Abstract:
A railroad switch indicator for visually signaling the position of a pair of railroad switchpoints independently of the mechanism for operating the switch. The indicator includes a sleeve with windows in which is reciprocated a slide with reflectors selected ones of which are visible through the windows of the sleeve for indicating safety conditions of the track. An arm with an upwardly extending finger engages the slide and is attached to the transverse bar that moves the switchpoints for reciprocation of the slide within the sleeve conjointly with movement of the switchpoints by the transverse bar.

Description:
BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   The present invention relates to a railroad switch indicator positioned between the stockrails for visually signaling the position of a pair of railroad switchpoints independently of the mechanism for operating the switch. 
   2. Brief Description of the Prior Art 
   In order to optionally switch a railroad train operating on one track to a second track, it is typical to provide a switch with a pair of switchpoints which are selectively movable horizontally to deflect the train toward one or the other of the tracks. The switchpoints may be driven by a manual or electrical powered mechanism. A signal is usually associated with the mechanism for operating the switch to visually indicate how the switch is lined. If a train runs through the switch or if the switchpoints are moved by vibrations of a train rolling over the track, the switchpoints may be moved into a mid position which is not reflected by the signal associated with the mechanism for operating the switch. Sometimes even a misalignment of merely about 0.05 inch may result in a derailment which may be disastrous. Even sophisticated electrically powered switch mechanisms with sensors for open and closed switchpoints may give false signals. 
   In view of the above, it would be desirable to have a backup railroad switch indicator for signaling the position of the switchpoints that is mechanically linked to the switchpoints and operates independently of the mechanism for operating the switch. 
   BRIEF SUMMARY OF THE INVENTION 
   In view of the above, it is an object of the present invention to provide a railroad switch indicator that operates independently of the mechanism for operating the switch. It is another object to provide a railroad switch indicator that signals switch alignment and whether the switch has been run through. It is also an object to provide a railroad switch indicator that does not depend on electricity and can be used with mechanically operated switches as well as electrically powered switches. Other objects and features of the invention will be in part apparent and in part pointed out hereinafter. 
   In accordance with the invention, a railroad switch indicator is provided for use in visually signaling the position of a pair of railroad switchpoints. The railroad switch indicator does not require electricity and operates independently of and can be used with switches that are mechanically or electrically operated. The indicator includes a sleeve with windows in which is reciprocated a slide with reflectors selected ones of which are visible through the windows of the sleeve for indicating safety conditions of the track. The sleeve is mounted on a bracket attached to the track bed between the pair of switchpoints. An arm with an upwardly extending finger engages the slide and is attached to a transverse bar that moves the switchpoints. The finger is mounted through the arm to a bracket attached to the transverse bar and reciprocates the slide within the sleeve conjointly with movement of the switchpoints by the transverse bar. 
   The invention summarized above comprises the constructions hereinafter described, the scope of the invention being indicated by the subjoined claims. 

   
     BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING 
     In the accompanying drawings, in which several of various possible embodiments of the invention are illustrated, corresponding reference characters refer to corresponding parts throughout the several views of the drawings in which: 
       FIG. 1  is a plan view of a railroad switch provided with a railroad switch indicator in accordance with the present invention; 
       FIG. 2A  is a side elevation of the railroad switch indicator signaling that a right switchpoint is in contact with a right stockrail; 
       FIG. 2B  is a side elevation of the railroad switch indicator signaling that a left switchpoint is in contact with a left stockrail; 
       FIG. 2C  is a side elevation of the railroad switch indicator signaling danger that the switchpoints are in a mid position; 
       FIG. 3  is a slide elevation, partly in section, of the railroad switch indicator; 
       FIG. 4  is a section on an enlarged scale taken along the plane of  4 - 4  in  FIG. 3 ; 
       FIG. 5  is an exploded perspective view of the railroad switch indicator; and, 
       FIG. 6  is a perspective view of a second slide. 
   

   DETAILED DESCRIPTION OF THE INVENTION 
   Referring to the drawings more particularly by reference character and beginning with  FIG. 1 , reference numeral  10  refers to a railroad switch indicator for use with a railroad switch  12  for switching a railroad train from one track to another. Railroad switch  12  normally comprises a pair of fixed outer stockrails  14 ,  16  and a pair of inner switchrails  18 ,  20 . Stockrails  14 ,  16  are anchored to a plurality of cross ties  22  in track bed. Inner switchrails  18 ,  20  have one end rigidly secured to the track bed and the opposite end terminating in laterally spaced switchpoints  24 ,  26  arranged for conjoint lateral movement between laterally spaced switching and nonswitching positions. A transverse bar  28  connects inner rails  18 ,  20  for moving switchpoints  24 ,  26  conjointly from one position to another. Transverse bar  28  may be manually operated or electrically powered by a conventional mechanism  30 . 
   As shown in  FIG. 1 , switchpoints  24 ,  26  are in nonswitching position with switchpoint  24  positioned against stationary left stockrail  14  and switchpoint  26  moved away from stationary right stockrail  16 . In nonswitching position, switchpoint  24  will direct a train entering switch  12  straight through the intersection via right stockrail  16  and switchrail  18  which tapers outward into a straight left rail past switch  12 . In a reverse position (not shown), both switchpoints  24 ,  26  are moved to the right with switchpoint  24  thus moved away from left stockrail  14  and switchpoint  26  moved to a position against right stockrail  16 . Switchpoint  26  is thus in a position to direct the train to the left via left stockrail  14  which curves to the left past switch  12 , and via right switchrail  20  which tapers outward to a curved right track past switch  12 . 
   With continuing reference to  FIG. 1 , switch  12  is lined against a train curving to the left. If a train runs through switch  12  from the curved section, switchpoints  24 ,  26  will be pushed into a mid position such that they contact neither left or right stockrails  14 ,  16  and a train coming through switch  12  from bottom to top may derail if the operator depends on the signals associated with mechanism  30  for moving switchpoints  24 ,  26  if they falsely indicate that switch  12  remains lined for straight through travel. 
   As shown in  FIGS. 1 and 5 , railroad switch indicator  10  operates independently of mechanism  30  and includes a first bracket  32  which is adapted to be attached to one of cross ties  22  near switchpoints  24 ,  26 . For example, when cross tie  22  is formed of metal as shown in  FIGS. 2A-2C , it may include two flanged sections  34   a ,  34   b  separated with insulation such that the metal cross tie does not interfere with electrical signals passed down the track. As shown in  FIG. 5 , bracket  32  includes a triangular shaped plate  36  which is cantilevered to flanged sections  34   a ,  34   b  of metal cross tie  22  by an apron  38  which may be formed as an integral part of plate  36 . As shown in  FIG. 3 , a series of holes  40  may be provided in apron  38  for bolting bracket  32  to flanged sections  34   a ,  34   b.    
   An elongated, rectangular sleeve  42  is fixedly mounted on bracket  32  (e.g., with suitable fasteners or by welding). As best seen in  FIGS. 3 and 5 , sleeve  42  has a top wall  44 , open bottom  46  and front and rear walls  48 ,  50 , respectively, and is mounted between and transverse to stockrails  14 ,  16  ( FIG. 1 ). A plurality of regularly formed, spaced apart windows  52  are formed in front and rear walls  48 ,  50 . End caps  54  may be attached to sleeve  42  with suitable fasteners  56 . The lower ends of front and rear walls  48 ,  50  may be provided with inwardly directed toes  58  which form a slideway for a slide  60 . 
   As best seen in  FIGS. 5 and 6 , slide  60 ,  60 ′ has front and rear elongated walls  62 ,  64 , respectively, attached to a bottom wall  66 . A plurality of tabs  68  may be provided along bottom wall  66  for non-binding receipt on the slideway provided by toes  58  of sleeve  42 . A plurality of reflectors  70 , of alternating color such as red  70 R and green  70 G ( FIGS. 2A-2C ) to indicate different track conditions, are provided on front and rear walls  62 ,  64  such that railroad switch indicator  10  is reversible. Thus the alternating red reflectors  70 R and green reflectors  70 G on front wall  62  are in substantial alignment with alternating red reflectors  70 R and green reflectors  70 G on rear wall  64 . Reflectors  70  include reflecting surfaces for reflecting the rays from the headlight of an approaching train, so as to give the operator an indication of the condition of the track or the switch. As shown in  FIG. 6 , reflectors may be formed on hinged flaps  72  such that the angle of the reflectors may be optimally positioned on both front and rear walls  62 ,  64  with respect to the curvature of the track on either side of switch  12 . Reflectors  70  are spaced such that one set of reflectors is visible through windows  52  when left switchpoint  24  is in contact with left stockrail  14  ( FIG. 2B ) and the other set of reflectors is visible when right switchpoint  26  is in contact with right stockrail  16  ( FIG. 2A ). 
   Referring again to  FIG. 5 , railroad switch indicator  10  includes a second bracket  74  which is adapted to be attached to transverse bar  28  connected to switchpoints  24 ,  26 . A longitudinally extending arm  76  with an upwardly extending finger  78  is mounted on bracket  74 . As shown in  FIG. 5 , bracket  74  may include upper and lower plates  80  sandwiching a pair of intermediate plates  82  between which a free end of arm  76  may be frictionally engaged when bracket  74  is assembled with suitable fasteners  56 . It will be understood that this arrangement permits finger  78  to be moved towards and away from first bracket  32 . 
   Continuing to  FIG. 3  with  FIGS. 4-5 , by adjustment of arm  76  in second bracket  74 , it is seen that finger  78  may be made to pass through a slot  84  provided in first bracket  32  and into an aperture  86  provided in slide  60  for reciprocation of the slide within sleeve  42  conjointly with movement of transverse bar  28  with switchpoints  24 ,  26 . As shown in  FIGS. 4 and 5 , a housing  88  with a pair of springs  90  may be provided on the inside of slide  60  for biased engagement of finger  78  such that aperture  86  may be larger than finger  78  to compensate for any arced movement of transverse bar  28 . 
   In use, it is seen that railroad switch indicator  10  operates independently of the mechanism for operating switch  30  and functions as an alignment indicator in addition to showing whether switch  12  has been run through. Because railroad switch indicator  10  is mechanically linked to switchpoints  24 ,  26 , operation of the indicator does not depend on electricity. This is an advantage because while it can be used on an electrically powered switch, there are many more mechanically operated switches in the United States than electrically powered switches. 
   As shown in  FIGS. 2A through 2C , railroad switch indicator  10  lined red ( FIG. 2A ) signals that a train passing through the switch will be directed on a first track, whereas lined green ( FIG. 2B ) a train will be directed on a second track. Railroad switch indicator  10  lined with a mixture of red and green reflectors ( FIG. 2C ) indicates danger (i.e., switchpoints  24 ,  26  are in a mid position). 
   In view of the above, it will be seen that the several objects of the invention are achieved and other advantageous results attained. As various changes could be made in the above constructions without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.