US313928A - Automatic railway-switch - Google Patents

Description

3 Sheets-Sheet 1.

S. DRAKE.

( No Model.)

AUTOMATIC RAILWAY SWITCH.

No. 313,928. Patented Mar. 17, 1885.

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CHARLES S. DRAKE, OF SAN FRANCISCO, CALIFORNIA.

AUTOMATIC RAILWAY-SWiTCi l.

EJPELIFICATIUN forming part of Letters Patent No. 313,926, dated March 17, 1885.

Application and April 21, 1883. (No model.)

(ii Z], 7071,0122, 7'15 771/17 concern:

Be it known that I, CHARLES S. DRAKE, a citizen of the UnitedSt-ates, residing at San Francisco, in the county of San Francisco and State of California, have invented certain new and useful Improvements in Automatic Railway-Switches, of which the following is a deseription.

My invention relates to improvements in operating railway-switches. The object sought to be attained is to operate a switch automatically from the engine or motor, and thereby place it directly under control of the engineer.

The following description fully explains the nature of my said invention and the manner in which I proceed to construct, apply, use, and carry out the same, the said drawings being referred to by figures and letters.

In the several views or figures given in the said drawings, Figure 1 is a plan of a section of railway-track at a switch having my improvement applied to operate the switch from the main or through line in both directions. Fig. 2 is a detail view, on a larger scale, of the switclrthrowing lever, its connecting-bar, and the locking device and its operating-lever. Fig. 2 is a vertical section, also on a larger scale, showing a construction of switch-dog or throwing-plate to be operated by vertical pressure from projecting stops or devices on the engine. Fig. 3 is aplan or top View showing the arrangement and position of the actuating dogs or plates by which the switch is unlocked, thrown, and locked in position. Fig. 4. is a longitudinal section through Fig. 3 on aline just inside the right-hand or lower rail. Figs. 5, 6, 7,8 are views showing the construction and application of the switch-actuating device upon the engine. Fig. 5 shows its position on the engine; Fig. 6, an under side view or plan of the stops and their operating-levers and locking mechanism by which the position of the stops is controlled and regulated from the engine. Fig. 7 is a side elevation of the stops and their case, and Fig. 8 alongitudinal section through Fig. 7. Fig. 9 shows a modification of these stops or operating devices on the engine. Fig. 10 is a cross-section of the operating-barrel, taken through the lockingpin, line as m of Fig. 7. Fig. 11 is a like seet-ion of the same, taken through one of the arms or stops, line y y; of Fig. 8.

In carrying out and applying my said improvements I connect the outer or free end of the two rails A A of the movable section of track, known as the switch, by a tie, 13, formed of a flat bar. The other ends of the section are jointed to the fixed rails or stationary part of the track C, in order to give sufficient lateral movement or spring. To the center of this tie or cross-bar B is pivoted one end, arm, or member of an oscillating lever or plate having its center of motion, 2,fixedin a suitableblock or plate, 3,anchored in the roadbed. To the longer member or center extension, 1, of this lever the switchbar B is attached, while to the outer lateral extensions, 4 4, connection of rods or bars 5 6 is made. These are carried longitudinally to points suitably distant from the switch-point, where they are attached to oscillating levers or plates 7 8, also pivoted to fixed blocks 99, set in the roadbed. Levers 7 8 have wedgeshaped plates 10 10* secured to or formed with them as part of the structure, which plates project above the surface of the road bed and have inclined diverging faces (1 d. The pointed end of such plate is set toward the direction of travel on the line, and when the switch will be approached from both directions on the main track, as represented in the plan, Fig. 1, the two plates 10 10* will point in contrary directions. If the switchis approached from one direction only, as in the direction indicated by the arrow, Fig. 1, and the switch is intended to throw to siding or branches, as D E, the second set of rods, lever, and plate, 5 6 7 10, which are placed in the track between the sidings D and E, need not be used, and in such case the principal oscillating lever 1 will require but two arms or points of attaclnnent-one for the tie-bar B, and the other for the connecting-rod 5.

Upon the under side of the engine or the motor at the head of the train I provide a switch-throwing mechanism or device to automatically operate on the wedge-shaped plates 10 10*. These plates, being set in the path or line of movement of the stops or projecting parts of such device,are struck and caused-to turn upon the center of motion by contact of the stops with the edges of the plates. This throws the switch in the required direction to one side or the other before the front wheels of the engine reach the switch-section.

As shown in Fig. 5 and the accompanying details, the operating-stops are moved into and out of Working position by a handlever, 2 They are also set in several positions to change or vary the direction and extent of throw or movement of the wedgeshaped plates. By the position given to these stops a train is caused to take a side track in either direction to the right or the left from the principal line or to pass over the switch and keep the main line, and their adjustment is effected and entirely governed from the engine.

When the switching of a train ,from the main track to a branch is always to be made in a given directionas, for instance, for a train running on a main line and then branching off or taking asiding to give the main line to a train following the position of these operating-stops may be fixed, and no adjusting mechanism will be necessary. Each train, therefore, will set its own switch without any attention on the part of the engineer. As I have here constructed and applied the switch-operating device itis adapted to throw the switch to either siding from the main line, and the reverse, and is adjustable to pass over without throwing the switch fron the main line.

F. is a barrel or case to hold a sliding bolt, G, to which are -fixed two short studs, arms, or stops, HH, having friction-rollersff. The barrel F is secured to the under side of the truck crosswise, between the leading and driving wheels of the engine, and thestops project and work through a slot, 9. in the bottom. Connection of the slide G is made with a bell-crank lever, I, having its center of motion at h on the engine-frame. Its larger member is attached to the bolt G by means of a button, I, and a connecting-rod, J, connects its shorter member to a hand-lever, z, pivoted in a stand, K, on the engine-cab and working through a slot in the platform. The button I rests in a peripheral slot, 6, in the part G, and moves back and forth with said part G in a slot, f*,

i in the case F.

The two stops H are arranged at a certain fixed distance apart, the space or distance between them being equal to the width of the butt-end or base of the wedge-shaped plates or dogs 10 10*. While holding this position with respect to each other they are movable ment in its case F, for which purpose the slide G is fixed on a square shaft, m, having one end carried out through the barrel or case to receive a crank, N, from which a draw-rod, P, is carried back to the cab, where it is readily reached and handled. Cross-slots g g are cut in the barrel or case to receive the stops when turned up.

.To look the slide G, a spring pin or bolt, B, is fixed in a chamber, U, onthe side of the barrel or case F, to which bolt connection by link pivoted at t to lever S, pivoted at m, is made to the engine-frame. The pin or bolt B runs into a groove, 7', which extends partially around the part G,and thus prevents longitudinal play of the same, while it allows it to partially rotate.

A rod, T, connects the end of the lever to a small bell-crank, U, by which a horizontal movement of the lever-rod T is produced by means of an upright lever-handle, V, in the cab. For convenience of action this lever V is pivoted to the throwing-lever .2, so that the locking-pin B is withdrawn by the act of grasping the lever handle 2 to throw the bolt G. This arrangement will be understood from Figs. 5 and 6 of the drawings. In place of these studs and friction-rollers, I may use stops with inclined and curved faces, as at H, Fig. 9, so that the surfaces to strike and run in contact with the diagonal faces of the switch-actuating dogs or plates will have somewhat of a cam shape.

Aswitchlock is combined with the switchsetting mechanism in such manner that it is operated'by the stops H H to hold the switch at any position of adjustment and to release the switch and render it capable of being set in any desired position, and again to lock the switch when it is so set, all of which is accomplished automatically from the train. In front of the block 10* is placed a triangular or wedge-shaped unlocking-plate. 13, whichis fixed to the crank-lever 15, which is pivoted at 16 to a block fixed in the road-bed. One arm of the lever 15 is connected to rod 17, which latter is connected at its opposite end to the pivoted lever 14, which carries a wedge-shaped locking-plate, 12, and in turn has its opposite end connected to the draw-bar 19. At the free end of the switch the bar 19 is provided on its under side with lockinglugs y y y. with spaces z .2 between them. The lugs 11 1/ 31 work in the space between the lugs 00 w on the switch-bar B, and when any one of the lugs y y 1 occupies said space (between lugs x 00) the switch is locked; but when either of the spaces z 2 lies in the space between the lugs 00 x the switch is unlocked and the bar B may be moved. Now, supposing a train to approach the switch in direction of arrow, Fig. 1, its stops or arms H are already set so as to turn the switch as desired on reaching 10*, and the plates 13 and 10* lying in line, the plate 18 will be turned as desired also. By turning the plate 13 the rod 17 is moved, and- IIO through it and lever 14 the rod 19 is moved, to bring a space 2 into line with the lugs :10 w, and then the switch is unlocked as the bar B may be moved as desired. Now, when the train reaches plate 10* the switch will be set in the desired position, as already explained.-

After setting the switch the train also locks it in the position in which it is set by the following mechanism: The lever 1 1 is supplied with a wedge-shaped plate, 12, set in line with plates 10* and 13, the further movement of which in the same direction as plate 13 has been moved will relock the switch. As already explained, lever 14 is connected to drawbar 19, and it is evident from the connected levers (shown on large scale in Fig. 3) that if plate 12 be moved farther in same direction as plate 13 has been it will bring one of the lugs y g outside of one of the lugs 00 w on bar B and lock the parts.

In the application of my invention to a three-throw switch, as given in Figs. 1 and 2, the three lugs y 3 "y" have different locking positions for the bar 19, the center one to hold the switch to the main line, the lower one, y, to lock it in position to siding E, and the outer one, y, to hold it to the branch track 1). The three separate movements of the locking-bar 19, as well as of the switch itself, are controlled and regulated by the position given to the stops H H. When set in position to the center they pass over the dogs 13 10* 12 without moving them from the longitudinal line or axis, so that the switch is kept to the main track, while their position to the extreme right or left will move the dogs in corresponding direction and throw the switch to one or the other of the branch tracks, as, for instance, as shown in Fig. 1, the switch is set to main line and the central lug, as shown, is locked in between the lugs or projections on the bar 13. If the switch is to be thrown to siding E, the wedge-shaped pieces 13 and 12 are struck on the left-hand side by the projection on the train, and the lockisiirst unlocked by striking 13, and a further movement occurring in the same direction by striking 12,

I the lug if is brought into the space at the left of lug m, and the switch, having been operated,

by theintermediate movement of10*, is locked. So when the switch is to be set to the siding D the pieces 13 and 12 are struck on the righthand side, and the lug y locked in the space to the right oflug or.

'To operate the look from a contrary direction, as when the travel on the main or the branch track is in both directions, I attach the end of the bar 19 to a pivoted plate, 20,

and then connect the plate by means of rods to operating levers or plates located in the track of the main and the branch lines, the position of which operating-rods in the branches is indicated in Fig. 1 by the dot ted lines 21, and in the main lineby the rod 19*.

If the travel on the branch tracks D E is in both directions, each track will have a set of switch-operating and lock-operating dogs, 10 12 13, the same as represented on the main track, and as the construction and application of all these parts will be the same it is not considered necessary to show their special application in the drawings. In practice I prefer to carry the operatingrods through pipes or tubes, as clearly shown in Figs. 3 and 4 of the drawings, and to leave exposed only such parts as are necessary.

Instead of arranging the dogs to be worked by lateral pressure and move horizontally, I may, when a single-throw switch to be operated only in one way is to be used, employ the construction represented in detail view, Fig. 2, in which the dogs are worked by a vertical pressure received from the end of the stops H. A friction roller or wheel, f, will then be required in the stop H.

Having thus fully described my invention, what I claim, and desire to secure by Letters Patent, is

1. The combination of a switch-unlocking mechanism, a switch-operating mechanism, and a means, substantially as described, for locking the switch after each throw, consisting of the lever 14, projecting surface 12, and a locking slide or draw bar, 19, adapted to operate locking devices at or near the free end of the switch, as set forth.

2. In combination with a switeh-section or movable portion in a line of railway, the switch-operating lever, wedgeplate, and'connecting-rods constituting the switch-actuating mechanism, and the wedge- plates 13 and 12, rod 17, and drawbar 19, having the stops 3 y y, and the lugs 00 x on the switch-bar, constituting a locking device which is adapted to be operated by engagement with projecting stops carried by the locomotive, and to be 0perated in advance of and after the operation of the switch by the said stops to unlock the switch before its throw and lock it after it is set, substantially as hereinbefore described.

3. The combination, with the slotted barrel or case F, of the bolt G, movable therein and provided with arms or stops H, extending out through the slots in the barrel, substantially as and for the purpose herein set forth.

4. The combination, with the slotted hold ing barrel or case F, of the bolt G, having stops or projections H H, the lever I, crank N, connectingrods J P, operating-handle z the 10cking-pin R, and its operating leverhandle and connecting mechanism, substantially as herein described.

CHARLES S. DRAKE. [L. s]

\Vitnesses:

EDWARD Osnonn, F. M. DowNnY.

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