US742818A - Automatic switch-stand. - Google Patents

Description

PATENTED1 NOV. '3, 1903 F. C. ANDERSON.

AUTOMATIC SWITCH STAND.

APPLIOATION FILED MAR. 9, 1903.

no MODEL.

Patented November 3, 1903.

UNITED STATES PATENT OFFICE FRANK C. ANDERSON, OF CINCINNATI, OHIO, ASSIGNOR OF ONE-HALF TO AMERICAN VALVE AND METER COMPANY, OF CINCINNATI, OHIO,

A CORPORATION OF WEST VIRGINIA.

AUTOMATIC SWITCH-STAN D.

SPECIFICATION forming part of Letters Patent No. 742,818, dated November 3, 1903.

Application filed March 9, 1903. Serial No. 146,953. (No model.)

anism for operating switches of railways wherein a target-shaft is provided to carry visible targets for day use and a lantern with colored lights for night use; and it has for its object the provision of simple and efficient means whereby the life of such operating mechanism is greatly prolonged over those now in general use and whereby the danger of breakage is reduced to the minimum.

The novelty of my invention will be hereinafter more fully set forth, and specificallypointed out in the claims.

In the accompanying drawings, Figure 1 is a central sectional side elevation of 'a switchstand embodying my invention. Fig. 2 is an enlarged View of the clutch mechanism in section, together with the associated parts. Fig. 3 is a plan view of the segmental operating gear, showing the switch throwing crank-arm beneath. Fig. 4: is a bottom plan view of the switch-throwing.crank-arm. Fig. 5 is a top plan view of the same. Fig. 6 is a plan view of the hub of the switch-operating gear, showing a modification. Fig. 7 is a side elevation of the clutch-sleeve in a modified form.

The same letters of reference are used to indicate identical parts in all the figures.

A represents the two-part separable housing or box covering the switch operating mechanism and secured in the usual manner upon the extending ends of the cross-ties B. Journaled in the top of the box A and in the yoke C at the bottom of the box is the vertical signal-shaft D, carrying the targets E and having on its upper end the squared portion F, upon which fits the usual varicolored lantern (not shown) for night-signals. Ad-

jacent to the yoke C and rigidly secured to the shaft B is the switch-throwing crank-arm G, extending on both sides of the shaft D and perforated at both ends, as at g, Figs. 3, 4, and 5, to provide means for connection with the switch to be operated. Upon the upper face of the switch-throwing crank-arm G and at its middle and integral therewith is the tubular lower member H of the clutch, through which the shaft D passes. The upper member I of the clutch is in the form of a sleeve and is loosely mounted upon the vertical shaft D. Journaled upon the two members H and I of the clutch is the segmental operating-gear J, meshing with pinion K, which is operated by the hand-lever L through the medium of the stub spindle or shaft M, Fig. 1.

The upper member or sleeve I of the clutch is feathered to the gear J, preferably by the pins N, which fit into bores 71, which are half in the gears J and half in the sleeve 1, as shown in Fig. 3. This construction permits of the sleeve I rising and falling within the hub of the gear J without being rotated therein. Upon the upper end of the sleeve I rests the grooved washer 0, having a groove 0 on its under side embracing the upper ends of the pins N for the purpose of retaining them in proper position, and the upper surface of the washer O is recessed to receive the lower end of the spring P, Whose upper end rests against the under side of a recessed washer Q, which is adapted to be forced downward by means of the nut R, screwed upon the threaded portion F of the vertical shaft D for the purpose of compressing the spring P, as will be readily understood.

As a convenient means of securing the I switch-throwing crank-arm G to the vertical shaft D, I provide near the lower end of said shaft, as at a, an opening, through which is inserted a pin 1), (shown more particularly in Fig. 4,) which passes through the shaft D and extends a short distance on each side thereof and is recessed into the under side of the switch-throwing crank-arm G and serves the purpose of locking the crank-arm G to the vertical shaft D and also serves as an abutment for the d ownwardly-exertod pressure of the spring P through the medium of the members H and I of the clutch.

The operation of the switch-stand is as fol- 5 lows: Assuming that the operating-leverL is locked and that the switch is in such a position that a train in approaching it would continue on the main track and assuming that there is a train on the side track and the trainmen neglect to open the switch to allow'lhe train on the side track to pass out upon the main track, under the ordinary conditions if the train attempted to pass through the switch while the same was locked it would result in the breaking of either the switch-stand or the switch itself, while with my improved switchstand connected to that switch the train might pass out upon the main track without the danger of breaking either the switch-stand or the switch, for the reason that my switchstand will allow the switch-operating crank G to disengage itself from the other members of the switch under a sufficient pressure and to rock a sufficient distance to allow the switch to be opened, when it will become automaticallylockedin an open position. When the parts have been brought to the position last described, it only becomes necessary to unlock the operating-lever L and apply sufficient pressure thereto to reoperate the clutch, and thereby restore the switch to its normal working position.

The operation of the clutch and its associated parts is as follows: Assuming, again,that the operating-handle L is locked, it is obvious that it is impossible to rotate the pinion K and also the segmental gear J and that consequently it is impossible to rotate the upper member I of the clutch, it being feathered in 40 the hub of the gear J, and when the parts are in this locked position and sufiicient pressure is put upon the switch-throwing crank-arm G the upper member lot the clutch is forced upward to the position shown in Fig. 2, which allows the switch-throwing crank-arm G to partially revolve, and when the points of the clutch pass each other the tension of the spring P will force the upper memberI of the clutch down and into engagement with the lower member H, thereby completely throwing the switch to the opposite position from that which it formerly occupied and automatically looking it in that position, as will be readily understood.

As a modification I provide instead of the cylindrical sleeve I, constituting the upper member of the clutch, a sleeve T, having its upper end squared, as at t, and fitting intoa square opening uin the hub of the gear J, as

will be observed, accomplishes the same purpose of the before-described constructi0nnamely, that of permitting the upper clutch member to rise and fall within the hub of the gear J without being rotatable therein.

In the solid lines in Fig. 3 the switch-throwshown in Figs. 6 and 7. This construction, it-

ing crank arm G is shown in its normal position with relation to the gear J and when the clutch is in engagement, as shown in Fig. 1, while the dotted lines in Fig. 3 show the position of the switch-throwing crank-arm when the clutch is disengaged, as shown in Fig. 2.

From the foregoing description it will be readily seen that. I provide an automatic switch-stand which is very simple in construction and efficient in action in that it entirely overcomes the liability of breaking any of the parts should a train run through the switch when the same has not been unlocked and thrown to proper position for the train in running through. i

The engaging faces of the two clutch members H I, as seen clearly in Figs. 1 and 2, are in the form of elongated tapering fingers with rounded points and rather abrupt angular sides, so as to be firmly interlocked, as seen in Fig. 1, to permit the ordinary throwing of the switch through the medium of the crank-arm L, shaft M, and pinion K, and the consequent turning of the shaft D, which both operates the switch-points through the medium of the crank-arm G and exposes the proper target by day and the proper lanternlight by night, and which will yet by the forcible passage of the wheel-flanges between the heads of the switch-point and rail cause the disengagement of the two clutch members and cause the upper member I to rise upon the lower member H to the position shown in Fig. 2, thus automatically throwing the switch without turning the gears J K and the shaft M with its operating-lever L. To reset the switch after it has been thus automatically thrown, it is necessary to throw over the operating lever or crank-arm L by hand, whereupon the gear K will turn the gear J and bring the clutch-fingers into the interlocking position. "(Shown in Fig. 1.)

It will thus be seen that the switch can be thrown automatically by the passage of the wheel-flanges and the sh aft D, with its signal mechanism properly turned to indicate the position of the switch, while at the same time the switch can be operated by hand in the usual manner and all without undue strain on the parts and without breakage.

The duplicate features of the gear J and double crank-arm G are those of my prior patent, No. 634,935, of October 17, 1899, and need not be described here.

Having thus fully described my invention, I claim- 1. In switch-operating mechanism, the combination of a vertical target-rod, a crank-arm fast thereon connected to the switch-points for throwing the same, gearing for operating the switch by hand, and a yielding clutch interposed between said gearing and the crankarm, whereby the switch may be automatically thrown by the passage of the wheelflanges in one direction without danger of breakageto the parts, and whereby the switch may be operated by hand in the usual manner, substantially as described.

2. In switch-operating mechanism, the com- .bination of a vertical target-rod, a crank-arm bination of the target-rod D, the crank-arm G fast thereon and connected to the SWiiZGh-- points, the clutch member H fast on said crank-arm, the horizontal gear J surrounding 20 the target-rod D, the clutch member I journaled on the shaft D and feathered to the gear J, the coiled spring P surrounding the shaft D and bearing at its lower end upon the clutch member I, and at its upper end upon 25 an adjustable nut R, and a hand-operated pinion K engaging the gear J substantially as and for the purpose specified.

FRANK O. ANDERSON. Witnesses:

WM. J. PECK, EDWARD PECK.

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