Year: 1898

page_text: I, BENGEL JOY KELLY, of Corvallis, Benton County, Oregon, U.S.A., Inventor,
do hereby declare the nature of this invention to be as follows:-
This invention relates to railway switches, the object being to provide a better
construction thereof, and of the means for operating the same by the guard or
other official on a passing train.
By this invention, the main track has two of its parallel rails pivoted in such
manner that their outer ends can swing horizontally. A plate extends between
and connects the outer ends of the rails, and has on its upper surface, two bell-
crank levers operated, by springs in such manner that bolts, attached to one of
their respective arms and passing through guide-ways, enter apertures in a bar
which extends between and connects the ends of the rails of a siding when the
respective ends of the siding and main line rails abutt or are in their extreme
position away from each other.
A T-shaped lever is pivoted, horizontally, in front of the plate, and has a cross-
bar on its longer arm which is normally substantially parallel with the track,
and which arm rests against one arm of each of the bell-crank levers to operate
them. Abutments on the cross-plate are adapted to come into contact with the
free end of the pivoted lever so that a lateral movement is imparted to the
cross-plate by the 1-shaped lever. Cross-heads, consisting of pivoted plates having
projections adjacent to the rails of the main and side tracks, are adapted to be
operated by means on the car to move the rails, and are connected to the shorter
arms of the T-shaped levers by rods or other connections to impart the movement
thereto.
The means for operating the cross-heads, comprise suitable standards on the
interior of the car, and in which standards a frame is fulcrumed and extended
downwardly through a slot in the car bottom. A downwardly-directed bar is
supported by the frame to come into contact with and operate the cross-heads when
in its lowest position. Handles are attached to the frame whereby it can be
depressed. It is normally held up out of operative contact with the means for
operating the switch. by a weight. A vertically extending guide has a recess
notch therein which is adapted to be engaged by a bar supported by a bell-crank
pivoted on the frame adjacent to the guide, in such manner that the frame is
locked in its lowest position. A bar depends from the other arm of the bell-crank
and is adapted to come into contact, at the proper time, with cams arranged
between the rails to release the locking mechanism by raising one arm of the
bell-crank and withdrawing the bar on the other arm from the recess, to restore
the frame to its normal position when the switches have been operated.

page_text: The T-shaped lever may be connected to suitable levers on the outside of the
track, or in signal boxes whence the points can be operated.
Dated this 5th day of May 1898
R. RAINSFORD,
Agent for Applicant.
Improvements in Railway Switches and Means for Operating same.
I, BENGEL JOY KELLY, of Corvallis, Benton County, Oregon, U.S.A., Inventor,
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 railway switches and to means for operating the
same; and the object thereof is to provide a railway switch with improved
operative mechanism which is adapted to be operated by devices connected with
a car or engine.
The invention is fully disclosed in the following specification, of which the
accompanying drawings form a part, in which :-
Figure 1 is a plan view of the main track of a railway and of a side track
or switch and shewing the operative mechanism which I employ connected
therewith; Fig. 2, a side view of a supplemental device which I employ, whereby
the switch may be operated by hand; Fig. 3 a sectional view of a car mounted on
the main track and shewing the operative devices connected therewith, the line
of the section through the car being indicated by the line 3-3 of Fig. 1 and
3-3 of Fig. 4; and Fig. 4 is a section on the line 44 of Fig. 3.
In the drawings forming part of this specification the separate parts of my
improvements are designated by the same numerals of reference in each of the
views, and in said drawings I have shewn at 5 the rails of a main railway track
and at 6 the rails of a side track, and the rails of the main tracks are divided at 7
and the rails of the side track terminate on the line of said division, and in the
practice of my invention. I mount transversely of the main track abjacent to
the ends of the rails 6, opposite the rails of the side track, a movable plate or
bar S, with which the ends of the rails 5 opposite the ends of the rails of the
side track are connected.
Adjacent to the plate 8 and on the side thereof opposite the rails of the side
track is secured a plate 9, which is provided with an upwardly and forwardly
directed arm 10, to which is pivoted a cross bar 11, which is provided with a
forwardly directed central armi 12, and the forwardly directed arm 12 extends
across the plate 8 and connected therewith is a transverse bar 13.
The free end of the arm 12 of the cross-bar 11 is adapted to move between the
upwardly-directed lugs or projections 14, formed on or secured to the plate 8,
and pivoted to the cross-plate 8 between the ends of the cross-bar 13 and the
cross-bar are crank-levers 15, each of which is provided with two arms 16
and 17, and the arms 16 project adjacent to and beyond the end of the cross-
bar 13, while the arms 17 project outwardly and longitudinally of the plate 8,
and connected with said plate adjacent to each of said crank-levers is a spring 18,
and said springs 18 are adapted to operate on the arms 17 of the crank-levers 15.
Mounted transversely of the track on a line with the ends of the side track
6 is a bar 19, which is provided with two transverse holes or openings 20, and
pivotally connected with the ends of the arms 17 of the crank-levers 15, are
rods 21, which pass loosely through keepers 22, secured to the plate 8, and which
rods are adapted to enter the openings or holes 20 of the bar 19.

page_text: At a predetermined distance to the left of the plate 8, as shewn in the drawings,
is pivoted a semi-circular cross-head 23 the convex side of which is directed
backwardly and moves under a keeper 24, and the said crosshead 23 is provided
at each end with an arm 25, and the arms 25 pass through the inner walls 26
of guide boxes 27, secured adjacent to the inner side of each of the rails of the
main track opposite the pivotal connection of said cross-head, said guide boxes
being open at the top, and connected with said cross-head at the opposite sides of
its pivotal support, which is shown at 28, are rods, chains, cords or similar devices
29, which are crossed at 30 and connected to the opposite ends of the cross bar 11.
Connected with the opposite ends of the cross-bar 11, are two supplemental
rods, cords or similar devices 31, which are carried to the right of Fig. 1 and
connected with a cross-head 32, which is pivoted at 33, and which is similar to
the cross head 23, and which is provided at one end with an arm 34 which passes
through a slot in the inner wall 35 of a guide-box 36 similar to the guide-box 27.
The cross head 32 or the curved side thereof, moves in a keeper 37, and one of
the rods, cords, or chains 31 is connected therewith at 38 and is passed around
a pin 39.
I also connect with the ends of the cross-bar 11, auxiliary, cables, cords, or
chains 40, which are carried along the side track beneath and between the rails
of the main track and are connected with a cross-head 41 (similar in all respects
to the cross-head 23), which is pivoted at 42 and provided at one end with an
arm 43, which passes through the inner wall 44 of a guide-box 45. Secured
within the rails of the main track in front of the guide boxes 27, adjacent to
each side of the track, are cam blocks 46, and a similar cam block 47 is placed
in front of the cross-head 32, on the side thereof on which is the arm 34, and
another cam block 49 is placed in front of the guide-box 45 and slightly inside
thereof.
In Fig. 3, I have shown a longitudinal section of a part of a car, in the bottom
of which is formed a longitudinal slot 48, at the front of which is a standard 50,
to which is pivoted a triangular frame 51, consisting of an upper horizontal bar,
a downwardly inclined bar 52, and a vertical bar 53, the lower end of which
projects below the inclined bar 52, and pivotally connected to the standard 50,
at the point where the triangular frame 51 is connected therewith is a rod 54,
which projects backwardly along the side of said frame and beyond the rear
thereof, and pivotally connected with the rear end of said rod is an upright rod 55,
which passes through the slot 48, and with the upper end of which is pivotally
connected a crank lever 56, which is pivoted to the triangular frame 51 at 57,
and which is provided with a backwardly directed bar 58, which is adapted to
operate in a notch or recess 59, formed in an upright curved bar 60, secured to
the bottom of the car, and the bar 60 is provided at its upper end with a forwardly
directed projection 61.
The triangular frame 51 is provided with a backwardly directed handle 62,
and secured adjacent thereto to the frame is a rope, cord, or chain 63, which
passes over a pulley 64, and to which is secured a weight 65. This device is
connected with the car, and intended to operate the switch operating mechanism,
which is connected with the switch, and it will be understood that two sets of
these devices are employed, one at each side of the car, ás shewn in Fig. 4, and
this device may be applied to an ordinary car, or to a locomotive, and the operation
will be readily understood from the foregoing description when taken in connection
with the accompanying drawings and the following statement thereof.
Suppose a car to be moving in the direction of the arrow a of Fig. 1 and it is
desired that said car take the side track. The triangular frame 51 on the right
hand side of the car is depressed by means of the handle 62; and the lower end
of the vertical bar 53 of said triangular frame passes through the corresponding
guide-box 27 and strikes the corresponding arm 25 of the cross-head 23 and
throws said cross head into the position shewn in Fig. 1 and the rails of the main

page_text: track into the position shewn in dotted lines in Fig. 1, in which position they
register with the rails of the side track. In this operation the rod 21, on the right
side of the main track, which is connected with the crank lever 15, is drawn out
of the cross bar 19, before the plate 8 and rails 5 move by reason of the movement
of the end of bar 12 between the stops 14 before moving them with the plate 8
and the rod 21, which is connected to the opposite crank lever 15, is forced into
said bar or into the adjacent hole or opening 20 thereof; when it coincides there-
with, by the corresponding spring 18, and this locks the rails of the main track
in the position shewn in dotted lines, and the car is free to take the side track.
If a car be approaching the switch on the side track, and it is desired that
said car take the main track, the cross head 41 is operated in the same manner,
and this operation also operates the cross bar 11 and the parts in operative
connection therewith and throws the parts of the main track into the position
shewn in dotted lines in Fig. 1. If a car be moving on the main track in the
direction of the arrow a² and the rails of the main track are in the position shewn
in dotted lines in Fig. 1, the cross-head 32 is operated, and the rails of the main
track are thrown backwardly into the position shewn in full lines in Fig. 1, it
being understood that one of the pins 21, is always in connection with the bar 19.
After the triangular frame 51, which is connected with the car, has been operated,
as hereindescribed, it is automatically thrown upwardly or the rear end raised
by the lower end of the rod 54 striking the cam blocks 46, 47 or 49, and in this
operation the rod 55 is forced upwardly and the crank-lever is disconnected from
the curved lever 60, so as to permit of the operation of the triangular frame 51,
and the forwardly projecting hook or projection 61 at the upper end of the bar 60
is intended to limit the upward movement of said triangular frame 51, and said
triangular frame 51 is drawn upwardly by the weight 65, as will be readily under-
stood. It will also be understood that the pivoted rod 54, the rod 55, the crank
lever 56, and the bar 58 connected therewith, are intended to lock the frame 51
in its lowest position, as shewn in Fig. 3; but when the end of the rod 54 strikes
one of the cam blocks 46, 47 or 49 the bar 58 will be released from the upright
bar 60, and the triangular frame 51 will be raised by means of the weight 65.
In Figs. 1 and 2 I have shewn an ordinary device for operating the switch
by hand when desired, and this device consists of a rod 66, which is pivotally
connected with the arm 12 of the cross-bar 11, and which passes beneath one of
the rails of the main-track, and is connected with an arm 67, formed on a sleeve GS
mounted on a vertical rod 69, which carries at its upper end a signal plate 70,
and the sleeve 68 may be turned in any desired manner and locked in any desired
position. This device however forms no part of my invention and is therefore
not shewn and described in detail, and any suitable device may be provided for
this purpose.
It will be understood that the rails 5 of the main track with which the plate 8
is connected are so supported or held in position that they may be swung back
and forth, as hereindescribed, the spring action of said rails being sufficient for
this purpose.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed
I claim is
declare that what
(1) In a railway switch, the combination with a main track and a side track
or switch the ends of which terminate on approximately the same plane respectively,
of a cross plate joining opposite ends of the said rails of the main track, a cross-
bar placed between the ends of the rails of said side track, a bar pivoted
between the rails of the main track adjacent to said cross-plate; laterally-
extending arms secured to said pivoted bar, a cross-arm attached near the free
end of said pivoted bar, spring-actuated bell cranks mounted adjacent to the ends
of said cross-arm, rods pivoted thereto whereby in conjunction with sockets in
the bar between the rails of said side track, the switch is automatically locked

page_text: whether open or set, abutments on said cross-plate adapted to contact with the
free end of said pivoted bar, whereby a lateral movement is imparted to said
cross-plate by said pivoted bar, cross heads pivoted between the rails of the main
and side track and connections between said cross heads and said pivoted bars
respectively said! cross heads being adapted to be operated by devices supported
by the car substantially as described.
(2) The combination with a railway switch and operative mechanism connected
therewith and constructed as hereindescribed, of devices connected with a car
for operating said mechanism, said devices consisting of a pivoted frame which
passes through a slot formed in the bottom of the car, and which is provided with
a downwardly directed bar, said frame being provided with a handle by which
it may be depressed, and with a weight which is connected therewith by a cord,
which passes over a pulley, substantially as shewn and described
(3) The combination with a railway switch and means for operating the same,
said means being adapted to be actuated from the car, of a pivoted frame passing
downwardly througli a slot formed in the car bottom, a downwardly directed bar
supported by said frame, a handle attached to said frame whereby it may be
depressed, a weight for normally holding said frame and the bar supported thereby
out of operating contact with the means for operating the switch, means for
locking said frame in its lowest position; cam-blocks mounted between the rails
of the tracks, and a depending bar connected with said means and adapted by
contact with said cam-blocks to release said locking mechanism and permit said
weight to restore said frame to its normal position, substantially as described.
(4) The combination with a railway switch and means for operating the
same, said means being adapted to be actuated from the car, of standards on the
interior of the car, a frame fulcrumed on said standards and passing downwardly
through a slot formed in the car bottom, a downwardly directed bar supported
by said frame, a handle attached to said frame whereby it may be depressed, a
weight for normally holding said frame and the bar supported thereby out
of operative contact with the means for operating the switch, a vertically
extending guide having a notch or recess therein, a bell-crank lever pivoted on
said frame adjacent to said guide, a bar supported by said crank and adapted to
engage in said notch or recess whereby said frame is locked in its lowest position,
a bar depending from the opposite end of said bell-crank, and cam-blocks mounted
between the rails of the track whereby said bar is elevated to release said locking
mechanism and permit said weight to restore said frame to its normal position,
substantially as described.
(5) The combination with a railway switch and means for operating the same,
said means being adapted to be actuated from the car, of standards on the
interior of the car, a frame fulcrumed on said standards and passing downwardly
through a slot in the car bottom, a downwardly directed har supported
by said frame, handles attached to said frame whereby it may be depressed, a
weight for normally holding the frame and the bar supported thereby out of
operating contact with the means for operating the switch, a vertically extending
guide having a notch or recess therein, a bell-crank lever pivoted on said frame
adjacent to said guide, a bar supported by said crank and adapted to engage in
said notch or recess whereby said frame is locked at its lowest position, a bar
depending from the opposite end of said bell-crank lever, a bar pivotally
connected therewith and with said standards and cam blocks mounted between
the rails of the track whereby said bar is elevated to release said locking mechanism
and permit said weight to restore said frame to its normal position, substantially
as. described.
(6) In a railway switch the combination with a main track and a side track or
switch, the ends of which terminate approximately on the same plane respectively,
of a cross-plate joining the opposite ends of the saide rails of the main track, a
cross-bar located between the ends of the rails of said side track and so disposed
as to be parallel with said plate, a bar pivoted between the rails of the main track

page_text: adjacent to said cross-plate, laterally extending arms secured to said pivoted bar,
a cross ar mattached near the free end of said pivoted bar, spring actuated bell-
cranks mounted adjacent to the ends of said cross arm, rods pivoted thereto
whereby in conjunction with sockets in the bar between the rails of said side
track, the switch is automatically locked whether it be open or set, connections
between said pivoted har and said plate, whereby a lateral movement is imparted
to said plate by said bar while admitting of the releasing of said locking
mechanism, a cross head pivoted between the rails of the main track on each
side of the switch and of the side track and connections between each of said
cross heads and the laterally extending arms of said pivoted bar said cross head
being adapted to be operated by devices supported by the car, substantially as
described.
R. RAINSFORD,
Agent for Applicant.