Improvements in and connected with Railway Switch Mechanism.
Year: 1899

page_text: COMPLETE SPECIFICATION.
Improvements in and connected with Railway Switch Mechanism.
I, ALVIN M. TIREEWITS, of Centerville, Wayne County, in the State of
Indiana, United States of America, Gentleman, 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:—
My invention relates to railway switches, and has for its object to provide a
simple and efficient construction of combined switch and frog for use in con-
nection with railway turn-cuts or siding tracks, the carriers for the switch and
frog rails being connected for simultaneous adjustment whereby the movement
of the former to one position or the other insures the proper adjustment of the
latter to provide a continuous track.
My invention consists, particularly, in the means whereby the main and
auxiliary switch-rails, or the switch and frog rails, are supported for transverse
movement to arrange them respectively in alignment with the fixed main and
siding track-rails; and also in the means whereby motion is communicated
from the switch-rail carrier to the frog-rail carrier.
My invention also has for its object to provide means whereby the accidental
or malicious displacement of the switch and frog rails may be prevented.
Further objects and advantages of this invention will appear in the following
description, and the novel features thereof will be particularly pointed out in
the appended claims.
In the drawings;-
Figures 1 and 2 are plan views of a switch mechanism constructed in accordance
with my invention, arranged respectively in the main-track and siding-track
positions.
Figure 3 is a detail plan view of the means for communicating motion to and
supporting the main switch-rail carrier or plate, the latter being partly broken
away.
Figure 4 is a longitudinal section of the same.
Figure 5 is a transverse section on the plane indicated by the line 5-5 of
Figure 4.
Figure 6 is a detail view in perspective of the guide and means for communi-
cating motion from the switch-bar to the bell-crank operating lever,

page_text: the line 7-7 of Figure 6.
Figure 7 is a detail view of one end of the switch bar.
Figure 8 is a plan view of the auxiliary switch or frog-rail carriers, partly
broken away, to show the operating devices therefor.
Figure 9 is a longitudinal section of the same on the line 9-9 of Figure 8.
Figure 10 is a transverse section on the plane indicated by the line 10-10
of Figures 8 and 9.
Similar reference characters indicate corresponding parts in all the figures of
the drawings.
In the illustrated embodiment of my invention, the main track-rails 11 and
siding track-rails 12 are relatively arranged as in the ordinary practice, with
the inner main and siding track-rails intersecting at a point more or less remote
from the turn-out or point of intersection of the corresponding rails of the two
tracks, pairs of main and siding switch-rails 13 and 14 being arranged at said
turn-out for respective alignment with the main and siding track-rails, and
corresponding pairs of main and siding frog-rails 15 and 16 being arranged
adjacent to the intersection of the inner main and siding track-rails. The main
and siding switch-rails are supported by a carrier 17 consisting of a plate which
is mounted for transverse sliding movement with relation to the lines of the
rails, to adapt either the main or the siding switch-rails to be aligned respectively
with the main and siding track-rails, and motion is communicated to this switch-
rail carrier by means of a switch-bar 18, which may be actuated manually
through the ordinary switch-stand, which, as it forms no part of my present
invention, is not illustrated in the drawings.
Beneath the switch-rail carrier I have provided sub-ties 19, which are de-
pressed below the plane of the main or usual ties 20, and support sills 21, pre-
ferably of metal, and constructed as castings, or otherwise, with raised terminals
forming rests 22 which are let into the adjacent marginal or bounding main ties 20".
The terminal portions of these rests are elevated to form rail-seats 23 which are
flush with the upper surfaces of said border ties 20", and to them are spiked the
adjacent extremities of the stationary main and siding track-rails, said rails
being extended inwardly beyond the adjacent edges of the carrier plate to form
retaining-fingers or guides 13ª which overlap and bear upon the upper surface
of the carrier-plate to prevent the upward displacement thereof while allowing
the described transverse movement of the same. Also, to reduce the friction due
to the transverse movement of the carrier-plate, I preferably provide the rests 22
with bearing-rollers 23ª which are suitably mounted in cavities formed in the
rests with the uppermost points of their surfaces set down from the plane of
the upper surfaces of the track-seats 23 a distance which is equal to the thick-
ness of the carrier-plate, usually about three fourths of an inch in practice.
The sills 21 are preferably disposed to bisect the angle formed by the main and
siding track-rails, and allow the main and siding switch-rails to be arranged
approximately thereover, or in such positions with relation thereto as to insure
the proper support of said switch-rails to prevent sagging of the carrier-plate.
Obviously, the switch-rails terminate short of the terminal edges of the carrier-
plate to match accurately with the stationary track-rails. Also, to protect the
mechanism which is housed beneath the carrier-plate and between the sills, I
employ stationary guard-plates 24 secured to the outer sides of the sills.
Depending from the carrier-plate is a hanger 25 consisting of a pin suitably
bolted to the underside of the plate, and by means of this hanger, motion is
communicated to the carrier from the switch-bar 18. I prefer, however, not
to connect said switch-bar directly to the hanger, but to interpose a bell-crank
lever 20 fulcrumed upon a bracket 27 projecting inwardly from one of the sills
and having a slotted terminal 28, which engages the pin 25. The switch-bar
also is provided with a slotted terminal 29 which engages that arm of the bell-
crank lever which is provided with said slotted terminal 28, whereby a limited

page_text: movement of the switch-bar independently of the bell-crank lever is possible
before motion is communicated to the latter. Transversely connecting the sills
is a tie-bar 30, and secured to the tie-bar, adjacent to one of the sills is a guide-
bar 31 having a guide-channel 32 in which the switch-bar operates and by which
it is held from lateral vibration. The long arm of the bell-crank lever also
operates in a longitudinal slot 33 of said guide-bar, the length of said slot being
equal to the throw of the carrier-plate. Also, to secure the carrier-plate in
either of its adjusted positions, I employ locking devices 34 and 35, each of
which consists of a locking-pin 36, mounted upon the guide-bar for transverse
movement and adapted to engage an opening 37 in the bell-crank switch-lever 26;
and a trip lever 38 connected with said locking pin and adapted for actuation
by a trip-cam 39 carried by the switch-bar. With the switch lever in one of its
adjusted positions, the movement of the switch-bar to adjust said switch-lever
first causes the operation of the trip-lever to withdraw the locking-pin and re-
lease the switch-lever, after which the extremity of the slotted terminal 29 of
the switch-bar comes in contact with the switch-lever and communicates motion
thereto. Obviously, the other trip lever withdraws the second locking pin as
the switch lever approaches the new position, and subsequently releases said
locking-pin to allow the engagement thereof with the switch-lever when the
latter reaches the desired position. The locking-pins are spring actuated to
yieldingly hold them in their normal or locking positions.
The frog-rails 15 and 16 are arranged in pairs, as are the switch-rails, but are
adapted for respective alignment with each other, namely, the frog-rails 15 are
adapted for alignment with each other, and also with the main track-rails, while
the frog-rails 16 are adapted for alignment with each other and with the siding
track-rails, said frog-rails being arranged to converge toward their inner ends.
Said pairs of frog-rails are secured respectively to frog-rail carriers 40 and 41,
consisting of plates similar to the carrier-plate 17 and adapted for simultaneous
movement in opposite directions to cause the above described respective align-
ment of the rails 15 and 16. These frog-rail carriers are connected for simul-
taneous movement in opposite directions by means of a rocking-lever 42 ful-
crumed at an intermediate point upon a fixed support, and having slotted or
sliding connections at its terminals with the plates 40 and 41. Preferably,
said sliding connections consist of slotted terminals 43 and 44 engaging hangers
or pins 45 and 46 depending respectively from the plates 40 and 41. In the
mounting of the frog-rail carriers I employ a construction similar to that above
described in connection with the switch-rail carrier in that it comprises sills 21"
provided with terminal rests 22" having slightly raised rail-seats 23 which are
let into the inner sides of border sills 20, and are flush with the upper surfaces
of said sills for the attachment thereto of the adjacent portions of the stationary
track-rails; depressed sub-ties 19, and guide plates 24 secured permanently
to the outer sides of said sills. Said sills, however, are provided with inter-
mediate carrier-rests 22b, which, in common with the terminal rests 22, sup-
port bearing rollers 23. Also, the rests 22b are connected by a transverse tie-
bar 30 which is flush with the upper surfaces of the rests, and to this tie-bar is
fulcrumed the reversing or rocking-lever 42. Also, the extremities of the
stationary track-rails project inwardly over the surfaces of the frog-rail carriers
to form retaining fingers or projections 13, and the frog-rail carriers are pro-
vided near their inner ends with keepers 13, depending from the carrier-plates
and engaged with the lever 42 to prevent upward displacement of said inner ends
of the keepers.
1
In order that simultaneous operation of the switch and frog-rail carriers may be
accomplished, I employ an auxiliary bell-crank operating lever 47, fulcrumed
upon a bracket 48 extending inward from one of the sills, and having a slotted
terminal 49 engaging the hanger 45, and a connecting rod 50 between the other
arm of the auxiliary operating lever and an arm of the main operating lever,
slotted connections between the terminals of said rod and the two bell-crank levers

page_text: being employed. Also, the connecting rod is preferably encased in a tubular
guide or shield 51.
From the above description it will be seen that when the switch bar 18 is
moved to open the main track, as indicated in Figure 1, by aligning the main
switch-rails with the main track-rails, a corresponding and simultaneous move-
ment in opposite directions in imparted to the frog-rail carriers, to cause the
alignment of the main frog-rails 15, with the main track-rail; and, also, that
the locking of the main operating-lever in the adjusted position correspondingly
secures all parts of the mechanism until the switch-bar is moved, as hereinbefore
described, to release said main operating-lever, in the act of readjusting the switch
mechanism.
It will be seen, furthermore, that for the construction described a comparatively
small movement of the carrier-plates is necessary to cause an accurate alignment
of the switch and frog rails with the track-rails to provide a continuous or open
track, and that accidental or malicious displacement of the switch or frog-rail
carriers is prevented by the interlocking connection between the switch and
frog-rail carriers and the adjacent portions of the stationary members of the road.
It will be understood, furthermore, that various changes in the form, propor-
tion, size, and minor details of construction, within the scope of the appended
claims, may be resorted to without departing from the spirit or sacrificing any of
the advantages of the invention.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is
1. In a railway switch mechanism, the combination with main and siding
track-rails, of switch-rail and frog-rail carriers mounted for transverse move-
ment with relation to the track-rails, and connected for simultaneous adjust-
ment, switch and frog rails supported respectively by said carriers, and means
for moving the carriers simultaneously in opposite directions to alternately align
the rails thereon with the track-rails, substantially as specified.
2. In a railway switch mechanism, the combination with main and siding
track-rails, of a switch-rail carrier provided with switch-rails and mounted for
transverse movement with relation to the road-bed, co-operating frog-rail
carriers provided respectively with frog-rails and mounted for relative trans-
verse movement, means for operating one of the carriers, and means between
the carriers; where, when the switch-rail carrier is moved in one direction, the
frog-rail carriers are simultaneously moved in relatively opposite directions to
cause the alignment of corresponding frog-rails thereof with one of the adjacent
track-rails, substantially as specified.
3. In a railway switch mechanism, the combination with main and siding
track-rails, of cooperating terminally adjacent frog-rails carriers mounted for
transverse, movement with relation to the track-rails, and respectively carrying
frog-rails for alignment in pairs and means for communicating simultaneous
movement in opposite directions to said carriers, substantially as specified.
4. In a railway switch mechanism, the combination with main and siding
track-rails, of terminally adjacent frog-rail carriers mounted for transverse move-
ment with relation to the track-rails, a pair of frog-rails arranged upon each
carrier and occupying fixed positions with relation to each other, the correspond-
ing frog-rails upon the said carriers being adapted for respective alignment with
each other and with the track-rails, and means for communicating simultaneous
movement in opposite directions to the said carriers, substantially as specified.
5. In a railway switch mechanism, the combination with main and siding
track-rails, and terminally adjacent frog-rails carriers provided with frog-rails
adapted for alignment in pairs, an intermediately fulcrumed reversing lever
having terminal connection respectively with said carriers, and means for actuat-
ing one of the carriers, substantially as specified.

page_text: 6. In a railway switch mechanism, the combination with main and siding
track-rails, of terminally adjacent frog-rails carriers provided with frog-
rails for respective alignment in pairs, and adapted for simultaneously
movement in opposite directions, a horizontal reversing lever having
terminal connection respectively with the carriers means for main-
taining the remote extremities of the carriers in operative relation with
the adjacent extremities of the track-rails, guiding-keepers depending from the
adjacent extremities of the carriers, and engaging said reversing lever, and
means for actuating one of the carriers, substantially as specified.
7. In a railway switch mechanism, the combination with main and siding
track-rails, of terminally adjacent frog-rail carriers provided with frog-rails for
respective alignment in pairs, and adapted for simultaneous movement in oppo-
site directions, sills arranged approximately parallel with the track-rails and
provided with rests for the carriers, a tie-bar transversely connecting the sills,
a reversing lever fulcrumed upon said tie-bar and having terminal connection
respectively with the carriers, guiding-keepers depending from the adjacent
extremities of the carriers and engaged with the reversing lever to prevent
vertical displacement of the carriers, and means for actuating one of the carriers,
substantially as specified.
8. In a railway switch mechanism, the combination with main and siding
track-rails, of terminally adjacent frog-rail carriers mounted for transverse move-
ment with relation to the track-rails and carrying frog-rails for respective align-
ment in pairs, hangers depending from the carriers, an intermediately fulcrumed
reversing lever having sliding terminal connection with said hangers, a bell-
crank lever fulcrumed upon a fixed support and having a sliding connection with.
the hanger of one of the carriers, and means, including a rod connected with said
lever, for actuating said connected carriers, substantially as specified.
9. In a railway switch machine, the combination with main and siding track-
rails, of a switch-rail carrier mounted for transverse movement with relation to
the track-rails, longitudinal sills having rests for supporting the carrier and
arranged to bisect the angles formed between the main and siding track-rails,
transverse tie-bars connected with the sills and means mounted upon the switch-
bar for actuating the carrier, substantially as specified.
10. In a railway switch mechanism, the combination with main and siding
track-rails, of a switch-rail carrier mounted for transverse movement with rela-
tion to the track-rails, longitudinal sills having rests for supporting the carrier
and arranged to bisect the angles between the main and siding track-rails, a
transverse tie-bar connecting the sills, a guide supported by the tie-bar, and
a switch-bar mounted in the guide and connected with the carrier, substantially
as specified.
11. In a railway switch mechanism, the combination with main and siding
track-rails, of a switch-rail carrier mounted for transverse movement with relation
to the track-rails, longitudinal sills provided with rests for supporting the carrier,
a switch-bar operatively connected with the carrier, and guard plates secured to
and supported by the sills, substantially as specified.
12. In a railway switch mechanism, the combination with main and siding.
track-rails, of a switch-rail carrier mounted for transverse movement with rela-
tion to the track-rails, transverse border ties arranged adjacent to the terminal
edges of the carrier, sills terminally let into and secured to said border ties and
provided with means for supporting the carrier, and means for actuating the
carrier, substantially as specified.
13. In a railway switch mechanism, the combination with main and siding
track-rails, of a switch-rail carrier mounted for transverse movement with rela-
tion to the track-rails, transverse border ties arranged adjacent to the terminal
edges of the carrier, sills let into and secured to the border ties, and provided,
flush with the upper surfaces of said ties. with rail-seats, to which the adjacent

page_text: portions of the track-rails are secured, said sills having means for supporting
the carrier, and actuating devices for the carrier, substantially as specified.
14. In a railway switch mechanism, the combination with main and siding
track-rails, of a switch-rail carrier mounted for transverse movement with rela-
tion to the track-rails, transverse bordering ties arranged adjacent to and parallel
with the terminal edges of the carrier, longitudinal carrier supporting sills
terminally secured to the bordering ties and provided with rail seats to which
the adjacent portions of the track-rails are secured, sub-ties supporting the sills,
and means for actuating the carrier, substantially as specified.
15. In a railway switch mechanism, the combination with main and siding
track rails, of a switch-rail carrier mounted for transverse movement with
relation to the track-rails, a switch-lever having a fixed fulcrum and a sliding
connection with the carrier, a switch bar having a sliding connection with said
switch-lever, locking devices for securing the switch-lever in its adjusted position,
and trip mechanism actuated by the switch bar for releasing the switch-lever,
substantially as specified.
16. In a railway switch mechanism, the combination with main and siding
track-rails, of a switch-rail carrier mounted for transverse movement with rela-
tion to the track-rails, a switch lever having a fixed fulcrum and a sliding con-
nection with the carrier, a stationary guide in which said switch-lever operates,
a switch bar mounted in said guide and having a sliding connection with the
switch-lever, spring actuated locking pins for securing the switch-lever in its
adjusted positions, and tripping devices for said pins, each having one member
connected with a pin, and the other member carried by the switch-bar, substan-
tially as specified.
17. In a railway switch mechanism, the combination with main and siding
track-rails, of a switch-rail carrier mounted for a transverse movement with
relation to the track-rails, a switch-lever having a fixed fulcrum and sliding
connection with the carrier, a fixed guide bar in which the free end of the switch-
lever is mounted, a switch-bar mounted in a channel in said guide bar and having
a sliding connection with the switch lever, locking-pins mounted upon the
guide-bar for respective engagement with the switch-lever in its adjusted posi-
tions, trip levers connected with the locking-pins and trip cams carried by the
switch-bar for actuating said trip levers to withdraw the locking pins from
engagement with the switch-lever, substantially as specified.
Dal
21. Jure of Autoban 1900
For the Applicant,
J. G. LORRAIN, M.I.E.E., M.I. Mech. E.,
Norfolk House, Norfolk Street, London, W.C.,
Chartered Patent Agent.