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Publication numberUS229866 A
Publication typeGrant
Publication dateJul 13, 1880
Filing dateApr 29, 1880
Publication numberUS 229866 A, US 229866A, US-A-229866, US229866 A, US229866A
InventorsJialjtilni john B. Oaebt
Original AssigneeThe Caeey switch Company
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Railroad-switch
US 229866 A
Abstract  available in
Images(2)
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Claims  available in
Description  (OCR text may contain errors)

(No Model.) 2 Sheets-Sheet 1.

' J. B. CAREY.

Railroad. Switch. No. 229,866. Patented July I3, 1880.

, ",PETERS, PHOTO-UTNOGHAPHER. WKSHINGTON D10,

(No Model.) 2 Sheets-Sheet 2. J. B. CAREY. Railroad Switch. No. 229,866.

Patented July 13, 1880.

N, PETERS, PHOTO-L TKOGRAP Erica.

JOHN B. CAREY, OF BOSTON, MASSACHUSETTS, ASSIGNOR TO THE CAREY SWITCH COMPANY, OF HARTFORD, CONNECTICUT.

RAILROAD-SWITCH.

SPECIFICATION forming part of Letters Patent No. 229,866, dated July 13, 1880.

Application filed April 29,1880. (N model.)

To all whom it may concern: Be it known that I, JOHN B. CAREY, acitizen of the United States, residing at Boston, in the county of Suffolk and State of Massachusetts, have invented certain new and useful Improvements in Railroad-Switches; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art 1c to which it appertains to make and use the same, reference beinghad to the accompanying drawings, and to letters or figures of reference marked thereon, which form part of this specification. r 5 This invention relates to that class of switches in which triple-rail sliding frogs are employed.

It consists in the construction and combination hereinafter set forth and claimed.

In the accompanying drawings, Figures 1 and 2 represent isometric perspective views of the switch embodying my invention. Fig. 3 represents a vertical cross-section. Fig. 4 represents a vertical longitudinal section through the frog and adjacent main rail, and Figs. 5 2 5 and 6 are detail plans of the frog and the ends of the main and turnout rails adjacent thereto. A A designate the rails of the main line of track, and B B the turnout-rails. A has an opening, within which a triple-rail frog slides 0 transversely. The other main rail, A, is continuous throughout its length. The said frog consists of a base-plate, D, and three rails, E FG, carried thereon. The innermost of these, E, is a plain rail similar to A A. When 5 brought in line with A it connects the sections thereof, filling the opening before referred to. When not in this position rail E is idle. The outer rail, F, may be of any desirable width, its inner edge serving when in use to connect the first portion, 1, of the main rail with the rail B of the turnout, and when not in use is, like the rail E, idle.

The third and intermediate rail is a wedgeshaped or tapering tongue, with its first or 4 5 narrow end, a, of a width equal to or somewhat less than that of the main rail A, while its rear or opposite end, I), is of a width equal to the distance between the outer edges of the end of the turnout-rail B and of the adjacent end of the main rail A, in order to open communication with both'the latter at the same time.

Opposite the frog-plateD,and alongside the rail A, I dispose a flat plate, H, having a guard rail or ledge,c, upon itsinner edge, such guard at one end terminating in apoint opposite the center of the frog, or approximating thereto, while its oppositeend vanishes or closes at a point some distance in advance of the narrower or first end of the frog-plate.

The space or inclosure d, bounded by the rail A on one side and the guard c, is 'at one endthat is, its outer or advance end, econtracted to a width to allow of passage of the flange of the wheels, or something more, while 6 at its opposite or inner end, f, it expands in Width to an extent sufficient to allow the wheels upon one side the car or locomotive to pass obliquely over upon the plate H from one side to the other of the front end or point, g, of the turnout-rail B, and those upon the other side of such car or locomotive to pass from the main rail A to the turnout-rail B, the point 9 of the rail B being situated or terminating at a short distance from the widest end of the plate H.

I term the end of the frog and of the plate H to the left of the drawings the advance or "outer end for convenience of explanation.

To control the'inovement of the frog and lock it in any one of the three above mentioned positions, I employ two horizontal parallel rods or beams, I I, which are pivoted at their inner ends to the outer edge of the frogplate or of the rail F, and at their outer extremities being pivoted to or inclosing cranks h h, making part of a horizontal rack-shaft, i, erected upon the ground or proper platforms 9' alongside the frog, and carrying a central hand-lever or shipper, 70, by which it may be 0 roekedin its bearings.

To the upper end of the hand-lever k, I pivot a latch, 1, adapted to operate with the periphcry of an arched plate or bar, m, which should be the sector of a circle struck from the cen- 5 ter of the shaft 1, and straddles the lever part of the said hand-lever, the lower end or nose, a, of such latch operating with a notch, 0,in the center or crown of the arched plate m.

The upper end of the hand-lever is heavily 10o weighted, and the notch 0 of the sector on is so situated with respect to such hand-lever and its latch, the frog, and the rails E, A, and. B that when the latch rests in the notch the inner edge of the reserve or extra rail Gr establishes connection between the ends of the main rails A A, while its outer edge coincides at one (the inner) end with the outer edge of the turnout-rail B, and its opposite end with that of the main rail A.

Furthermore, a short groove, 19, is cut centrally in the end I) of the tongue G, the bottom of such groove vanishing in the upper surface of the tongue, while alongside the outer edge of the inner or first end, 1, of the rail A, I place a block or plate, q, having in its inner end a similar groove, 1", the upper surface of the block (1 being practically or literally flush with that of the said rail A.

When the weighted hand-lever is loweredthat is, allowed to drop by its own gravity to a horizontal position in one direction-via, toward the track-the rock-sh aft is rotated and the outer rail or ledge, F, of the frog is brought into play, the weight of the lever being ample to prevent its rising, and also serving to lock the frog in this position. When the handlever is lowered in the opposite direction to a horizontal position the rail E of the frog is brought into use and establishes connection with the ends of the main rail A.

The legitimate operation of this switch is as follows, taking for the first example the position of parts shown in Fig. 1 of the drawings--that is, with both rails A A of the main line intact, the frog being at its extreme outward position In this position it is hardly necessary to explain that both rails of the main line are intact as much so as if no switch was in existence; but we will suppose that a car, for instance, upon the turnout is approaching the switch in this position-that is, with the switch misplaced for the turnout. The front and hind wheels of such car in succession, upon the side next the frog, will, on leaving the turnout-rail B, traverse the tongue or reserve rail G until the end 1 of the rail A is reached, when they will enter the groove or channel 1*, ascend its inclined bottom, and ride upon the top of the block or plate q and travel along the latter, the flanges of the wheels upon the opposite side of the car in the meantime engaging with and being guided by the guardrail 0 in such manner that the car is compelled to travel obliquely of the main track until the point of convergence of the guard c and rail A is reached, at which point such guard exerts its function to lead the tread of the wheels upon its own side to and upon the adjacent part of the rail A, and those upon the opposite side of the car from the block q to and upon the rail A, thus switching the car in safety from the turnout to the main track should the switchman neglect to shift his switch.

hen the movement of the hand-lever is reversed, and it is lowered in the opposite direction, as shown in Fig. 5 of the drawings, the switch is set for the legitimate use of the turnout, and establishes direct connection between the turnoutrail B and the end q of the main rail A. In this instance, if a car is approaching the switch from and in the direc tion of the arrow Q, (see Fig. 1 of the drawings,) the car is switched off legitimately from the main line to the turnout, for the reason that the front and rear wheels of the car upon the side nearest the frog travel directly from the rail A along the rail or fin F of the frog, to the turnout-rail B, being guided or forced in this path by the outer edge of the intermediate frog rail or tongue, Gr, while at the same time. the flanges of the wheels of the opposite side of the car travel successively over the surface of the plate H in an oblique direction.

with-respect to the main track, and immediately before reaching the tongue g of the adjacent turnout-rail B their treads have left the head of the main rail A and taken to that of the said turnout-rail B, the flaring portion or mouth of the inclosure H being of sufficient width to enable this to be accomplished.

It will be understood that the height of the heads of the rails A and B are uniform and equal to the space between the periphery of he tread of the car'wheels and of the flanges of the same, in order that the wheels may leave the rails and travel upon the plate, or vice versa.

As the car travels in the opposite directionthat is, from the turnout to the main track, as shown by the arrow 3 in Fig. 1 of the drawin gsthe result is the same practically, except that the order of the movements is reversed. While the wheels of the car nearest the frog travel from the turnout to the main track over the frog-rail E F under the control of the tongue G, the opposite wheels travel obliquely over the plate H after leaving the rail B.

When the switch is devoted to its legitimate use, as last explained, the guard-rail or fin 0 does not come into play.

Should the main rail portion E of the frog become worn to such an extent as to require renewing the tongue Gr becomes available. In this event the handlever is to be turned into a perpendicular position, as shownin Figs. 3 and 6 of the drawings, with its latch enter in g the notch in the are m. In this instance the inner face or edge of the tongue establishes communication between the two ends of the main rail A, the rail E of the frog being out of use.

With this position of the frog the switch is misplaced for the turnout in both directions,

and should a car upon such turnout accidentally approach the switch its wheels upon the side next the frog will successively enter the groove 2, ascend its inclined bottom, and ride upon the top of the tongue G, and will traverse the latter until they drop between such tongue and the outer rail or guard, F, and will by the latter, conjointly with the tongue, be diverted into the groove 0, ascend the inclined bottom of the latter, and ride upon the top of the block (1 and traverse the latter, while at the same time the wheels upon the opposite side of the car, in succession, leave the point of the rail B, traverse the plate H until they wipe against the guard c, and will by the latter be diverted to the main rail A, the oppo' site wheels, at the same time and by the same means, leaving the block q and taking to the main rail A, thus safely leading the car from the turnout to the main track.

It will thus be seen that the continuity of one rail of the main line is never ruptured or interfered with.

It will also be seen that the switch can never be misplaced accidentally, for should the switchrnan carelessly leave the hand-lever at either side of its central position to such an extent as to sensibly change the position of the frog, the weight of such hand-lever will cause it to fall to a horizontal position in one or the other direction, and in so doing establish legitimate connection between the main rail and turnout, or between the two portions of the main rail A.

It will also be seen that while the frog may, in two of its three positions, be misplaced for the turnout, as coming from such turnout to the main line, the car cannot be derailed, but will be guided with certainty and in safety from the turnout to the main line should it accidentally or willfully be put in motion in this direction.

Various mechanical devices other than those herein shown may be employed to direct the movements of the sliding frog, and I do not restrict myself to such device. For instance, in lieu of the rock-shaft and connecting-rods before named, an eccentric or cam may be formed upon or secured to the lower end of the hand-lever, and this eccentric or cam operate a rod connected with the frog; or the two rods may be connected to opposite ends of a two-armed lever or wheel pivoted vertically to the platform and operated by a bevel-gear fixed to the lower end of the hand-lever, and engaging similar bevel-gears fixed to or carried by the lever or wheel.

The latch confines the hand-lever securely and rigidly to the are against pressure from in front, and to confine the lever against pressure in the opposite direction I employ a pin or key, a, passed through the arc in front of the lever.

I claim- 1. The combination, with the track-rails A A B B and a sliding frog having rails E F G, of the block q, having groove 1", substantially as set forth.

2. In combination with track-rails A A B B and sliding plate D, having rails E F G, arranged to afford a continuous track whenever the switch -lever is vertical or horizontal, a lever, k, weighted, as shown, so that it will not remain at an intermediate position.

3. In combination with the continuous rail A, the frog-tongue Gr, rails A and B, and block q, with its groove 7', the plate H, having guard-rail 0, such guard rail being obliquely arranged with respect to rails A A, and bend. ing outward toward the latter in order to direct the wheels upon the opposite side of the car which may be traveling on their flange upon the top of block q inward toward the middle of the track and cause the treads of said wheels to run on said track.

In testimony whereof I'affix my signature in presence of two witnesses.

JOHN B. CAREY.

Witnesses:

H. ELLERTON LODGE, WM. '1. ANDREWS.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US5428537 *Jun 28, 1994Jun 27, 1995Jidosha Kiki Co., Ltd.Control method for electric power steering apparatus for vehicle
Classifications
Cooperative ClassificationE01B7/08