US1514376A - Railroad-switch-operating device - Google Patents

Description

[Nov 4, 1924. 1,514,376

J. CZERNIAK RAILROAD SWITCH OPERATING DE VICE Filed Jan. 2 1924 INVENTOR ATTORNEY Patented Nov. 4, 1.924%.

earner easiest JOZEPH CZERNIAK, OF KENGSHA, W'ISQONSEN.

RAILROAD-S1VITCH-0TEERATING DEVICE.

Application filed January 2,

To all whom it may concern:

Be it known that I, JoZnrI-r Cznnzvran, a citizen of the United States, residing at Kenosha, in the county of Kenosha and State of Wisconsin, have invented certain new and. useful Improvements inRailroad- Switch-Operating Devices, of which the following is a specification.

This invention relates to a railroad switch operating device by means of which a switch can be operated by one of the crew of an approaching train or engine, from said train or eng1ne, the invention having for an ob-' ject the provision of novel switchoperating device of this sort.

For further comprehension of the invention, and of the object and advantages there of, reference will be had to the following description and accompanying drawin and to the appended claims in which the various novel features of the invention are more particularly set forth.

Fig. 1 of the drawing is a plan view showing my improved switch operating means applied to a railroad track.

Fig. 2 is a side view thereof.

Fig. 3 is a transverse sectional view taken on the line 3-3 of Fig. 1.

Fig. 4 is an enlarged fragmentary plan view showing the switching device.

Fig. 5 is a detail perspective view of the operating device carried on the train.

In the drawing the reference numerals 10 and 11 indicated a pair of tracks rails, while 10 and 11' indicate a pair of rail ends which are adapted to connect to the rails 10 and 11 to enable a train to transfer from one pair of rails to the other and which we may consider as the ends of a siding. Extending along the rail 11, which is on that side of the track from which the siding joins it, are pairs of the horizontal bars 12 which extend along opposite sides of the rail parallel thereto and which are slightly spaced laterally therefrom. and may have their top faces substantially flush with the top face of the rail. These bars 12 are provided with a number of downwardly extending lugs 13 to which attach the approximatelv horizontal arms of a number of hell crank levers 14 which are fulcrumed on the upper ends of the brackets elements 15 fixed to the base flange of the rail 11. Connected to the vertical arms of these bell crank levers are the thrust bars 18 which are adapted to be moved longitudinally when the bars 12 are Serial No. 683,884).

depressed, these thrust bars extending along the rail, one on each side thereof, and having their main lengths just above the ties on which the rail rests. ends 10 and 11 are connected together by means of a transverse link 20 which engages their base flanges 'inthe usual manner by means of claw elements on its ends.

The adjustable rail This linkis adapted to be shifted longitudinally of itself, that is transversely of the track, by means of a rockdever 22 which is fulcrumed between its ends as at 23 to a suitable fixed part such as the base element 24 sunk in the r ad bed below the level of the rails this lever having a short finger 22 projecting from the centre thereof through which the link 20 is operated. The opposite ends of the lever 22 are adapted to be engaged directly by the adjacent ends of the 7 thrust bars 18 when a train approaches the switch from one direction; When a train approaches in the opposite direction the lever ends are engaged byhooked fingers 24 formed on one end of other levers 25 which are fulcrumedas at 26 to the base element 24, these levers having their opposite ends projecting across the ends of the thrust bars 18 to be operated by the latter, the end portions of the thrust bars being depressed below the level of the rails as at 18', so as to clear the rail elements 10 and 11. As will be readily understood when one of the bars 12 is depressed the switch ends will be moved in one direction, and when the other of said bars is depressed the switch ends will be moved in an opposite direction.

The connection between the finger 22 and the link 20 is effected through the medium of a gear sector 30 on said finger which engages a gear pinion 31 fixed to a spindle 32 rotatable in the base element 24 to which spindle 32 is also fixed an eccentric disk 33 engaging in a suitable aperture in the link midway bet-ween the ends of the latter. The 1 any suitable part of the train. and is formed with pairs of crank elements 41 to which are connected the bars 42 which extend downward to engage the said bars, having rollers 43 on their lower ends which come into contact with the bars. The lower ends of these bars may be guided by suitable parts. Fixed to the shaft 40 is a handle 45 for rocking the shaft.

As will be apparent from the above description, the engineer or other member of the crew of a train approaching the switch and desiring to change the latter can do so by rocking the shaft l0 in the proper direction to depress the right one of the bars 12 and thereby cause the switch ends to be moved.

While I have illustrated and described a preferred embodiment of my invention it is to be understood that I do not limit myself to the precise construction herein shown and that various changes and modifications might be made therein without departing from the spirit and scope of the invention as defined in the appended claims.

Having thus described my invention what I claim as new and desire to protect by Letters Patent of the United States is as follows:

1. In a railroad track, a movable switch end, a depressible bar extending along the track, a thrust bar .also extending along the track, bell crank levers connecting said first and second bars whereby depression of the first bar moves the second bar longitudinally, a rock lever adapted for operation by said second bar, and an operative connection between said rock lever and switch end.

2. In a railroad track, a movable switch end, a depressible bar extending along the track, a thrust bar also extending along the track, bell. crank levers connecting said first and second bars whereby depression of the first bar moves the second bar longitudinally, a rock lever adapted for operation by said second bar, and an operative connection between said rock lever and switch end, said operative connection comprising a gear segment on the rock lever, a pinion engaged by said segment, an eccentric disk fixed to said pinion, and a link with which said disk is engaged.

3. In a railroad track, a rail, a pair of movable switch ends, a pair of bars extending along one of the track rails on opposite sides of the latter, a pair of thrust bars, bell crank levers connecting said first and second named bars whereby depression of the former moves the latter longitudinally, a rock lever tulerumed midway between its ends and adapted to have opposite arms thereof engaged by the respective thrust bars, a link connecting the said rail ends, and an operative connection between said rock lever and said link.

In testimony whereof I have afliXed my signature. v

J OZEPI-I CZERNIAK.

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