Improvements in and connected with Tramway Switches.
Year: 1896

page_text: Date of Application, 10th Apr., 1896-Accepted, 23rd May, 1896
COMPLETE SPECIFICATION.
Improvements in and connected with Tramway Switches.
1, HERMANN SCHMALISCH of 374 Passauerstrasse, Charlottenburg, Germany,
Tramway Conductor, 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 :-
This invention relates to improved automatic switches for tramway lines so
arranged that the driver of the car can control the movement of the points and be
certain that they are in the right position before the vehicle passes over them.
And in order that my invention may be properly understood I have hereunto
appended two explanatory sheets of drawings, whereon,
Figs. 1 and 2 show a single switch in plan and cross section.
Figs. 3 and 4 show a double switch in plan and longitudinal section.
Figs. 5 and 6 show a modified arrangement in plan and cross section.
Fig. 7 is a view showing a contrivance, the use of which permits the automatic
switch to be used for tramways worked by motors.
The arrangement shown at Figs. 1 and 2 is constructed as follows:-In front of
the ordinary switch is arranged, between the rails a, a, a plate 6 capable of turning
on the pins or pivots c, c, and whose motion is limited by the stops d. To one side
of this plate b is fixed a bracket f provided with an opening e. Au arm g keyed
on the shaft is capable of entering the opening e. A second arm i also keyed to
the shaft h actuates the bar k to which is secured by means of a pin n or in other
manner, the end of the point l. The point is capable of swinging sideways as
usual on its pivot m and according as it is moved to left or right the approaching
vehicle is either allowed to move straight ahead or is directed round the curve in
the direction of the arrow.
The switch works in the following manner :-When an approaching vehicle is to
pass round the curve the horses are pulled by the driver as usual, to the one side
and, as a consequence, tread on the side 6 of the oscillating plate b. The
depression of this side of the plate causes the other side 6 to rise up, and, in so
doing, to lift the bracket f and arm g and cause the arm i to shoot over the bar k
and with it the point in the direction of the arrow Fig. 2 so that the vehicle is
directed into the curve.
Should the vehicle be required to go straight ahead and the point / be in the
position to direct the vehicle into the curve, then the driver pulls his horses to the
side of the plate so that, that side is now depressed with the consequence that
the bracket and arm g are forced down, and the arm i is moved so as to shoot
the bar k and point 7 back to the original position as shown on the drawings.
The box o is used to fill up the empty space left at one side of the plate b so
that both sides may correspond.
When a vehicle is driven in an opposite direction to that indicated by the
arrows Fig. 1 the wheels of the vehicle automatically shift the point to the proper
position.
The arrangement of double switch shown at Figs. 3 and 4 is as follows:-When
a vehicle is to go straight ahead in the direction of the arrow Fig. 3 the driver
leads his horses on to a plate 68 arranged to turn on pivots c and which has a
projection f¹ whose lower slanting end bears upon the inclined plane p at the end
of the shaft g. The depression of the plate 6 causes the projection f¹ to act on
the plane p and force the shaft q forward so that its end strikes against a

page_text: 12
projection and forces the point over in the direction of the small arrow Fig. 3.
thereby leaving a clear passage for the vehicle to proceed straight ahead. Should
the vehicle be desired to go on to the line a' the plate & is not acted on, but the
driver guides his horses on to the plate (turning on pivots e) and depresses it
whereby mechanism similar to that shown at Figs. 1 and 2 is actuated, so that the
point along with the point is forced over in the direction of the arrow, the
fine a heing thus thrown open. Should the vehicle be desired, however, to go
round the curve a' the horses are led on to the plate & turning on pivots e, so as to
depress it and actuate mechanism similar to that hereinbefore described, so that
the points, are moved by the shaft n' in a direction opposite to the arrow.
The vehicle is now automatically guided into the curve a' by the point as shown
on the drawings.
If, before a vehicle had passed the curve a¹ the next vehicle had to pass round
the curve a² the horses of this vehicle acting on the plate 63 would cause a
projection g' provided with a slanting face and mounted on the shaft g to push the
point outwardly, and close the curve a¹.
The modification shown at Figs. 5 and 6 differs from the arrangement Figs. 3
and 4 in that the depressible plates are fixed in a different manner. Whereas the
plates b,, for operating the points for the traffic over the rails a', a' are arranged
at the sides, the plate for operating the points so as to direct the vehicle into
the rails a is placed on the centre of the track. The mechanism for actuating the
points is similar to that shown at Figs. 1 and 2 so that the points move in the same
manner. When, for instance, it is desired to drive the vehicle straight ahead, the
horses are allowed to trot quietly over the plates 67 68 but the driver must take
care that the central plate is depressed by one of the horses. The depression of
this plate causes the point to move so as to open the passage a. When the
vehicle is to pass round the curve a' the horses are so guided as to depress the
plate whereby the two points 1, are pulled to one side so as to open
the passage a¹. When the vehicle is to pass round the curve a² the horses are
guided on to the plate so that the points are shifted over to the position shown
at Fig. 5 and the passage a' is opened.
In the arrangements hereinbefore described the plates are arranged to be
operated by horses, but, when desired, the automatic switches can be operated by a
device fitted on an electric or other traction engine.
The device is as follows:-
On the steering gear platform is fitted a lever which actuates a wedge s
engaging with a vertically movable block t. This block t is connected by a spindle
with a wheel which is normally pressed downwards by a spring u. By moving
the wedge the block t with its spindle and the wheel u can be raised. The
mechanism just described, when in the normal or down position, serves to depress
the plate which is used to adjust the points for the vehicle to go straight ahead, so
that, when the vehicle passes over the said plate, the lever r is moved in a direction
contrary to that of the arrow and as a consequence the wheel v through the action
of the spiral spring u is caused to depress the plate & and actuate the points, in the
manner hereinbefore set forth, so as to open a passage for the vehicle to pass
straight ahead.
Another lever wo is arranged on the driver's platform and this lever is made one
with the two armed lever. The lever x has at its extremities downwardly
projecting parts y, z, carrying wheels v, 3. When a vehicle is to pass round a
curve the lever w is moved to either right or left so as to depress one or other of
the wheels v 2. The wheel for the time being depressed acts on its corresponding
plate and adjusts the points.
After the points are adjusted the driver brings the lever to back to the central
position and throws both of the wheels out of action so that the vehicle is free to
proceed on its course.
The mechanism for actuating the wheels may obviously be altered or
modified without departing from the invention.

page_text: As the plates act automatically on the point shifting mechanism, those that are.
not operated are always brought back into their normal position whenever one of
the plates is depressed.
At present train cars are frequently jolted off the points owing to their
defectiveness and to the fact that they have to be moved by hand either by the
conductor or a boy, or if they are moved automatically the automatic movement
only takes place just as the vehicle is passing over the points, with the result that.
if the vehicle misses the points it is derailed and has to be moved back again which
leads to much trouble and delay.
Such derailment cannot except through carelessness, take place with the
improved switches as the driver can always see that the points are in the proper
position before he drives over them.
My invention gives the following advantages:-
It is not necessary to dig the road so deeply as heretofore as the new switches.
occupy but little space and are not fixed deeper than the rails.
The plates for operating the switches can be at a distance of from 2 to 5 metres
or even further from the points so that the driver has ample opportunity of seeing
that the points are correct before driving over them which he can do without
reducing the speed as at present.
As the plates are only capable of being depressed to a certain extent, their
movement being limited by the stops d, no excessive pressure can be brought to
bear on the mechanism.
As the plates are isolated and the mechanism is only sunk to the depth of the
rails there is no liability of water accumulating about the switches after a down-
pour of rain and interfering with their proper working as at present.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
consider novel and desire to claim is :-
1. Automatic switches for tramways characterized by a movable plate (b).
located in front of the points and which when moved, operates the points by
means of suitable mechanism, substantially as and for the advantages hereinbefore
set forth.
2. Automatic switches for tramways characterized by an arrangement of three
movable plates, which, by their movement are capable of actuating through inter-
mediate mechanism, double points for directing the traffic, substantially as herein-.
before described, with reference to the drawings annexed.
3. The combination with the movable plate (or plates) of mechanism for
actuating the points consisting of the bracket f with its hole e the shaft h with its
arms g, and the bar k connected to the point (or points) substantially as.
hereinbefore described and shown on the drawings annexed.
Dated this 9th day of April 1896
H. D. FITZPATRICK,
70 Wellington Street, Glasgow, Agent..