US1081541A - Railway-crossing. - Google Patents

Description

D. H. MAHONEY.

RAILWAY CROSSING.

APPLICATION FILED MAR. 5, 1913.

Patented Dec.- 16, 1913.

DANIEL "H. MAHQNE 0E VINCENNES, INDIANA.

RAILWAY-CROSSING.

Specification of Lettersi'atent.

PatentedDec. 16, 1913.

Application filed. March 5, 1913. Serial No. 752,085.

To (ZZZ whom it may concern Be it known that I, DANIEL l- MAHONEY, a citizen of the United States, residing at Vincennes, in the county of Knox and State of Indiana, have invented certain new and useful improvements in Railway-Crossings, of which the following is a specification.

This invention relates to certain new and useful improvements in rail-road frogs or crossings and comprises a construction in which the main track is unbroken, and one in which one of the siding rails is movable toward the main rail and when so positioned locates part of the siding track so that it will be above the plane of the main track, to permit the wheels of the cars, locomotive or train to be carried over the main track rail to its mating rail that is let into the outer head or the main track rail.

In carrying my invention into practical use there is present a block that is attached to the end of the siding rail and to the outer side of the main rail, said block having an inclined groove to receive the flange of the wheel to guide the flange of the wheel prior to crossing the main track, as will be hereinafter fully set forth.

In the accompanying drawings which illustrate a preferred form of my invention, Figure 1 is a plan view showing the main track open. Fig. 2, is a sectional view taken on the line 22 of Fig. 1. Fig. 3, is a perspective view showing the siding rail positioned to admit or" use of the siding, so that the wheels may cross over the main track. Fig. 4, is a section on the line 4-4 of Fig. 1. Fig. 5, is an inverted perspective view of the end portion of one of the siding rails, and 6, is a perspective view of a part of one of the main track rails viewed from a point where the end of the siding rail is joined thereto.

Referring to the drawings it will be observed that the main track rails 1 and 2 have an unobstructed way on their inner sides, the rails 3, 4 and 5 being secured to the ties in the usual manner, except that the end portion of the rail 4 which is movable rests upon plates 7 to maintain the same so that the tread of such end portion 12 will be flush with the top or tread of the rail 2, the end portion of the rail 3 being on the same plane as the tread or the rail 2. The siding rail 4 is movable to and from the main rail 2 by means of a rod 8 that is associated by means of a bell-crank 9 with a rod that extends from one arm of the bell-crank, such rod 6 extending to a switch-stand, (not shown) which is of the ordinary type.

The switch rail 4 that rests and is movable upon the blocks or raisers 7 is bent or otherwise shaped to provide a ramp or raised portion 10, having inclines 11 and 12, the end of the inclined part 12 being flush with the tread of the main track rail 2, the commencement of the incline and the highest part 10 being considerably above the tread of the main track rail 2. The incline 11 connects the central portion of the ramp with the rail 4 which is of the same height as the rail 2. The web of the rail 4 extends and is bent as shown, the bent portion 13 serving as a guard when the rails 2 and 4 abut, and the base flange of the rail 4 is partly removed to permit the ramped end of the rail 4 to be brought snugly against the inner side of the head of the main track rail when drawn in such direction by the switch rod.

The outside of the main track rail 2 has its upper flange or head cut away to pro vide the outside of the upper flange or head with a recess 16 and the side of the switch rail 3 is shaped to lie in the recess to locate the tread portions of the abutting rails on the same plane, it being noted that the point of the rail 2 is located opposite the incline 12 of the complementary rail 4, and that when the two rails 2 and 3 are bolted together that the end of the rail 3 will reinforce the rail 2 at the point where its outer side is cut out to form the recess 16. and that the longitudinally tapered end of the rail 3 overlies the base flange of the rail 2.

A block or plate 14 is secured to the rails 2 and 3, such block or plate being positioned to engage with the outside of the rail 2 and with the inside of the rail 3, such block 14 having an inclined recess to receive the flange of a car wheel in crossing the main track. The block 14 having the recess not only guides the flanges of the wheels but also serves to reinforce or brace the point of jointure of the rails 2 and 3. Opposite the crossing there is a guard rail 15 which is held parallel to the rail 5 of the side track or switch.

When the switch rod, which may have the usual spring coupling is positioned to locate the end portion of the rail 4 away from the main track rail 2, there will be an unobstructed and unbroken main track or way, and when the switch rod is moved to locate the rail 4 against the rail 2 an eflicient crossing frog is provided, the wheels in such instance passing from rail 3 to rail 4: are successively raised by reason of the tread of the wheels riding upon the inclined end of rail 4, thus effecting a crossing of the main track rail 2 without any contact of the flanges of the wheels with the main track rail, the treads of the wheels carrying the load and the flanges guiding without contacting with the upper or tread portion of the rail. IVhen a car crosses from the rail f to the rail 3, the wheel that engages the track 4- will pass up the incline 11 to the high portion 10 and before leaving the incline 12 the flange of the wheel will pass over the main rail 2.

It will be noted that the construction provides for cutting away a part of the head of the main track rail on the opposite side of which the flanges of the wheels contact, the main rail being recessed on its outer side, but in practice said main rail is not weakened as the joining thereto of the grooved block 14 serves to strengthen the main track rail at the point Where it is re cessed.

By means of my improvement the use of a lap rail is avoided and the tread of the main track rail is never obstructed and should the siding rail 4 be left set against the main track rail to provide a crossing the flanges of the wheels will press the movable point to one side as inclines are provided in both directions.

I claim.

1. In a crossing for railways, an unbroken main track rail having its outer side of its upper flange reduced, a siding rail connected to the main track rail at the reduced portion thereof, a block having an inclined way opposite the point of connection of the main and siding rails, a complementary siding rail having a ramp end portion which extends beyond the end of the other siding rail and means for moving the end of the rail having the ramp to and from the inner side of the main track rail.

2. In a crossing for railways, the combination with an unbroken main track rail the outer side thereof at the crossing being reduced in width. transversely, of a siding rail associated with the main track rail, and a complementary siding rail having a raised portion and an inclined end which extends to the end of the siding rail on the opposite side of the main track rail for the purpose of providing means for transferring wheels across the main track rail organized so that such siding rail does not overlie the main track rail.

3. In a crossing for railways, a main unbroken track one of the rails thereof having a transversely reduced portion, a siding rail joined to said main track rail, a block associated with the rails and provided with an inclined way to guide the wheels before reaching the main track rail, a siding rail movable toward the main track rail, and provided with an inclined end portion to receive the tread of the wheel and to carry the same over the main track rail onto the movable siding rail.

4:. In a crossing for railways, a main unbroken track rail having a reduced outer side, a siding rail joined to the outer side of the main track rail at a point where said rail is reduced, a block having an incline which has its highest point adjacent to the main track rail, a complementary siding rail having a reduced upper flange on the side adjacent to the main track rail, a ramp and an extended curved part beyond the tread of the movable siding rail and means for moving the complementary siding rail toward the main track rail.

In testimony whereof I afiix my signature in presence of two witnesses.

DANIEL H. MAHONEY.

Witnesses RoLLA M. STAFFORD, W. IV. MAHONEY.

flopies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G.

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