US873134A - Switch. - Google Patents

Description

No, 873,134. PATENT-ED DEC. 10, 1907. M- B. MQUONNELL.

SWITCH.

APPLICATION FILED AUG. 9, 1907,

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attouwn a No. 873,134. PATBNTED DEC. 10; 1907. M. B. MQGONNELL. SWITCH.

APPLICATION FILED AUG. 9, 1907.

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I I I atto'wwag o MILTON B. MCGONNELL, OF TAMPA, FLORIDA.

SWITCH.

Specification of Letters Patent.

Patented Dec. 10, 1907.

Application filed August 9, 1907. Serial No. 387.889.

To all whom it may concern:

Be it known that I, MILTON B. MOCON- NELL, a citizen of the United States, residing at Tampa, in the county of Hillsboro and State of Florida, have invented a new and useful Switch, of which the following is a' specification.

This invention relates to automatic switches and has for its object to provide means operable from the platform of a car for moving the switch to open and closed position. I

A further object of the invention is to provide a pivoted rail section one end of which is operatively connected with the switch throwing mechanism and the other end thereof extended in the path of movement of an actuating device carried by the car so that as the car approaches the switch the actuating device will engage the pivoted rail section and effect the movement of said switch.

A further object is to provide an oscillat ing frame or yoke having a tilting block pivotally mounted therein and co-acting with a pair of longitudinal actuating bars for operating the switch when the pivoted rail section is pressedlaterally.

A further object is to provide means for yieldably supporting the tilting block in engagement with the actuating bars, and means carried by said bars for tilting the block when the track device is operated.

A still further object of the invention is to generally improve this class of devices so as to increase their utility, durability and efiiciency.

Further objects and advantages will appear in the following description, it being understood that various changes in form, proportions and minor details of construction.

may be resorted to within the scope of the appended claims. I I

In the accompanying drawings forming a part of this specification: Figure 1 is a top plan view of a rail-way track provided with switch mechanism constructed in accordance with my invention, a portion of the casing or housing being broken away to show the position of the several parts. Fig. 2 is a transverse section taken on the line 2-2 of Fig. 1. Fig. 3 is a similar view taken on the line 3-3 of Fig. 1. Fig. 4 is a side elevation partly in section of one end. of the car showing the depressible roller for operating the switch. Fig. 5 is a transverse sectional view taken on the line 5-5 of Fig. 1. Fig. 6 is a detail sectional view illustrating a modified form of the invention.

Similar numerals of reference indicate corresponding parts in all of the figures of the drawings.

The improved mechanism forming the subj ect matter of the present invention is principally designed for use in connection with street rail-ways and by way of illustration is shown in connection with a street rail-way of the ordinary construction in which 5 designates the main rails, 6 the siding and 7 the switch point pivotally mounted at 8 on a supporting plate or flange 9, as shown.

Extending longitudinally of the track between the main rails 5 is an auxiliary rail 10 having an intermediate pivoted section 11, the free end of which is normally and yieldably supported in the path of movement of an actuating device or trip mounted on the platform of the car 12.

Rigidly secured to the pivot pin 18 ofthe movable rail 11 is a laterally extending arm 14 preferably disposed at substantially right angles to the section 11 and having its free end extended through a guide yoke or loop 15 and yieldably connected with an oscillating bar 16 through the medium of a coiled spring 17. The intermediate portion of the bar 16 is pivotally mounted in a supporting bracket 18, while the opposite ends thereof are pivotally united at 19 to a pair of longitudinally disposed rods or links 20 which latter form a pivotal connection between the transverse bar 16 and the actuating bars 21 and 22.

Secured to one longitudinal edge of the pivoted bar 16 is a coiled spring 23 which serves to normally and yieldably support the arm 14 at substantially right angles to the adjacent rail 10 with the movable section 11 offset with respect to said rail, as best shown in Fig. 1 of the drawings.

As a means for limiting the rearward movement of one of the pivoted ends l9-of the bar 16 there is provided a laterally extending stop pin 24 which engages the adjacent end of the arm 14, there bein a similar stop pin 25 secured to the bed of t e track and extended in the path of movement of the arm 16 for limiting the movement of the opposite end of said arm.

Extendin laterally from the pivoted end of the switc point 7 and preferably secured to the pivot pin 8 is an oscillating frame or yoke 26 having a centrally disposed slot or recess 27 formed therein for the reception of pin so as to a tilting member or block 29, said block be ing provided with oppositely disposed trunnions 30 which engage correspondingly shaped 0 enings 31 formed in the adjacent walls of the recess 27, as shown. Secured to the bottom of the block 29 is a plate 32 having its opposite longitudinal edges deflected laterally to form inclined lips '33 and 33 adapted to alternately engage stop shoulders 34 and 35 formed on the actuating bars 21 and 22. The bars 21 and 22 are slidably mounted beneath the oscillating yoke or frame 26 and are held inparallel relation with each other by suitable guide pins or studs 35. Arranged in front of the yoke or frame 26 and secured in any suitable manner to the road bed is a block or su port 36 having a longitudinally disposed channel 37 formed therein for the reception of a flat spring 38, the free end of which is extended laterally beyond the adjacent end of the block 36 and is provided with an opening for the reception of a spring actuated pin 39. The pin 39 exerts an upward pressure on the tilting block 29 and serves to normally and yieldably support one of the lips 33 in engagement with the shoulder on the adjacent actuating bar. It will thus be seen that when the switch point 7 is in closed position the free end of the pin 39 will elevate the adjacent longitudinal edge of the block 29 so as to cause the lip 33 to engage the shoulder 34 on the actuating bar 22, as best shown in Fig. 5 of the drawings.

When the ivoted track section 11 is pressed lateral y by engagement with the actuating device on the car, however, the actuating bar 22 through the medium of the arm 14 and pivoted bar 16 will be moved longitudinally of the road-bed so as to cause the sto shoulder 34 to bear against the ad j acent ip 33 and move the oscillating frame 26 together with the pivoted block 29 to the dotted line positionshown in Fig. 5 of the drawings and thus effect the opening of the switch.

As the frame 26 is shifted laterally to open the switch point 7 the plate 32 will ride over the adjacent end of the vpin 39 until the pin bears against the plate at a point to one side of the longitudinal axis of the block 29 and in which position the spring 38 will exert an upward pressure on the block and thereby tilt the latter to the dotted line position shown in Fig. 5 and in which position the opposite lip 33 on the tilting block will be disposed in the path of movement of the stop shoulder 35 when the track device is actuated to close the switch. The spring 38 is locked in the recess 37 by means of a plate or housing 40, while thefree end of the spring is positioned between a pair of spaced collars or flanges 41 secured to said pin, there being a recess or opening 42 arranged beneath the permit a limited vertical movement of the atter.

The switch operating device consists of a roller 43 mounted for vertical movement in a tubular member or housing 44 depending from the bottom of the car 12 and normally and yieldably supported in elevated position above the track section 10 by means of .a coiled spring 45.

Pivotally connected with the upper end of the roller shank 46 is one end of a lever 47 the opposite end of which is pivotally connected at 48 with a rod 49 extending through a casing or housing 50 secured to the platform of the car, as shown. The intermediate portion of the lever 47 is pivotallymounted at 51 on a bracket or hanger 52 also preferably secured to the bottom of the car beneath the platform. The upper or free end of the rod 49 is provided with a terminal operating handle '53 which extends at right angles to the rod 49 and is adapted to engage one of a se ries of locking notches 54 and 55 formed in the walls of the casing 50. It will thus be seen that when the handle 53 is in engagement with the locking recess 54 the wheel will be supported in elevated position above the auxiliary rail 10 so as to permit the p'as sage of the car without affecting the switch operating mechanism.

v When the handle 53 is moved in enga ement with the upper locking recess 55 t e wheel 43 will be forced downwardly against the tension of the spring 45 into engagement with the auxiliary rail 10 so that as the car approaches the switch, said wheel will exert a lateral pressure on the pivoted section 11 and through the medium of the intermediate mechanism actuate the switch point.

The operating mechanism with the exception of the auxiliary rail, pivoted section'll and the switch point 7 is preferably disposed beneath the road bed and housed by a suitable plate or casing 56, the latter being porvided with elongated slots 57 and 58 to premit free lateral movement of the switch point and pivoted track section, as shown.

The operation of the device is as follows: When the train is traveling in the direction indicated by the arrow in Fig. 1 of the draw- 'ings and the motor-man lowers the wheel 43 in engagement with the auxiliary track rail 10 said wheel will exert a lateral pressure on the pivoted section 11 which will in turn move the arm 14 to a direction away from the switch point and by reason of the spring connection between said arm and the lever 16 cause a corresponding movement 'of the arm 16 against the tension of the coiled spring 23. As the bar 16 is tilted on its pivotal axis the link 20 will exert a lon itudinal pull on the actuating bar 21 while the opposite link will force the bar 22 longitudinally beneath the yoke or frame 26 until the shoulder 34 engages the lip 33 on the pivoted block, a further movement of the bar 22 causing the shoulder to oscillate the frame 26 and thus move the switch point to open position and permit the passage of the car onto the siding. As the block 29 passes the pin 39 the spring 38 will tilt said block in the opposite direction so as to be in position to engage the shoulder on the actuating bar 21 when it is desired to close the switch point. When the movement of the switch point has been effected the spring 23 will automatically return the pivoted section 11 to its normal position, as best shown in Fig. 1 of the drawing. In order to close the switch the operation above referred to is repeated, that is to say, when the pivoted section 11 is forced laterally by engagement with the wheel on the car the longitudinal pull exerted on the actuating bar 21 will cause the shoulder 35 to engage the adjacent lip 33 on the pivoted block and move the yoke or frame laterally and thus effect the closing of the switch, and at the same time the spring pin will shift the retaining block to the position shown in full lines in Fig. 5 of the drawings and in which position the mechanism will be again actuated to open the switch when the wheel on the car engages the pivoted section of the auxiliary track. In Fig. 6 of the drawing there is illustrated a slight modification in which the block 36 and flat spring 37 are dispensed with, the pin 39 being normally and yieldably supported in contact with the tilting block by a coiled spring 37 which surrounds the pin, asshown. It will of course be understood that either a flat or coiled spring may be used without departing from the spirit of the invention.

While the mechanism is shown and described in connection with a right hand turn out or siding it is obvious that the same may be duplicated with minor changes in construction and used on a left hand turn out or siding with equally goods results. It will also be understood that any preferred form of actuated device may be used on the car in place of the spring actuated roller before referred to.

Having thus described the invention what is claimed is: A

1. The combination with the main rails and siding, of a pivoted switch point, an oscillating member secured to and extending laterally from the pivoted end of the switch point, andmeans operable by a passing car for actuating said member to effect the movement of the switch point.

2. The combinationwith the main rails and siding, of a pivoted switch point, an oscillating member secured to and extending laterally from the pivoted end of the switch point, and a track device extending beneath the oscillating member and operatively connected with the same, said track device being actuated by a passing car to effect the movement of said switch point.

3. The combination-with the main rails and siding, of a pivoted switch point, an oscillating member secured to the switch point and extending laterally from the pivoted end thereof, actuating bars extending beneath the oscillating member, and a track device operativel connected with the actuating bars and operable by a passing car for oscillating said member thereby to effect the movement of the switch.

4. The combination with the main rails and siding, of the switch point, an oscillating frame. connected with the switch point, a track device, actuating bars operatively connected with the track device, and a tilting member pivotally mounted for oscillating movement in said frame and adapted to engage the actuating bars, said track device being operable by a passing car to effect the movement of the switch point.

5. The combination with the main rails and siding, of the switch point, a movable member connected with the switch point, a tilting member carried by the movable member, an actuating member slidably mounted I beneath said movable member, a track device operatively connected with the actuating member and operable bya passing car to effect the movement of the switch, and means for moving the tilting member in engagement with the actuating member when the track device is operated.

6. The combination with the main rails and siding, of the switch point, an oscillating member connected with the switch point, a tilting member carried by the frame, an actuating member extending beneath the tilting member, means for normally and yield: ably supporting one edge of the tilting member in engagement with the actuating member, and a track device operatively connected with the actuating member and operable by a passing car to effect the movement of the switch.

7. The combination with the main rails and siding, of the switch point, an oscillating member secured to the switch point and having a recess formed therein, a'tilting member pivotally mounted in said recess, an actuating member slidably mounted beneath the frame, means for normally and yieldably supporting one edge of the tilting member in engagement with the actuating member, and a track device operatively connected with said actuating member for effecting the movement of the switch.

8. The combination with the main rails and siding, of the switch point, an oscillating member connected with the switch point, a tilting member carried by the frame, actuating member slidably mounted beneath the tilting member and provided with stop shoulders, means for yieldably and alternately supporting the opposite longitudinal edges of the tilting member in engagement with the stop shoulders, and a track device operatively connected with the actuating mem bers for operating the latter to effect the movement of the switch point.

9. The combination with the main rails and siding, of the switch point, an oscillating frame secured to the switch point, a tilting block carried. by the frame, actuating bars slidably mounted beneath the frame, and a spring actuated pin normally bearing against the bottom of the block for alternately forcing the opposite longitudinal edges of the block in yieldable engagement with the actuating bars, and a track device operatively connected with said bars for effecting the movement of said switch.

10. The combination with the main rails and siding, of the switch point, an oscillating frame connected with the switch point, a pivoted block mounted for tilting movement on the frame, actuating bars slidably mounted beneath the frame and provided with stop shoulders, a plate secured to the bottom of the tilting block and provided with oppositely disposed lips adapted to alternately engage the stop shoulders, and a track device operatively connected with the actuating bars for effecting the movement of the switch.

11. The combination with the main rails and siding, of the switch point, an oscillating frame 'operatively connected with the switch, a tilting block pivotally mounted in the frame, longitudinally movable actuating bars slid ably mounted beneath the frame and provided with stop shoulders, means for alternately forcing the opposite longitudinal edges of the pivoted block in engagement with the shoulders, and a track device operatively connected with the actuating bars and operable by a passing car for effecting the movement of the switch.

12. The combination with the main rails and siding, of the switch point, an oscillating frame connected with the switch point, a block pivotally mounted for tilting movement in the frame, actuating bars slidably mounted beneath the frame and provided with stop shoulders, oppositely disposed lips secured to the bottom of the tilting block and adapted to alternately engage the shoulders, a spring disposed in advance of the frame, a pin supported by the spring and normally and yieldably engaging the bottom of the tilting block between said lips, anda track device operatively connected with the actuating bars for effecting the movement of the switch.

13. The combination with the main rails and siding, of the switch point, an auxiliary rail having a pivoted section, an oscillating frame secured to the switch point, actuating bars extending beneath the oscillating frame and consisting of levers connecting the pivoted rail section and actuating bars, said pivoted section being operable by a passing car to actuate the levers thereby to eflect the movement of the switch.

14. The combination with the main rails and siding, of the switch point, an-auxiliary rail having a pivoted section, an arm secured to'and extending laterally from the pivoted section, a pivoted bar having a spring connection with one end of the arm, an oscillating frame secured to the switch point, actuating bars slidably mounted beneath the oscillating frame, and links forming a pivotal connection .between the opposite ends of the pivoted bar and said actuating bars, said pivoted track section being operable by a passing car to effect the movement of the switch.

15. The combination with the main rails and siding, of the switch point, an auxiliary rail including a pivoted section, an arm secured to and extending laterally from the pivoted section, a pivoted lever, a spring interposed between the pivoted lever and adjacent end of the arm, an oscillating frame secured to the switch point, actuating bars slidably mounted beneath the frame, rods forming a pivotal connection between the actuating bars and the opposite ends of the pivoted bar, and a spring for normally exerting .a yieldable pressure on one end of the pivoted bar, said pivoted rail section being normally extended in the path of movement of a car and adapted to be actuated by the latter thereby to effect the movement of the switch.

16. The combination with the main rails and siding, of the switch point, an auxiliary rail including a pivoted section, an oscillating frame secured to the switch point, a tilting block pivotally mounted in the oscillating frame, actuating bars slidably mounted beneath the frame and provided with stop shoulders, depending lips formed on the tilting block and adapted to engage the actuating bars, an arm extending laterally from the I pivoted rail section, a bar pivotally mounted in front of the arm and yieldably connected with the free end of the latter, and rods forming a pivotal connection between the actuatitpg bars and the opposite ends of the pivoted 17. The combination with the main rails and siding, of the switch point, an oscillating frame secured to the switch point, a pivoted block pivotally mounted on the frame and provided with spaced longitudinally disposed lips, actuating bars extending beneath the tilting block for engagement with said lips, a track device operatively connected with the actuating bars and operable by a passing car to effect the movement of the switch, and a housing for the operating mechanism and having openings formed therein to accommodate the track device and pivoted switch point.

18. The combination with the main rails and siding, of a pivoted switch point, a movable member connected with and extending laterally from the pivoted end of the switch, point, a tilting member pivotally mounted for oscillation on the movable member, a track device operatively connected with the tilting member, and a car having an actuating device secured thereto and adapted to engage the 'track device for effecting the movement of the switch.

19. The combination with the main rails and siding, of the switch point, a track device operatively connected with the switch point, a car having a tubular member depending from the platform thereof, a spring actuated roller slidably mounted in the tubular member, a pivoted lever having one end thereof operatively connected with the tubular member, a rod pivoted to the opposite end of the lever, a casing secured to the platform of the car and forming a housing for the rod, said casing being provided with frame operatively connected with the switch point, a tilting member pivotally mounted for oscillating movement in said frame, actuating bars extended beneath the tilting member, and a track device operatively connected with the actuating bars and operable by a passing car to effect the movement of the switch.

In testimony that I claim the foregoing as my own, I have hereto affixed my signature in the presence of two witnesses.

MILTON B. MCCONNELL.

Witnesses:

CLARA KREHER, S. O. McOoNNELL.

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