Switch for Railways or Tramways with Vertical Track.
Year: 1889

page_text: Date of Application, 14th Oct., 1889
Complete Specification Left, 14th July, 1890--4ccepted, 16th Aug., 1890
PROVISIONAL SPECIFICATION.
A Switch for Railways or Tramways with Vertical Track.
I, CHARLES ZIPERNOWSKY, of II föuteza, Budapest, Hungary, Electrician, do
hereby declare the nature of this invention to be as follows:-
My invention relates to railways or tramways with vertical track, such as were
described in the Specification to my application for a Patent dated 18th June 1889
No. 10008, and it consists in the construction of a special form of switch adapted for
use with branch lines, sidings or loops on such railways.
In order to render the invention readily understood I will proceed to give a short
description of the railway above referred to with the switch applied thereto, as shewn
on the accompanying drawings, in which Fig. 1 shews a plan of part of a line of
railway with a branch line and switch, Fig. 2 shews a longitudinal section of the
same, and Figs. 3 to 6 shew cross sections taken respectively at the points VI, V, IV,
and II of Fig. 1; Figs. 7, 8 and 9 shew diagram plans to a smaller scale.
In Figs. 1 to 6 S S represents a double running rail flush with the roadway,
which has to carry the weight of the vehicle rolling upon it; N is a channel below
the roadway, to the sides of which the leading rails E E' are attached. Fig. 6 shews
the way in which the vehicle is kept in a vertical position; the running wheels L L
transfer the weight of the car to the rails S S', while one or several arms A attached
rigidly to the car bear against the rails E E', by means of the rollers F.
The essential feature of the switch of this railroad is characterised by the simulta-
neous employment of an upper switch-tongue for the running rail and a lower switch-
tongue for the leading rail, of which the upper one bears against bolts supporting the
load of the car or of any other vehicle passing the switch, while the lower one is
shifted upon rollers or slide faces. The bolts supporting the upper tongue are
shifted automatically when the switch is moved. The movement of the latter may
be made automatically or by hand. The drawing shews by way of example a form
of switch with an automatic movement.
Both the upper pointed tongue O and the lower flat tongue U turn upon a pin Z
attached to the supporting frame V, and are connected by a catch which, however,
allows of a certain play between the tongues, the lower one having to pass through a
greater distance than the upper one.
While the tongue O bears against the sides of the running rails S S', the lower
tongue U being formed as a flat tongue, passes beneath the leading rails E E', for, in
most of the cases the proportion between the radius of the curves and the distance
between the leading rails is such as to render a pointed lower tongue U either
impossible, or, at least, too thin towards the edge. The rollers F are sufficiently high
to bear against the lower tongue.
Fig. 2 represents the flat tongue U moving upon rollers B, while the upper tongue O
rests upon supporting bolts R R which, according to the movement of the tongue,
are shifted underneath the latter from the right or the left side by means of the
connecting rods T T and the levers H H' (figures 5 and 6).
In the construction represented by the figures, the switch is moved automatically by
means of the leading rollers T or of any other part of the car projecting into the
channel. By the aid of the levers D and K and the connecting rod G these rollers
or other parts of the car, shift both the tongues to the right side into the dotted
osition if the car passes the switch in the direction of the arrow 1. The car having
ssed the switch, the weight Q (fig. 6) or a suitable spring shifts the tongues back
their first position so that any car coming from 2 or 3 can pass on in a straight

page_text: however, many other different arrangements possible which may be employed with
the said switch without altering the essential features of the invention.
The same remark applies to the shifting arrangement of the bolts R R'.
The movement of the switch may also be effected by hand instead of automatically,
as mentioned above, any well known arrangements being used for this purpose.
The figures 7, 8 and 9 shew different modes of employing the above described
invention, fig. 7 represent switches which, provided with the said automatic arrange-
ment, allow the cars to pass only in the direction of the arrows. Fig. 8 shows two
simple shuntings or branch lines whilst in fig. 9 switches similar to those in fig. 7 are
represented, differing from the latter only by the employment of two curves CC¹
before the switches, which arrangement. sometimes may make the employment of a
lower tongue unnecessary. The car box, being pressed towards the outside by the
centrifugal force, will cause the rollers to press against the leading rail lying at the
interior side of the curve in the direction of the arrow 2. Thus, no support will be
required upon the opposite side.
Dated this 14th dow of Ontahan 1000
ABEL & IMRAY,
Agents for the Applicant.
COMPLETE SPECIFICATION.
A Switch for Railways or Tramways with Vertical Track.
I, CHARLES ZIPERNOWSKY of II fauteza, Budapest, Hungary, Electrician, 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 railways or tramways with vertical track, such as was
described in the Specification to my application for a Patent dated 18th June 1889
No. 10,008, and it consists in the construction of a special form of switch adapted for
use with branch lines, sidings or loops on such railways.
In order to render the invention readily understood I will proceed to give a
short description of the railway above referred to with the switch applied thereto,
as shewn on the drawings accompanying my Provisional Specification in which
Fig. 1 shews a plan of part of a line of railway with a branch line and switch.
Fig. 2 shews a longitudinal section of the same, and Figs. 3 to 6 shew cross sections
taken respectively at the points VI, V, IV, and II, of Fig. 1; Figs. 7, 8 and 9 shew
diagram plans to a smaller scale.
In Figs. 1 to 6 S S¹ represents a double running rail flush with the roadway,
which has to carry the weight of the vehicle rolling upon it; N is a channel
below the roadway, to the sides of which the leading rails E E¹ are attached.
Fig. shews the way in which the vehicle is kept in a vertical position; the
running wheels L L transfer the weight of the car to the rails SS', while one or
several arms A attached rigidly to the car bear against the rails E E', by means of
the rollers F.
The essential feature of the switch of this railroad is characterised by the
simultaneous employment of an upper switch-tongue for the running rail and a
lower switch-tongue for the leading rail, of which the upper one bears against bolts
supporting the load of the car or of any other vehicle passing the switch, while
the lower one is shifted upon rollers or slide faces. The bolts supporting the upper
tongue are shifted automatically when the switch is moved. The movement of the
latter may be made automatically or by hand. The drawing shews by way of example
a form of switch with an automatic movement.
Both the upper pointed tongue O and the lower flat tongue U turn upon a pin Z
attached to the supporting frame V, and are connected by a catch which, however
allows of a certain play between the tongues, the lower one having to pass througb
greater distance than the upper one.

page_text: While the tongue 0 bears against the sides of the running rails S S¹, the lower
tongue U being formed as a flat tongue, passes beneath the leading rails E E¹, for, in
most of the cases the proportion between the radius of the curves and the distance
between the leading rails is such as to render a pointed lower tongue U either
impossible, or, at least, too thin towards the edge. The rollers F are sufficiently high
to bear against the lower tongue.
Fig. 2 represents the flat tongue U moving upon rollers B, while the upper
tongue rests upon supporting bolts R R which, according to the movement of
the tongue, are shifted underneath the latter from the right or the left side by means
of the connecting rods T T' and the levers H H' (figures 5 and 6).
In the constructions represented by the figures, the switch is moved automatically
by means of the leading rollers F or of any other part of the car projecting into the
channel. By the aid of the levers D and K and the connecting rod G these rollers
or other parts of the car, shift both the tongues to the right side into the dotted
position if the car passes the switch in the direction of the arrow 1.
The car
having passed the switch, the weight Q (fig. 6) or a suitable spring shifts the tongues
back into their first position so that any car coming from 2 or 3 can pass on in a
straight line.
The figures only represent one arrangement of moving mechanism; there are
however, many other different arrangements possible which may be employed with
the said switch without altering the essential features of the invention.
The same remark applies to the shifting arrangement of the bolts R R¹.
The movement of the switch may also be effected by hand instead of auto-
matically as mentioned above, any well known arrangements being used for this
purpose.
The figures 7, 8 and 9 shew different modes of employing the above described
invention, fig. 7 represents switches which, provided with the said automatic
arrangement, allow the cars to pass only in the direction of the arrows.
Fig. 8
shews two simple shuntings or branch lines whilst in Fig. 9 switches similar to those
in fig. 7 are represented, differing from the latter only by the employment of two
curves CC before the switches, which arrangement sometimes may make the
employment of a lower tongue unnecessary. The car box, being pressed towards the
outside by the centrifugal force, will cause the rollers to press against the leading rail
lying at the interior side of the curve in the direction of the arrow 2. Thus, no
support will be required upon the opposite side.
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
claim is
1. The use for railways or tramways with vertical track, of a switch consisting of
be combination of an upper tongue O for the running rails S S and a lower tongue U
or the leading rails E E', substantially as described.
2. In a combined switch such as is referred to in the preceding claim, constructing
he lower tongue U as a flat tongue arranged to shift underneath the leading rails
ubstantially as described.
3. In combination with the upper tongue O of the switch referred to in the first
laim, the use of sliding bolts or bars R R serving as supports to the tongue,
ubstantially as described.
4. In combination with a switch such as is referred to in the first claim, the use of
lever D and weight Q or equivalent spring for effecting the automatic movement of
he switch, substantially as described.
ABEL & IMRAY,
Agents for the Applicant.