US433237A - garey - Google Patents

Description

(No Model.) 4 Sheets-Sheet 1.

0. E. GAREY.

{ STREET RAILWAY SWITCH.

No. 433,237 Patented July 29, 1890 (No'ModeL) 4 Sheets-Sheet 2: I

3 O. E. GAREY. STREET RAILWAY SWITCH.

No. 433,237. Patented July 29, 1890.

4 Sheets-Sheet 3.

(No Model.)

0. B. GAREY. STREET RAIL AY SWITCH.

No. 483,237. Patented July 29,1890.

Rspu, were umo \w- Nmm' a (No Model.) 4 SheetsSheet 4.

C(B AR EY. STREET RAILWAY: SWITCH. N[(l \433,237. Patented July 29, 1890.

UNITED STATES PATENT OFFICE.

CALEB E. GAREY, OF NE\V YORK, N. Y., ASSIGNOR TO YVILLIAM VHITE, OF SAME PLACE.

STREET-RAILWAY SWITCH.

SPECIFIOATIbN forming part of Letters Patent No. 433,237, dated July 29, 1890.

Application filed November 18, 1889. Serial No. 330,718. (No model.)

['0 0.0% whom it may concern.-

Be it known that I, CALEB E. GAREY, a citizen of the United States, residing at New York, county of New York, and State of New York, have invented certain new and useful Improvements in Street-Railway Switches, fully described and represented in the following specification and the accompanying drawings, forming a part of the same.

This invention relates to streetrailway switches, and especially to switches of the class shown in United States Patents Nos. 396,127 and 396,128,granted to William Vhitc, January 15, 1889; and my invention consists in improvements upon the switches shown in these patents, and in various novel constructions and combinations of parts of general application in this class of switches, which will be more particularly pointed out in the specification and claims.

Among the objects of these improvements is the construction of the pit-frame and operative mechanism, whereby the'switch is normally set for one, preferably the straight track, and when set for the curved track is automatically locked in position and may be released by either the team or the rear wheel of the car after the switch is passed.

Another object is to provide means whereby, when the same road is used for horse-cars and cars propelled by electricity or other motive power, the switch may be unlocked by the wheels of any car previous to reaching the switch without interfering with the setting of the switch by a team in the usual manner.

In addition to the above my improvements relate to the general construction of the switch, with the further objects of reducing the depth of the pit and the motion of the tilting table, providing means for ready adjustment, preventing the breakage or disarrangement of the parts under sudden strain and rendering their action more certain and subject to less friction. The differentparts of inyimproved switch, moreover, with the exception of one or two of the minor parts, are interchangeable, and may be used for either a right or left hand switch, as desired.

A full description of myinvention will now be given, reference being had to the accompanying drawings, forming a part of this specification, in which Figure 1 is a plan view showing the track, tongue, tilting table, cover, and the pit-frame. The fulllines show the switch set for the main track, the dotted lines as in its central position when being set. Fig. 2 is a similar View with the tilting table and connections removed, showing the pit'frame and operative parts. Fig. 3 is alongitudinal section taken on the line 3 3 of Fig. 2, showing also in dotted lines the means for unlocking the switch by an approaching car, the track being shown as broken away. Fig.4: is a longitudinal section. taken on the line at et of Fig. 2. Fig. 5 is a cross-section taken on theline 5 5 of Fig. 2, the parts being shown as in the position indicated by dotted lines in Fig 1. Figs. 6 and 7 are detail views. Fig. 8 shows in full lines the means for unlocking the switch by a car which has passed it on the branch track and in dotted lines the means for unlocking it by an approaching car. Fig. 9 shows a modification.

Referring now to the drawings, A is a tiltingtable, and B the cover supported above the pit F by the pit-frame G and cross pit-frame H.

G is the switch-plate and D the tongue. The tongue D is pivoted to the switch-plate O atthe point 1, and near the other end is articulated to the long arm 2 of the rock-shaft 3, by which the tongue is operated. This articulation, being at the base of the tongue, is on the line of least resistance to sliding mo tion, and all the power is applied to moving the tongue, no twisting strain being put upon the latter, as is the case in the ordinary connections. A bushing is inserted in tongue D, with which the articulation is made, thus enabling the wear to be corrected readily by replacement of the bushing. The rock-shaft 3 is parallel with and below the tongue, and may be of any desired length within the pitframe.

II is the cross pit-frame, by which the rockshaft 3 and other operating parts are supported. The tilting table A is pivoted on the front of pit-frame G and cross pit-frame H at 4 4, thecross-frame pivot being covered by the cover 13, supported on the rear of pitframe G and on cross-frame H. The tilting table has a very slight movement limited by the stops 5 on the pit-frame G and the base of the recess 6 in the cross-frame H. To the rear of the tilting table A, at each side, is attached a depending lug 7, entering recess 6 in the crossframe H. To the lug at one side or the other of the tilting table, according as the switch is right or left hand,is pivoted the short arm of the bell-crank lever 8, this short arm passing under and close to the cover B.v The long arm of the bell-crank lever extends downward andis attached to a bar 9, sliding in one or more supporting-lugs 11, attached to the cross-frame H. This bar 9 is the auxil iary operating-bar, and is connected to the main operating-bar10 by the spur 12, which forms a collar loose upon the main operatingbar.

The main operating-bar 10 is loosely mounted in the supporting-lug 11, and is articulated at its other end to the short arm of the rock-shaft 3. Upon the main operatingbar 10 are loosely mounted the releasingspring 13 and the operating-spring 14, the releasing-spring being held in place by the collars 15 and nuts 16 and the operating-spring 14 by similar collars 17 and nuts 18, the collars being free to move upon the shaft, except as retained by the nuts. The nuts 16 and 18 are in pairs, one of each pair being a set-nut and the other a locking-nut. On the outside of the spur 12 are adjusting and locking nuts 19, by which the length of the connection between the rock-shaft'3 and the bell-crank lever 8 is adjusted.

Mounted upon the auxiliarybar 9 and held by a set-screw or otherwise is a beveled trip 20, and adjustably mounted upon the mainoperating-bar 10 by the nuts 21 is the springlatch 22, adapted to catch upon the lug 11 when the main operating-bar is thrown over, thereby locking the switch in its shifted position. This spring-latch is composed of a spring-arm; butit is evidentthat the latch-arm may be hinged and pressed into position by an independent spring. A roller 23 may be inserted in the lug 11 to enable the springcatch 22 to be moved more readily into and out of locking position.

As stated above, the main operating-bar 10 is articulated to the short arm of rock-shaft 3, through which it operates the tongue D.

This rock-shaft 3 is mounted in support 24, attached to the cross-frame H, this support being preferably constructed, as shown, of two hangers connected together by the screw-bolt 25, thereby permitting the wear of the bearing to be taken up by tightening the bolt, or the shaft to be readily removed. The other end of the shaft is supported in abushing carried by a hanger 42 upon the pitframe.

Loosely mounted upon the rock-shaft 3, in-

side the hanger 42, is the long arm 2, engage ing with the tongue D and provided with a pin 26. For a short portion of its length this up, thereby providing a catch for the end of the spring 28, which encircles the shaft3and collar 27. This spring 28 forms an auxiliary setting-spring, the movement of the operating-bar l0 and the rock-shaft 3 being transmitted through it to the arm 2and tongue D. This, with the spring 13, forms yielding connections between the lever 8 and the tongue, the specialfunction of which will be explained hereinafter. The spring 28 is adjustable by means of the collar 29, surrounding the shaft and provided with a series of holes, through any one of which the end of the spring may be passed, the collar-29 being held in position longitudinally of the shaft by means of a setscrew 30.

Referring now to the means for unlocking the switch after it has been set by the tilting table, 31 is an angular cross-piece extending from the pit-frame G to the cross-frame H and affording a support for the key-rod '32. This key-rod 32 passes through a tripping-lever 33, pivoted to the cross-piece 31, and is adjustably connected thereto by spring 34 and adjusting-nut 35, the lever being forked at its end and engaging by a pin 36 with the spring-latch 22. The key-rod 32 passes over the pivoted strut 37, attached to the side of the frame G, and at the strut is bent at or nearly at right angles and passes longitudinally of and just below the track to a point beyond the pivot 1 of the tongue D, where it is connected with a sliding key 38, adapted to be depressed by the wheel-flange as the car passes over it from the direction of the switch. The key, key-rod, and tripping-lever are returned to theirnormal positions by the spring 34, which is put under tension by the movement of the key.

The key 38 is preferably set not at right angles to the track, but at a smaller angle, so as to receive the blow of the flange directly, and move in a path offering least resistance to the blow. Another advantage of this position of the key is that a car moving in the other direction does not operate it, on account of the, friction excited by its angular position, the blow of the'flange of the car being on the line of greatest resistance of the key. The key operated by the flange presents no obstruction in the street, being set in the groove of the rail and not rising above the tread.

In Fig. 8 is shown in dotted lines a second key-rod 39, passing over a second strut 40 in the opposite direction from the key-rod 32. This key-rod is connected by lever 44 to a second key 43, (see Fig. 3,) similar to the key 38, the second key being placed at a point a sufficient distance in front of the switch to enable the rear wheels of a car to pass off the key before the team reaches the tilting table. \Vhile the key-rod 39 is shown as connected to the key-rod 32, it is evident that otherconnections between it and the latch 22 may be substituted, either direct or through the triplever The operation of the device is as follows: The tongue being set for the straight track and the team being driven upon the left side of the tilting table, the right side of the table will be slightly raised, and the short arm of the lever 8, which passes horizontally beneath and close to the cover B, will be raised, thereby throwing back the long arm of the lever and moving the auxiliary bar 9 toward the right of the table. By this means the auxiliary bar 9, through the spur 12, pressing against the nut 11), slides the main operating bar 10, and by compressing the spring 14 rocks the shaft 3, and thereby shifts the tongue D to the right of Fig. 1 by means of the auxiliary spring 28 and long arm 2 of the lever 3. During this operation the springcatch 22 has moved over the lugll, and by the force of the spring-arm of the catch is thrown down over the lug, thereby locking the switch in position against the force of spring 14. The switch is now set for the curved track. As the car passes the pivotpoint 1 of the tongue D, its flange strikes the key 38, forcing it downward and forward, thereby sliding the key-rod 32 through its support against the force of the spring This operates the trip-lever 33, which, by its pin 36, raises the spring-latch 22 fromthelug 11, releasing the operating-spring Hand allowing it to return the tongue to position through rock-shaft 3, arm 2, and the slotted arm of collar 27. If the switch be set for the curved track, it is evident that it must be locked in position by the latch 22, against the force of spring 1%, and that the release of the latch through the tilting table will set the switch for the main track. If, therefore, the switch be set for the curved track, the team will be driven upon the right side of the tilt ing table, thereby depressing that side and throwing the horizontal arm of lever 8 downward and the auxiliary operating-bar 9 to the left of the switch or right of Fig. 5. This movement is permitted by the compression of releasing-spring 13. The movement of the bar 9 carries the trip 20 forward, and its beveled surface strikes against the beveled surface of spring-catch 22, thereby raising the catch and allowing the spring 1% to return the switchto position for the main track.

In the construction shown in Fig. 8, if the switch be set for the curved track, the wheel of the approaching car will release the spring 14 through the key 43, lever 14, key-rod 39, and trip-lever 33, and set the switch for the straight track. If the car be a motor-car, the switch will remain set for the main track. If it be desired to shift the switch for a car drawn by a team, the distance between the key and the tilting table is sufficient to allow the switch to be set by the team after the rear wheel has left the key.

The adjustment of the parts shown in Fig. 5 is as follows: hen through wearit is found that the switch does not respond fully to the motion of the table, the lost motion may be taken up by means of the adjusting-nut 19, which, being tightened, shortens the connection formed by the two rods 9 and 10 between the levers 3 and S. The tension of the springs 13 and 11, as thus increased, may be regulated by means of the holding-nuts 16 18 pressing against the collars 15 17. The adj ustment of the rock-shaftS in its hanger 24, and that of the spring 28, have been fully described. As the bushing in hanger 42 be comes worn, it may be replaced readily by loosening bolt 25 and sliding the shaft out of the bushing. The locking and releasing mechanism are also fully adjustable, the latch by nuts 21 and the key-rod by nut 35.

In Fig. 5 is shown in dotted lines a modification by which the bell-crank lever is pivoted outside the point of connection with the table, thus reversing the movement of the parts.

In Fig. 9 a modification is shown in which the bar 10 is moved in both directions by the compression of springs which form the'connection between the rods 9 and 10, thus giving a yielding motion in both directions. This additional spring may take the place of auxiliary spring 28, enabling a rigid connection to be substituted for the latter, or both springs may be used, if desired. In the modified construction the bar 9 is provided with two spurs 12, on each side of which are the springs 13, and inside and extending between which spurs is the screw-collar 11. The springs, as before, are held between the collars l5,surrounding the shaft, and are adjustable by nuts 16. The adjustment of the connection is made by screwing the collar 41 in either direction, as desired, the springs thus being permitted to move the bars 9 and 10 and adjust the length of the connection. The inside collars 15 pressagaiust the spurs 12 and collar -11, and the tension of the springs is adjusted by the nuts 16, as before.

The advantage of the yielding connection is obvious. \Vith a rigid connection and a stone or other obstruction in the path of movement of the tongue I) the full strain caused by the weight of the team upon the table A is borne by rigid parts. Vith the spring connection shown and described the motion of the table A in either direction will be taken up by the movement of the springs and all danger of breakage avoided. By this construction, moreover, the strain upon the parts being relieved, they may be made of less size and weight, thus reducing largely the friction and consequent wear of the bearings. It is evident that this yielding connection may be used with or without operating-spring 11.

3y varying the relative lengths of the long and short arms of lever S and rock-shaft 3 and the point of articulation with tongue D the movement of the tilting table may be re duced to the lowest point at which the weight of'a team is sufficient to shift the tongue. As the friction is slight and weight of the tongue nominal, it is evident that the leverage may be adjusted for a very slight movement of the table. The connection between the tongue D and arm 2 also aids in securing a slight movement of the table, the articulation being, as stated above, on the line of least resistance to sliding movement.

-. WVhat I claim is 1. In a street-railway switch, the combination of a tongue, a tilting table, connections between the tilting table and the tongue for shifting the latter, and an automatic locking device for positively locking the tongue in position when shifted, substantially as described.

2. In a street-railway switch, the combination of a tongue, a tilting table, connections between the tilting table and the tongue for shifting the latter, an automatic locking device for positively locking the tongue in position when shifted, and means for automati cally unlocking the tongue and returning it to position, substantially as described.

3. In a street-railway switch, the combination of a tongue, a tilting table, connections between the tilting table and the tongue for shifting the latter, an automatic locking device for positively locking the tongue in position when shifted, and means operated by the car for automatically unlocking the tongue and returning it to position when the car has passed the switch, substantially as described.

4. In a street-railway switch, the combination of a tongue, a tilting table, connections between the tilting table and the tongue for shifting the latter, an automatic locking device for positively locking the tongue in position when shifted, and means operated by the car for automatically unlocking the tongue and returning it to position before the car has reached the switch, substantially as described.

5. In a street-railway switch, the combina-,

ing device for locking the tongue in its shifted position, and means for unlocking the tongue to allow the spring to return it to its normal position, substantially as described.

6. In a street-railway switch, the combination of a tongue, a tilting table, connections between the tilting table and the tongue, whereby the tilting of the table in one direction'shifts the tongue, a spring putunder tension when the tongue is shifted, an automatic locking device for locking the tongue in its shifted position, and connections between the tilting table and the locking mechanism, whereby the tilting of the table in the other direction unlocks the tongue and allows the spring to return it to its normal position, substantially as described.

7. In a railway-switch, the combination of a tongue, a tilting table and connections for shifting the tongue, a spring put under tension when the tongue is shifted, an automatic locking device for locking the tongue in its shifted position, and means operated by the car and connected to the locking mechanism, whereby the tongue is unlocked after the car passes the switch and is returned by the spring to its normal position, substantially as described.

8. In a street-railway switch, the combination of a tongue, a tilting table and connections for shifting the tongue, a spring put under tension by the shifting of the tongue, an automatic locking device for locking the tongue in its shifted position, and means operated by the car for unlocking the tongue as the car approaches the switch, the part acted upon by the car being a sufficient distance in front of the switch to permit the tongue to be set by the team after the car has passed such point, substantially as described.

9. In a street-railway switch, the combination of a tongue, a tilting table and connections for shifting the tongue, a spring put under tension by the shifting of the tongue, an automatic lockin g device for locking the tongue in its shifted position, and means operated by the car for unlocking the tongue as the car approaches the switch, whereby the car releases the spring to allow it to return the tongue to its normal position, substantially as described.

10. In astreet-railway switch,the combination of a movable tongue, atilting table, connections between the tilting table and the tongue for shifting the latter, a spring put under tension by the shifting of the tongue, a latch moving with the tongue and adapted to catch on a fixed part of the frame for locking the tongue in its shifted position, and means for withdrawing the latch and unlocking the tongue to allow the spring to return the tongue toits normal position, substantially as described.

11. In a street-railway switch, the combi: nation of a tongue, a sliding operating-bar, connections between the bar and the tongue, a spring placed under tension by the shifting of the tongue, a spring-latch carried by the bar and adapted to lock the tongue in its shifted position, an auxiliary operating-bar connected with the main bar to move it in one direction, but moving independently of the main bar in the other direction, a trip carried by the auxiliary bar and adapted to raise the latch, and means for moving the auxiliary bar in either direction, whereby the switch may be shifted or unlocked by the auxiliary bar, substantially as described.

12. In a street-railway switch, the combination of a movable tongue, a sliding operating-bar, a coiledspring surrounding said bar, connections between the operating-bar and tongue, a tilting table, and connections whereby the movement-of the table is transmitted to the bar through the spring, substantially as described.

13. In a railway-switch, the combination of a movable tongue, an operatingbar sliding in fixed guides and having a spring-bearing, yielding connections between the operatingbar and tongue, and means for operating said bar through the sprin g-bearin g, substantially as described.

14. In a railway-switch, the combination of a movable tongue, at double operating-bar, one member of said bar sliding on and parallel with the other, connections between one member of the bar and the tongue,mechanism for actuating the other member, and yielding connections between the two members, through which the actuated member operates the other member to move the tongue, substantially as described.

15. In a railway-switch, the combination of a movable tongue, a main operating-bar,connections between said bar and the tongue,an auxiliary operating-bar having an adjustable sliding connection with the main bar, and a spring 011 each side of the connection, through which motion is transmitted from one bar to the other, substantially as described.

16. In a railway-switch, the combination of a main operating-bar, an auxiliary operating-bar, an elongated screw-collar on one of the bars, the other bar being provided with two spurs forming collars loose on the screwcollar, springs on the bar carrying the screwcollar pressing against each end of the collar and the spurs, and means for adjusting the tension of the springs, whereby the length of the compound bar may be adjusted and an adjustable yielding connection is formed between the two bars, substantially as described.

17. In a railway-switch, the combination of the main operating-bar 10, having the springlatch 22, provided with a beveled surface, lug

11, auxiliary operating-bar 9, having a sliding connection with the main bar and carryin g the beveled trip 20, releasing and operating springs, as 13 1%, on the main bar, and means for moving the auxiliary bar in both directions, substantially as described.

18. In a railway-switch, the combination of the main operating-bar 10, lug 11, an adjustable spring-latch, as 22, carried by the main bar, auxiliary operating-bar 0, having an adj ustable sliding connection with the main bar and carrying the adjustable trip 20, adj ustable releasing and operating springs, as 13 14:, upon the main bar, and means for moving the auxiliary bar in either direction, substantially as described.

19. The combination of a movable switchtongue, a rock-shaft, an arm loose upon the shaft andconnccted to the tongue, a spring moving with the shaft and attached to the arm, and means for operating the rock-shaft, substantially as described.

20. The combination of a movable switchtongue, a rock-shaft parallel therewith, an arm loose upon said rock-shaft and connected to the tongue, a pin on said arm, a collar moving with the shaft and provided with a slotted arm through which the pin passes, and a spring attached to the shaft and engaging the pin, whereby themovementof the shaft in one direction operates. the tongue through the spring, and movement in the opposite direction operates the tongue through the slotted arm, substantially as described.

21. In a street-railway switch, the combination of the movable tongue, an operating-bar at right angles to the tongue and supported on the cross pit-frame, a spring-latch carried by the bar and adapted to catch on a fixed part of the frame when the tongue is shifted, a slotted rail, a key sliding in the slot and adapted to be operated by the car-wheel, an angular key rod, as 32, supported at its angle by a pivoted strut, and a trip-lever connected to the key-rod and engaging the latch, substantially as described.

22. In a railwayswitch, the combination of a sliding key adapted to be operated by the car-wheel, a key-rod attached to said key at one end and sliding in fixed bearings at the other end, the rod being bent to form an angle between the key and bearings, a pivoted strut, as 37, supporting said rod on the inside of the angle, and connections whereby the switch-tongue is operated on the movement of the key-rod, substantially as described.

23. In a railway-switch, the combination of a slotted rail, a key sliding therein and adapted to be operated by the car-wheel, a key-rod sliding in fixed bearin gs and attached to the key, and a coiled spring surrounding said rod and put under tension by the movement of said key, whereby the key is returned to position when the car has passed, substantially as described.

2%. In a railway-switch, the combination of a slotted rail and a key sliding ina vertical plane therein, the slot being placed at an angle longitudinally of the rail, substantially as shown, whereby the wheel of a car passing in one direction strikes the key on the line of least resistance, and the wheel of a car passing in the opposite direction strikes the key on a line of greater resistance, substantially as described.

25. In a street-railway switch, the combination, with the track and movable tongue, of a pit-frame G, cross-frame II, and tilting table A, j ournaled in said frames and provided with a depending ing or lugs extending to the rear over the cross-frame, the cross-frame being recessed to receive the lugs and limiting the movement of table A, and the stationary cover 8, extending over the cross-frame and securing the table in position,substantially as described.

26. In a street-railway switch, the combination, with the track, movable tongue, and pit-frame, of a tilting table pivoted in the frame, a bell-crank lever pivoted to the frame and having a short horizontal arm pivotally connected to the table and a long arm con- ICO nected to an operating-bar, and a rock-shaft having along arm connected to the tongue and a short arm connected to the operatingbar, substantially as described.

27. I11 a street-railway switch, the combination, With the track, movable tongue, pitframe, and recessed cross pit-frame, of a tilting table pivoted to the frames and provided with a lug extending to the rear through the IQ recess in the cross-frame, a cover for securing the table in position, a bell-crank lever pivoted to'the cross-frame and having a short "arm pivoted to the lug and a long arm connected to an operating-bar, and a rock-shaft having a long arm connected to the tongue and a short arm connected to the operatingbar, substantially as described.

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