US995950A - Safety railway-switch. - Google Patents

Description

I. A CALL. SAFETY RAILWAY SWITCH. APPLIUATIDN rILBn A111131. 1909.

Patented June 20, 1911.

'mj l ,l 1 QW.

y QW@ @s i rails against yside thrusts. As is well known,

' an tnd to force this rail out of its proper 4rnvizrnl) sfrfrrns PArENT lois-Flon.

IRA A. CALL, 0F DENVER, COLORADO.

995,950 Specification of Application led August 31 To all whom 'it may concern:

Beit known that I, IRA A. CALI., a citizen of .the United States, residing at Denver, in the county of Denver and State of Colo- ,rado,`have invented new and useful Improvements` in Safety Railway-Switches, of which the' following:r is a full, clear, concise, and exact description, reference beingr had to the accompanying drawing, forming a part of this specification.

This invention relates to improvements in safetyrailway switches of that type wherein means are provided for preventing, the switch from changing its position while the train is passing thercover, which would result in part of the train passing along the main track-and the rest of the train passing into the sidinr.

Hcretofore in devices of this class, so far as I'am mirare,A when the switch' is thrown to 1such a position that the train is caused to run out'iupoi'l the siding no effective means have been provided for holding the movable ,when a moving train is turned from a straight'track into a siding or other curved portion of track the tendency of the train to continue f,in a straight line causes the {langes onthe wheels f one side of the train to en` ga e'tlie 'innel ide of the head of the 'rail It is, therefore, one`of the objects of my invention ifo-- Jrovide a form of railway switch in whin the tendency .of the moving'l train,4 whexrthe Switch is .set `so that the train maytake theisidng, will be lto move. thestub rails ihtocloser engagement with the stops ,rather thanuto move them away safety,`as is clearly. evident. f A Anotheribbjec v of the invention Ais to pro# videa 'l from'saidjstopsv'his 4results in greater I ,.inA-avliich-ir'centinuo s'linke'x /tends whe fired orl immowab e part of'i i I Letteratent Patented June 20, 1911.

, 1909. Serial No. 515,485.

the main track in front of the switch to the immovable rails be ond the switch in order that 4theI rails in ront of and beyond the switch may neither work toward each other occur unless the device as a whole movesl over bodily. Another object of the invention is to provide a switch in which the movable stnb rails rest upon and work over a rigid bed, on which bed are fulcrnmed or otherwise stipportcd the various moving levers and the like which are employed in the mechanism of the device, whereby shifting of the track due to expansion and contraction of therrails or other causes may not disrrange the'.switcl1. A still further object is to provide4 a switch in which a train proceeding from the trailingl side the eof, either upon the'main line track or the siding, will automatically throw the switch to such a positionL that the train may proceed out unon the main line rails at the facing side o the switch, it being unnecessary that the switch be thrown by hand to permit the train to run from the trailingr side thereof to the facing side.

A still further object is to provide means whereby if the switch be thrown only partially to the siding position the track which the lirst truck of the train takes will determine which track willlbe taken by the' following trucks. If the first truck takes the siding theswitch willbe thrown completel)1 over to siding position, or if,on the other hand, the first truck of the train takes the-'main line rails, the switch will be thrown completely-,to :main line position in order that the rest vof the train may follow the first .trclcn N l V` Otherobjectsand. advantages will a pear in 'rthef followin roo specification and'` c aims,

ltakenni'n connectlon with the accompanying f.

drawings in whichv lan view 4of the device.- Fig.

fEigure lis a -2 is a side elevational View of the same; j; Eig. e

portiin Slate" with .the stubfails'lndtde'lrends o e otherrails inpositionthereon.`-

plateyforms the is a lon 'tudinal'sectionalviewfo-asu link whichextemltf 1161,;

from one side of the switch to the other; and Fig. 4. is a cross-section on the line 4 4 of Fig. 1.

The main track rails approaching the switch from one side are indicated 5, 5 while the main track rails on the trailing side of the switch are indicated 6, 6. The siding rails are indicated 7, 7. The rails 5, 5 ex, tend to and rest upon a pair of plates 8 and 9, which plates extend forward to and under the siding rails 7, 7 and main track rails 6, 6 on .the trailing side of the switch. Therails 6, 6 and 7, 7 as well as the rails 5, 5 are bolted to the plates 8 and 9 so that it is im ossible for the rails on either the approac ling or trailing side of the switch to move longitudinally and thus shorten the space between the end of these rails. Extendingfrom each rail 5 to the correspond ing rails 6 and 7 is a structure comprising a pair of movable rails 1Q and 11. Each pair of rails 10 and 11 is preferably made as a4 single piece, but may evidently consist of separate rails bolted together side by side. This structure is connected, at the trailing side of the switch, as at 12, to the rails 6 und. 7, so Athat rail 10 formsv a continuation of rail 7 and rail 11 constitutes a continuation of rail 6. of the two pairs of stub rails are connected together in p roper spaced relation by tie rods 13 and 14-and slide over the plates 8 andi), either the rails 10, 10 or the rails 1l, 11 being brought into -alin`en1ent with the rails 5 as desired.

Extending from one side of the stub rail 11- on the right-hand side of the track is a lug 15 to which is connected by a slot-and-pin connection an elbow lever 16 which is fulcrumed on a plate 17`rivcted to the plate ,'9. The opposite end of the lever 16 is provided with a pin 18 to 'which is connected with a lost-motion connection a ull rod 19 which extends back along the right-hand side of the track to an automatic trip device which is ada )ted to be engaged by suitable means carrie by the locomotive or first car of a train when it is desired to operate the switch from the ti'ain rather than from a tower or the like. This rod 19 is su ported bctweenits ends in a suitable slide )caring carried by a bracket 20 which is secured to a tic. If a pull be exerted upon the rod 19 the elbow lever 16 is swung on its4 ivot and draws the movable ends of the trac is 10 and 11 over into the position in which the rails,

10.are brmlght into alinemeut witlrjlnf. 'jails 5, the rails 5 being thereby made continuous with #residing rails 7.

Securedto the. outside ofthe rail 10 on the opposite or left-hand side of the track is a rod or bolt 2l, surrounding which is a coiled spring 22 inclosedin a suitable housing` 23 and arranged to be compressed b the moving of the stub rails to slding posi- The mov'able ends up through an o )ening in the tion or the position which makesjthe siding rails continuous with the rails 5. Thls tonormal or main line posit-ion.

Extending along the outer side thel left-hand main line rai15 is a detector bar or side rail 24. This detector bar is carried by a series of links 25, each of whicli is pivoted at its lowerend to a. bracket- 26m` cured to the under side of the rail and4 at its upper end to the Vdetector bar. Thisbar. normally lies with its upper edgeggevenf with the top ofthe rail, but when moved Vforward it rises sothat its upper edge rojects somewhat above the rail. Secure to one of the links 25 is a rock-shaft 27 which extends laterally and is supported at fits spring tends, therefore, to restore the switch' outer end in a suitable bracket 28 secured to tending upward from the plate 8. The i cam plate 31 has its rollerenga-ging sur; faces so formed that when4 the switch 'is thrown from one position to the other the movable end of the cam plate is caused toA swing insuch a direction as to pull the 30 forward and thus raise the detector bar .24. After the highest part of the cam passes the roller 33 the bar falls to normal osition and remains in this position unti the switch is again shifted, whereupon the deter-tor bar 1s first. raised and then lowered with the point of the cam on the other-side of the roller.

If a train approaching on the rails 5 has thrown the switch to the siding positio'ii, or if the switch has been thrown from a tower or the like, as soon as the front truck of the locomotive passes upon the detector .bar 2.4; the lutter is held down by the train'and-thc switch is prevented from hein returned vto main line position, either b tie sprin 22 or :my other means, until t 1e last truc: of the last car has passed into the siding. The detector bar is, in ,raetice, madelong enough so that after the rst truck o'f the train has passed upon the detector bar a truck will of the train ias passed off the rails 5, 5. N-'second detector bnr 34 extends along the outer side of the left handksidin V'rail 7, this detector 'bar being carried b inkstlti similar to the links 25. A roept-shaft 36 extends from this detector bar to abearing plate 37 ariirfged below the plate 8. 'An arm 38 isi-secured to this shaft allidfxstends rod 39 connects tiis arm 38 wit a knuckle always be u on the bar' until the last truck.

loq

tao

1 the si 40. one end 0f the knuckle being secured to a lu 41 on the rail 10, while the opposite end 1s secured to a plate; 42 which is bolted to the late 8. The moving of the switch to ding position partly straiglitens the knuckle 4t) and thrusts the rod 39 forward, thus permitting the detector bar 34 to drop. After the first truck of the train which is passing onto the -iding reaches the detector liar 34 the switch cannot shift to thc main line position until the last trut-k of the train has passed olf the detector bar 34. After the last truck has thus passed oli' the detector bar 34 the detector liar is permitted to rise and the knuckle 40 is thus pei'iiiitted to bend to the position shown in Fig. l, the spring Q2 moving the switch to noi'iiial or mainline position.

If a train is ori the siding and desires to run out. upon the main track it. is not necessary that the switch be thrown hy hand, as the passage of the train upon the detector bar 34 automatically throws the switch to siding position. As before stated the dctcctor liar is normally raised above the levelI of the rail 7. Vlicn the train coming out of the siding passes upon the detector liar the lattenis depressed, thus drawing the rod 8t) forward and straightening the knuckle 40. This throws the switch over to siding position against the teiidenov of the spring Q2 to hold the same in main line position..

After the last truck of the train has left the detector liar 34 the switch eamiot he thrown to niain line position by tht` spring 32 while the last truck is still upon the stub rails he cause one or more trucks are at this time"v upii the rails 5, 5 and are holding down the detector bar 24. and locking the stub rails stationary. After the last truck has passed off the detector bar 24 this detector liar is permitted to rise and allows the switch to shift to niiiin line position, the detector bar then falling again to its lower position.

A third detector bar 43 is arranged at the right-hand side of the right-liaiid iiiaiii line rail (l, this detector bar lwing carried by links 44 in u manner similar to the detectar hars already described. A rock shaft 45 journaled in a bearing Vplate 46 secured to the underside of the plate 9, has an arm 47 extending upward therefrom and connected 4by means if 'a rod 484 with a' knuckle 49. This knuckle is secured at one of its ends to a plate 49* which is bolted to `the plate 9, its opposite end being'connected to a u r on the rig it-hand rail 11. Normally the tetector bar`43 is in its/lower position with the upper ed e thereof evenwitli the top of the rail.. en the switch is thrown to the siding po-` sition the knuckle 49 is caused 'to bend, thus drawing on the ull rod 48 and 'moving the arm 47 and raising the detector bar 43. 1f,

'for any reason l `such as the partial clogging of thewswitch y accumulations of snowvor stops.

Atrous results may of course ensue.

Secured to the plate 8, inside the left-i hand main track stub railll, are suitable stops 50, which may consist of short bars riveted to the plate 8. Similar stops 51' are secured to the plate 8 outside the right-hand main track stub rail. When the switch is thrown to the siding position these sto s determine the movement of the stub rai s and also serve to hold the stub rails from being forced over too far by the flanges on the wheels of a train passinginto the siding, which would permit the wheels to drop ofi' the rails 5 down upon the road bed. It will lie seen that the tendency of the train to move in a straight line is utilized to hold the switch in siding position while the train is passing into the siding. Also it will be ob seri-ed that when the train is passing out of the siding to the main line the inertia of the train, or the tendency thereof to continue .in a straight line, holds the switch against the In switches of older foriiis the tendency of the moving train is to throw theA switch to main line position, this being-ob-- jeetionalilc fol' the reason that'thc iiiecha-.. iiisiii which moves the switch must be depeiided upon, rather tlianaiiy positive strips,

to liold the switch rails stationary. If the rails of the switch are permitted toniove4 while the train is passing tliercover disas- I other: stops and 53 limit the movement ofthe switch when moved to the open or niain line position.

Al` ougli the switch forming the subject of my present invention mav be operated from a tower, and is well adapted for use in this way, I provide, in some cases, means for operating the same from the locomotive or head car of a train. suitable throwover device ,is located ut a point, preferablyat one side ofthe track, where 1t may be ienfcgaged y suitable triping means located upon the locomotive `on In such a case a iead car andl adapted to be manually.- l

thrown into operative position from-.tlie Y drivers cab. This tripping means which bar 55 on the throw-.over device. This :del

vice is so located as -to be o icrated by the` trip ing -bar 64 shortly be ore the train a tnioaallile e reac es the detector `har 2 4. Thepliite 54.. is bolted to a base plate 56 whichl isseciired to thel base ofthe rail 5,- wliile the baii is:

carried by, e series. ,9f links51lfwliicli argl-30 l V`weightlof the train upon the detector `liar 43 will cailse"tlii!%'witcli.to he tln'own to the -be bolted to a tie, while the opposite end of pivoted at one end of each to the bar 55 and at their o posite ends to suitable brackets 58 whie are bolted to the base plate 56. One of the links 57 has an arm 59 extending therefrom, and to the outer l.-nd of this arm is connected the rod 19 throu h which the switch is thrown. A turn buckle 60 is arranged inthe rod 19 so that the rod may be shortened or lengthened as required in adjustment. A sprin 61 is coiled around the rod 19 and is seate at one end against a bracket 62 which may '--ie spring thrusts a ainst a collar or the like 63 on the rod. n order that the trip bar 64 which is carried by the locomotive may be guided, in between the plate and bar 55 the plate 1s provided with an inclined guide strip 511a and the front end the bar is tapered. lVhen the trip bar 64 passes in between the plate 54 and bar 55 of the throw-over device the bar 55 is caused to move away from the plate 54, this move- 4 ment beingtransmitted through the arm 59 to the rod 19, which latter moves the elbow lever 16 on its pivot, thus throwingplr the `-`vieh to the siding position. Immediately thereafter the front truck of the train passes upon the detector bar 24, this taking-place before the trip rod 64 has passed out from between the bar 55 andthe plate 54. The weight of the train upon the detector bar 24:, as above explained, locks the switch in whichever position it is in when the train )asses upon the detectorbar. The switch aving been thrown to siding position and the train having passed upon the'detector bar 24 before the trip mechanism is released, it is evidentthatthe switch must remain in siding position as long as the train is passing over the detector bar 24. The switch cannot be shifted to main line position until tlic lastcar has not only passed over the detector bar 24. but also passed over the stub' rails and the4 detector bar 34.

Tf a train should approach the vswitch on the rails 6, 6 and for any reason, such as-the failure of the springv22 to move they switch to main line position, the switch should be in the siding iosition or between the main line and si( ing positions, the

mainilne position as herciubcfore explained-:s

A source of frequent trouble with switches has heretofore been the tendency of the rails which approach thc-switch from each side to creep alongr the ties, due to the lralic theroover. Another cause of trouble has been the expansion and contraction of the rails at each side of the switch due to te|nperatnre changes. Where the levers and other movable parts are secu red or connected movable rails 44work over plates which extend from the stationary rails at one'side of the switch to the stationary rails at the other side othe switch, these stationar rails and lates being securely boltedtoget er so that if the stationary rails should creep or shift laterally the plates must move with the rails. Furthermore, the number of levers, toggles and the like required is small for this type of switch and these are carried by and fulcrumed or otherwise su ported upon the plates 8 and 9. Itwjll t us be seen that if the rails 5, G and 7 creep or shift the Whole switch. including the operatin mechanism therefor, will move together, t e device as a whole remaining in operative condition and the rails havin their ends properly alined with each ot er at all times.Y In order to etlectually resist the tendency of the rails 5 to creep toward the rails 6 and 7, or vice versa, shoulders are formed on the plates 8 and 9 by thickeninrthe portion 65 upon which rest the movalile rails 10 and 11, the rails 5,6 and 7 resting upon the thinner portions at the ends of the plates and abutting,T these shoulders.

If desired an ordinary hand switch stand (56 may be provided for manually throwing thc switch. The actuating rod 67 'of the switch stand is connected to the lug 15 and transmits movement from an operating arm or lever (58 to the movable rails of the switch. As the connection between the main operating rod 19 and the operatin elbow lever 16 is a lost-motion connection t. is may he donc without interference on the part of the throw-over device. lVhere the switch is intended to be operated exclusively from a tower the hand switch stand and the throw-over device will not be installed, but when il; is intended to o crate the switch mainly from the train the liandswitehstahd will be provided in addition to the throw'- over device in order to obviate the neeessit of equipping.; every ear or locomotive with the tripping means.

Having thus described my invention,what l claim as new and desire to secure by Letters latent, is:

.L Afrailway switch comprising a pair of al'ii'oaling'n'ain line-rmils; a pair of trailing main lino rails; a'y pair 0f siding rails; two pairs of stub rails, one pair of stub rails being permanently alined with said siding rails, and the other pair of stab rails being permanently 'alined with saidtrailing main line rails, and said pairs of stub rails bein movable to nlakeseem-implyingA between siding rails and said approaching main ine to the ties the ties have shifted and thrown lio and said approaching main line rails 5 a stop for limiting the movement of said stub rails when moved toward the siding position .whereby sur-lf stop takes the impact. of the traV in in entering the siding, said stop heilig rigidly connected to one of said approaching main line rails; and automatic mechanism for etl'ecting the movement' of said stub rails, said automatic mechanism being rigidly connected to one oi said approaching main line rails` p f2. A railway switch comprising a pairof apljnoaehingnain line rails; a pair'of trailing main line rails; a pair of siding rails; two pairs ot' stub rails; one p'air of stub rails vbeing permanently alined with said siding rails, and the other pair of. stub rails being permamrntly alined with said trailing main line rails, and said pairs of stub rails being movable to make connection between said siding rails and said approaching main line rails or between said trailing main line rails and said approaching main line rails; metallic means for supporting said pairs of Stub rails and rigidly connecting said approaching and trailing main line rails and said siding rails together; stops for limiting the movement of said stub rails in both directions, said stops being mounted rigidly upon said supporting and connecting means, whereby all of the parts are immovably connected together; and automatic mechanism for effecting the movement of said stub rails, said automatic mechanism being rigidly connected to one of said approaching main l line rails.

'said supporting 3. A railway switch comprising a pair of approaching main line rails; a pair of trailing main line rails; a pair of siding rails; two pairs of stub rails, one pair of stub rails being permanently alined with said siding rails,`and the other pair of stub rails being permanently alined Awith said trailing main line rails, and said pairs of stub rails being movable to make connection between said siding railsl and said approaching main line Iails or between said trailing main line rails and said approaching main line rails; metallic means for supporting said pairs of stub rails and rigidly connecting said approaching and trailing main line rails and said siding rails together; stops for limiting the movement ol' said stub rails in both directions, said stops being mounted rigidly upon and connecting means, whereby all of the parts are immovably conneeted together; and automatic mechanism for etleeting the. Increment of said stub rails, said automatic mechanism hav-ing a portion thereof connected to one of'said approaching main line ails and having another portionV thereof connected to Said metallic supporting and connecting means; all' as and for the pnrposesset forth..

`.In wit-ness whereof, I have hereunto subscribed my name in the presence of two witmesses.

IRA A. CALL.

Witnesses:

W. L. Faxman, Unas. L. IIoeniNs.

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