Improvements in Automatic Railroad Switches.
Year: 1891

page_text: Date of Application, 23rd June, 1891-Accepted, 25th July, 1891
COMPLETE SPECIFICATION.
[Communicated from abroad by AMBROSE C. DAILEY, WILLOUGHBY K.
BUTTERWORTH, and JOSEPH L. DAILEY, Gentlemen, all of Philadelphia,
Pennsylvania, United States of America.]
Improvements in Automatic Railroad Switches.
I, CHARLES AUBREY DAY, of 321 High Holborn, in the County of Middlesex,
Fellow of the Institute of Patent Agents, do hereby declare the nature of this
invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:-
I will describe a railroad switch embodying my invention in detail and then point
out the novel features in claims.
The object of my invention is to provide an automatically operating switch that
notwithstanding the position of the point rails or whether the train is moving in
either direction on the main line or on the branch line toward and unto the main
line, the train will pass the switch safely and continue along the main line,
suitable connecting means between the branch or point rails and guard rail being
employed to lock the point rails to the main rails for the passing of the train from
the main line unto the branch line.
In the accompanying drawing, which illustrates my invention:
Figure 1 is a top plan view of a railway switch embodying my invention.
Figure 2 is a transverse sectional view of a switch embodying my invention,
representing the weighted switch lever swung away from the track and the parts in
the position indicated by dotted lines in Figure 1.
Figure 3 is a similar view taken on the line y, y, Figure 1, looking in the direction
indicated by arrows, illustrating the construction of the slotted switch-lever and
connection of the several parts.
Referring to the drawings, 1, 1 designate the switch points. These switch points
may be of the usual construction to operate in conjunction with the main rails 2, 2
and are connected together by the switch-rod 3 and tic-rods 4. 5 designates a
movable guard rail adjacent to the switch and forming an operative portion thereof
in the manner hereinafter more fully described. This guard rail is pivoted at one
end in the usual manner and its other end is attached to what I term a locking
switch lever 6. 7 designates a shaft journaled in bearings 8 on suitable supports 9
to one side of the main line rails. Cam heads 10 are mounted on the respective
ends of the shaft 7 and the switch rod 3 is mounted to one of them, while the other
is provided with a pin or stud 11 which works in a cam-slot 12 of the locking switch
lever 6.
The slot 12 in the lever 6 is given its preferred cam shape shown to admit of
sufficient play of the guard-rail 5 away from the main track to be operated by and
permit the passing of the flange of a car wheel, and also when the lever is elevated
or raised the extent of its slot by a switchman or train attendant to move the
guard-rail 5 away from the main rail 2× and prevent any action or operation of
parts by the flange of a passing wheel between the guard rail and the main rail,
and being so held further prevents the rotation of the shaft 7, thus locking the
point rails with the main rails for switching the train onto the branch line, the
weighted switch lever 14 mounted on said shaft 7 being first swung toward the main
line as shown in Figure 1, which action causes the point rails to make a proper con-
nection with the main line for such switching, all as indicated in full lines in Figure 1,
that is to say, should the weighted lever 14 occupy a position away from the main
line (shown in dotted lines Figure 1) thus causing the point rails to occupy the
position shown in dotted lines Figure 1, and in full lines in Figure 2, which would
provide a continuous main line, it would be necessary for the switchman or train

page_text: attendant to first throw the weighted -switch-lever 14 toward the main line which
would rotate the shaft 7, and as stated, by reason of the cam-head 10 on shaft 7,
connection with the switch-rod 13 and the latter with the point rails, cause the
point rails 1x to assume a position in close contact with the main rail 2* in a
manner to switch a train from the main line onto the branch line as shown and
.stated.
A spring 13, on said rod 3, when the weighted lever 14 is thrown away from the
main-line acting normally to hold the switch open for trains passing in either
direction on the main line, shown in dotted lines in Figure 1, and illustrated in
Figure 2,) and at the same time permits the safe passing of a train from the branch
line' onto the main line; in the latter instance the flange of the car wheels would
pass between the point rail 1 and main rail 2 and push the point-rail 1x into
contact with the main rail 2x thus forming the proper connection between the
point and the main rails, and after the train had passed would again open the
switch to provide a continuous main line for trains travelling in either direction
thereon.
The weighted switch lever 14 further serves when the switch is misplaced for a
train continuing on the main line in either direction, to automatically throw the
switch open by the passing of the flange of the car-wheel between the guard ráil 5,
and the main rail 2* when the train is passing in one direction, and between the
point rail 1 and the main rail 2×, when the train is passing in the other direction,
and this by reason of the connection shown and described of the slotted lever 6
with the guard-rail 5 and shaft 7 in the first instance, and the switch rod 3
with the point rails 1, 1, and shaft 7 in the second instance, operating to rotate
the shaft and automatically throw the weighted lever 14 away from the main
rails which accordingly opens the switch and retains it in such open position.
From the foregoing description it will be understood that it is immaterial what
may be the position of the point rails with respect to the main line, that a train
travelling in one direction on the main line or in the same direction on the branch
line unto the main line or in the opposite direction on the main line, it will pass the
switch safely and continue along the main line, for the reason that should the switch
be misplaced it will be operated or opened by the flange of the passing car-wheel
between the main track and. the point rails when the train is going in one direction,
and between the main track and the guard rail when the train is going in the
opposite direction, thus providing a safe automatically operating switch for trains
traveling in either direction on the main line or from the branch line unto, the main
line, it only being possible to switch the train from the main line'unto the 'branch
line by a switchman or train attendant, first throwing the weighted lever toward the
main line to properly set the point rails with the main rails for such switching, and
then lifting the switch lever 6 which moves the guard-rail away from the main rail
and clear of the wheels of the passing train.
I desire it understood that I do not wish to restrict myself to the exact con-
struction of parts shown and described but may vary. the same in any manner to
better carry out the principle of my invention without departing from the true
scope thereof.
Having now particularly described and ascertained the nature of my saidiinven-
tion, and in what manner the same is to be performed, 1 declares that >what. I
claim is:
1. In an automatic railroad switch the combination with the main rails of a pair
of point-rails, as movable. guard-rail normally operative to provide a continuous
main line connected to a shaft suitably journaled adjacent to said main-rails, a
switch, ród mounted on said shaft and connected. to the point-rails, a spring on. said
rod and a weighted switch lever on said shaft to retain said rails in normally
operative combination with the main-rails in the manner described, whereby a
misplaced switch will be automatically opened by the operation of the mechanism
described upon the passing of the flange of a car wheel' between the point fails

page_text: and main rails when the train is traveling in one direction and between the guard
rail and main rail when the train is traveling in the opposite direction, as set
forth.
2. In an automatic railroad switch the conibination with the main rails of a pair
of point rails, a movable guard rail normally operative to provide a continuous
main line connected to a shaft suitably journaled adjacent to said main rails, a
switch rod mounted on said shaft and connected to the point rails, a spring on said
rod and a weighted switch lever on said shaft to retain said rails in normally
operative combination with the main rails in the manner described, whereby a
misplaced switch will be automatically opened by the operation of the mechanism
described upon the passing of the flange of a car wheel between the point rails and
main rails when the train is traveling in one direction and between the guard rail
and main rail when the train is traveling in the opposite direction; and a second
switch lever mounted on said shaft attached to the movable guard rail and
adapted to move said guard rail away from the main rail and free of passing
car-wheels to permit the switching of a train from the main line onto a branch line,
as described.
3. In an automatic railroad switch, the combination with the main rails and point
rails of a movable guard rail, a shaft suitably journaled adjacent to said main rails
and switch rod connection between said shaft and point rails, a slotted switch lever
attached to said guard rail mounted on said shaft and working thereon by means of
said slot, said guard rail normally operative to provide a continuous main track in
the manner described and adapted to be moved apart from said main rails, free of
passing car wheels by the raising of said lever to permit the switching of a train
from the main line onto a branch line, as described.
Dated this 23rd day of June 1891.
DAY, DAVIES & HUNT,
321, High Holborn, London, W.C., Agents for the Applicant.