US406066A - William spielman - Google Patents

Description

(No Model.)

W. SPIELMAN.

RAILROAD $WITGH.

No. 406,066. Patented July 2, 1889.

' UNITED, STATES PATENT OFFICE.

ILLIAM SPIELMAN, 0F NElVARK, NEW JERSEY, ASSIGNOR TO U. MORRIS SCHIVERIN, ()F SAME PLACE.

RAILROAD-SWITCH.

SPECIFICATION forming part of Letters Patent No. 406,066, dated July 2, 1889.

Application fi September 29, 1888. Serial No, 286,732. (No model.)

To all whom it may concern:

Be it known that 1, WILLIAM SPIELMAN,of the cityof Newark, county of Essex, and State of New J ersey,have invented a new and useful Improvement in Railroad Switches, of which the following is a specification.

My invention relates to that class of railroad-switches known as split switches; and the object of my invention is to provide a switch which may be operated either automatically or by hand to connect and disconnect with the main branch of the road-track.

My invention is illustrated by the accompanying drawings, in which similar parts are designated by similar letters throughout the sex'eral views.

Figure l is a plan view of my improved switch; Fig. 2, a cross-section of the same on the line ayFig. 1. Figs. 25, l, and 5 are en larged detail views of the switch-lever or switch-stand, taken in a direction corresponding to Fig. 2, showing successive positions of the operating mechanism. Fig. i is a plan view in detail, looking obliquely toward the locking device K and sectioned on the line y g Fig.

A A A A represent the rails of the main line of the railroad; A A, the branch or siding; P P, the guard-rails, serving as a protection to the ends of the switch-rails c a; C C, the movable portions of the branch rails, having split or tapering ends a a.

c c c c are plates of metal fastened to the ties to allow the switch-rails to shift freely and with less friction.

Z) Z) l) are bars or rods of metal adapted to both strengthen the switch-rails and keep them a proper distance apart.

The rod or bar l3, placed near the ends a a of the switch-rails is attached firmly to these rails and to the switch stand or lever by means of the connectinga'od E. Its function is to incidentally strengthen these rails, but its main purpose is to shift the Sn itch when sufficient force is exerted upon it by the switch stand or lever. The construction of this switch stand or lever is more fully shown in Figs. 2, 3, 4:, and 5. The connecting-rodE is attached by pinning or keying to the shift bar I; of the switch-rail. It is furnished with a head N, to which it can be preferably at tached by screwing, that it may be more con venicntly and securely pinned or keyed to said shift-bar. Atits other end M it is shaped like an eyelet, and is bolted by the nut 0 to the crank F. This crank F is clearly shown in the drawings and forms an integral part of the rod G, passing through the switch-stand and adapted to move freely in the bearing S. The lever II is provided with a weight II to overcome the resistance of the switch-rails and to enable the operator to easily move them. Its end is firmly attached to the rod G by any suitable means, so that any movement on its part acts through the rod G, crank F, and rod E upon the shift-bar]; and rails and closes or opens the switch. A second weighted lever I consists of two arms I and J and revolves loosely upon the rod G.

Upon the arm J a locking mechanism K is attached. This locking mechanism, as shown in Figs. 23, 4-, 5, and ('5, consists of a catch or clasp having an upper plate or face p, recessed at o to admit the arm of the weighted lever II, a latch m n, fulcrumed or pivoted at f to the upper and lower plates of the locking mechanism, adapted to admit of the arm of the weighted lever II to slip into the recess 0 and to be retained therein by the shorter arm m. The shorter end 712 of the latch is beveled or shaped as shown in the drawings, to allow the weighted lever II to push it inward, and so slip into the recess 0. The longer end 11 serves to open and close the catch. To pre vent the latch from being operated, a pin or padlock is fitted in the hole or recess 1), extending through the upper and lower plates of the locking device and through the latch. Thcdesign of this catch is to securely connect or fasten the two weighted levers ll. and I to-- gether, by this means allowing the weighted lever I to act upon the rod E, shiftbar l3, and upon the switch-rails. The lever II alone moves through an are sufficient only to allow the switch to shiftthat is, to open or close; but when it is connected with the weighted lever I the shift-rail a is kept pressed against the rail A by its additional weight and the switch-rails and allow the train to continue upon the main branch. This automatic movement is accomplished by the adjustment of the weights of the levers II and I, so that the levers will be raised when the train is passing; but as soon as the last wheel passes over the junction their combined weights will bring the switch-rails into their former position. Thus any number of trains may pass over the main branch, and the switch will always he in the position shown in Fig. 1. WVhen the switch is set for the main branch and the levers are in the position shown in Fig. 5, a train coming along the siding will proceed until the flange of the car-wheel or locomotive-wheel enters between the shiftrail a and main rail A, when the pressure thus exerted will be sufficient to shift the switch and allow the train to proceed upon the main track. The weighted lever H is also raised, and, unless the catch K is securely padlocked or pinned, will become fastened or clasped to the lever I and the switch will remain in the position shown in Fig. l; but if the catch K is secured so that the two levers cannot become attached the lever II will return to the position shown in Fig. 5, and the switch is always kept open. It is obvious that the switch may be operated also by means of the hand, the operator in such cases raising or lowering the lever II or the levers H and 1.

Many forms of switch-stand may be devised which shall accomplish my invention. The form of the weighted levers, connecting-rod, shift-bar, crank, and" other portions of the operating mechanism may be varied and mechanical equivalents therefor substituted without departing from the spirit of my invention.

What I desire to claim and secure by Let ters Patent is 1. In railway-switches adapted to be operated either automatically by the flange of a car-wheel or by hand, the combination of the switch-rails with a switch-stand, consisting of two weighted levers engaging anddisengagin g with each other, one of which, acting upon the switch-rails, may be operated by hand, and the other, serving to retain the switchrails constantly in one position, being operated sufficiently by hand or by the flange of a car-wheel to allow the cars to pass, substantially as herein described.

2. In a railroad-switch adapted to be operated automatically by the flange of a carwheel or by hand, a weighted lever composed of two arms I and J, adapted to be engaged or disengaged with the weighted lever H by means of the catch K, attached to the arm J of the lever I, as and for the purposes set forth.

3. In a railroad-switch adapted to be operated either automatically by the flange of a car-wheel or by hand, the combination of the switch-rails a a and shift-bar B with the connecting-rod E, crank F, rod G, and levers H and I, to the arm J of which lever I is attached the catch K, adapted to be engaged and disengaged with the lever II, and thus connect and disconnect said levers II and I, substantially as and for the purposes set forth.

Dated New York, September 27, 1888.

WILLIAM SPIELMAN. WVitnosses:

HENRY E. EVERDING, JAMES J. Cosenovn.

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