring now to the accompanying drawings, in which similar reference-numerals indicate like parts throughout the several views,

Figure l is a plan view of my invention, showing the relative arrangement of the operative parts, the switch-target being omitted. Fig. .2 is a cross-section of Fig. 1, taken on the broken line a; 00, showing the arrangement of 5 the operating-levers. Fig. 3 is apersp'ective view of one of the duplicate sides of the switch with the operating -levers broken away in part. Fig. 4 is a detail of aportion of one of the main-track rails, showing the means for preventing displacement of the vertically-adj ustable switch-rail when in use. detail side View of the rail-chair. perspective detail of the rail-chair.

Similar reference numerals indicate like parts throughout the several, views of the drawings, in which-- 1 and 2 represent the fixed main-rails of a proper railway, and 3 and 4 are the side-track rails, which are also firmly fixed to proper cross-ties 5 in the usual manner. The point- 6o rails 1 and 4 are rigidly fixed instead of being laterally adjust-able, as in the usual construction.

The switch- point blocks 6 and 7, identical in construction and arrangement, have one 6 end snugly but loosely fitted between the said point- rails 1 and 4, and their companion rails 3 and 2 respectively extend a proper distance beyond the adjacent ends of the said point rails and are adapted for a vertical 7o adjustment in the manner hereinafter de scribed. These switch point blocks have their upper portion so cut away, Fig. 3, as to form a longitudinally-tapering tread 8 of suitable vertical thickness to accommodate the flange of the car-wheels and have their inner face 9 at all times in perfect longitudinal alinement with the inner face of the adjacent point-rails.

The tread of the switch-blocks (land 7 is provided with a longitudinal groove 10, extending from its widest end nearly to the tapering face 8 thereof for the purpose hereinafter described. This groove 10 is the widest and deepest at its outer end and gradually disappears as it approaches the face 9, as shown in Fig. 3.

When either of the blocks 6 or 7 receive the weight of a passing train, it is rigidly supported by the corresponding plates ll and 12, respectively. These plates 11 and 12 of proper proportions and preferably of metal are adapted for a lateral shifting movement or adjustment to a position beneath the said blocks when they are elevated or to a position 5 of withdrawal frombeneath the same, as hereinafter described. One end of these plates has upon its inner edge a lateral extension 13, Fig. 1, adapted to firmly support the tapered portion of the point-rails 1 and 4.- when the Fig. 5 is a Fig. 6 is a said plates are respectively withdrawn laterally from beneath the said switch point blocks.

To the inner faces of the track-rails 2 and 3 are rigidly secured by bolts or other proper manner a short plate 14, Figs. 4 and 5, having upon the outer face of one end thereof an upright lug 15, adapted to loosely but snugly engage a corresponding recess in the switchpoint blocks 6 and 7, whereby the'said blocks are adapted for alimited vertical adjustment, but are thus secured against any'longitudinal displacement in ordinary use.

A transverse brace 16 has one end secured to the inner face of the main-track rails l and 2 and its other end secured to the adjacent face of the point- rails 3 and 4, respectively, thereby rigidly securing the same against lateral displacement.

A series of plates 17, Fig. 1, are rigidly secured to the ties 5. On these plates the plates 11 and 12 rest.

To the outer face of the rails 2 and 3 are rigidly secured the outer ends of plates 18, Fig. 6, having a dovetailed slot 19, in which the base of the rail is arranged and has its outer enlarged end provided with a lateral apertured wing 20, which is rigidly bolted to the adjacent rail and to the plate 14. This outer enlarged end of the plate 18 has a proper journal-box 21. The inner extended end of the plate 18 has a longitudinal slot 22 and terminal vertical opening 23 for a pin 24, on which the opposite ends of the stay-rods 25 are pivotally mounted.

In the journal-bearings 21 are rotatably mounted the opposite ends of the rods 26, to whose extremities are rigidly fixed a short lever-arm 2'7, whose outer end is pivoted on a stud 28, Fig. 3, on the opposite ends of the switch- point blocks 6 and 7, and by means of which these blocks are raised and lowered in the manner about to be describei.

The rods 26 are provided at or near the middle of their length with a pendent fixed arm 29, whose outer ends are pivotally connected to the operating-lever 30, Fig. 1, which in turn has a slidable connection with the cam-plate 31, which is slidably mounted in the case or closed switch-stand base 32. This plate 31 has a lateral stud 33 on its inner edge, to which one end of the lever 34 is pivotally secured, and is provided with the bayonet-slots 35 and 36, in the latter of which the upturned end of the rod 30 is loosely mounted.

To the lower face of the plate 11 and at or near the middle of its length is fixed one end of the lever 37, whose other upturned end is loosely mounted in the slot 35. To the lower face of the plate 12, near the middle of its length, is fixed the inner end of the lever 38, whose outer upturned end is loosely mounted in the slot 35.

In suitable bearings on the case 32 is revolubly mounted the crank-shaft 39, carrying upon its inner end the crank-arm 40, which is pivotally, connected to the lever 34, and

having fixed upon its other end a proper switch-lever 41.

To the bottom of the plates 11 and 12, near their ends, are fixed the pendent guide-pins 42, arranged in the slots 22, and thereby prevent any longitudinal displacement of the plates 11 and 12.

The operation of my improved switch thus described is obvious and, briefly stated, is as follows: Assuming the switch to be closed, or in position for the main track, as shown in Fig. 1, and the operator desires to open the switch for the side track, he throws the switch-lever 41 in the direction of the arrow in Fig. 1, sliding the cam-plate 31 in the same direction, thereby withdrawing the plate 11 from beneath the switch-point block 6 as the forward end of the slot 35 approaches the upturned end of the lever-rod 37. As the movement of the cam-plate is continued the rod 30 will next be actuated by the inclined portion of the slot 36, thereby forcing the switchblock 6 down to its lowest limit of movement, and firmly supported upon the plates and by a simultaneous movement the switch-block 7 is elevated to the uppermost limit of its movement, the adjustmentof the switch-blocks being effected throughthe arms 29 and 27 on the rods 26, as above described. The arms 27 are arranged loosely in suitable lateral slots in the web of the adjacent rails 2 and 3, respectively. The continued movement of the plate 31 will next actuate the rod 38 by engagement with the inclined portion of the slot 35, thereby drawing the plate 12 beneath the elevated switch-block 7 in position to firmly support the same. The switch is now open, or in position for the side track. Obviously to close the switch the operator replaces the switch-lever in the position shown in Fig. 1, thereby withdrawing the plate 12 from beneath switch-point 7 by the return to its normal position of the cam-plate 31, and by the same means the rod 25 is actuated, thereby simultaneously elevating the switchpoint 11 and depressing the switch-point 7.

The longitudinal groove 10 in the upper face of the switch- blocks 6 and 7 receives the wheel-flange when the train enters the switch from one direction when the switch is misplaced and guides the wheels to the edge of the tapering face 8 of the thread 13, after which it will drop down into position without injury to the switch and without danger of derailment.

It is obvious that since the vertically-adjustable switch- blocks 6 and 7, as well as the supporting- plates 11 and 12, are snugly fitting the operation of my improved switch is not subject to interference by ice and snow.

Having thus described my invention and the manner of operating the same, what I desire to secure by Letters Patent is 1. A railway-switch consisting of two fixed point-rails; two fixed lead-rails; two vertically-adj ustable switch-point blocks arranged adjacent to and as a continuation of the point- IIO rails; a pair of laterallyadjustable plates adapted to support the said blocks; means for simultaneously actuating the said blocks; and means for successively actuating the said plates.

2. In a railway-switch the combination of two fixed point-rails; a pair of vertically-adjustable switch-point blocks arranged in cooperative relation with the fixed point-rails; a pair of laterally-adjustable plates adapted to alternately support the said blocks one at a time; means for simultaneously operating the switch-point blocks; and means for actuating the said plates one at a time, all substantially as described.

3. The combination of a fixed main rail; a fixed siding-rail; a pair of fixed point-rails arranged between the said main and siding rails; a pair of vertically-adjustable switchpoint blocks grooved upon their tread-face, and arranged in cooperative relation with the said point-rails; a pair of laterally-adjustable plates adapted to alternately support the switch-point blocks, one at a time; and means for successively operating the said plates as described.

4:. The combination in a railway-switch of a pair of main rails; a pair of fixed pointrails; a pair of vertically-adjustable switchpoint blocks provided upon their tread-face with a longitudinal groove, and arranged in cooperative relation with the main rails and the point-rails; a pair of laterally-adjustable plates adapted to alternately support the said blocks; means for-simultaneously operating the switch-point block; and means for operating the said plates all substantially as described.

Signed by me this 21st day of April, A. D. 1903, at Fort Wayne, Allen county, State of Indiana.

DORE MILLER.

Witnesses:

ALICE KEARNS, AUGUSTA VIBERG.

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