.. ..

INSTRUCTION PAMPHLET

U-5026

INSTALLATION AND

MAINTENANCE . OF THE

STYLE ''M-2'' ELECTRIC SWITCH AND.

LO.CK MOVEMENT

REVISED AND REWR11·.1·EN

~EPT., 1945

. •Mt...._.

INSTRUCTION PAMPHLET . U-5026

WIRING DIAGRAMS FOR

ELECTRIC SWITCH & LOCK MOVEMENTS

•

July, 1949

Union Switch & Signal Company

Swissvale, Pa.

EI: IH> I I

r-L---r----1 I I

I I

I

•

D IC . 8

CH+-,~ ~ ~ . r-- __________ 'j/ I

A

D

c 8

A

@ ® • 5Q H·I

I •·@ @ @ @I® ·-·------ --------- --, I

© © @ © @ i_ _____ ,_~rr~90-r~~ -r•1®_ ~.~

2QL8 22 .16 26

@ ~· @ Hf €, :>2@

MOTOR

NOTE:- NUMBER IN. CIRCLE REPRESENTS NUMBER OF TERMINAL. NUMBER NOT IN CIRCLE SHOWS NUMBER OF TERMINAL TO WHICH OTHER ENO OF WIRE IS CONNECTED.

FIELD HEATER {WHEN USED) p 38 37

. CONTACTS

CONTROLLED, BY SELECTOR LEVER

2 SHUNTING STRIP

A -v- 4 -{171 l'otl a 9

30

I (51)-31

5

24 DIRECTION . ...~ I OF NEXT

"--"' -J ROTATION

Wiring diagram for standard ~igh voltage movements.

Ea 8) e I

...

MOTOR

NOTE:- NUMBER IN CIRCLE REPRESENT$ NUMBER OF TERMINAL. NUMBER NOT IN CIRCLE SHOWS NUMBER OF TERMINAL TO WHICH OTHER ENO OF WIRE IS CONNECTED.

I -

HEATER (wH~USEO)

p. ~c . a

--~---: ____ cp A

0

c 8

A

@ -·--------9 50 5fj .49 12 52

FIELD

CONTACTS CONTROLLE O BY SELECTOR LEVER

28~---@-2•

12~10

1 ~L@-o

3

2

©l®l@t© 2,l 19 _21 17 L•~ • ........ f .I I ~32T 4~ ~16)- 9

I

© l (7) I ® I @ ®... ; I '-Hs2)-3s-l-Jo-(15~ r--(14)-31 20 1t'°' _22 _16 24 "'\ I - • I I

I

HEATER (WHEN USED) p 38 37

27 .. 26 ·~ 14 I I \._ 1J 35 OF NEXT ~.. l ~ l @ l ® : : L:34r 5 ~ ~ 25 J ,DIRECTION

11 ~ - ROTATION _ ~ ~ _ -- I - :I I I J 33 L ~ -- I - ----- ------r ----- ---- --- ___, L--------- ---- ---- ---- ----

Wiring diagram for standard low voltage movements.

TABLE OF CONTENTS

PAGE

General Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Installation and Adjustments . . . . . . . . . . . . . . . . . . . . . . 7

Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Detail Descriptio~ . . . · . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

INDEX

Clutch (Friction)

Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Applying New Felt Packing to Clutch Housing . . . 20

Commutator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Contacts

Indication Circuit Controller.. . . . . . . . . . . . . . . . . . 15

Motor Cut-Out .................. : . . . . . . . . . . . . 18

Indication Circuit Controller

Adjustment of Contacts .................. ~ . . . . 18

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Positions of Cams . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Interchanging Mechanism to Suit R.H. or L.H. Layout 7

Installation. . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . 7

3

INDEX

PAGE Lock Rods

Adjustments ....................... ·. . . . . . . . . . 11

Lock Box - Inverting to Suit R.H. or L.H. Layout.... . . . . . . . . 9

Lubrication General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

: .. , Winter . . . . . ; . . . . . . . . . . . . . ·. . . . . . . . . . . . . . . . . . . 28

Lubrication Chart .. : . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Motor .. ..................................... -. . . 22

Motor Cutout Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

· Operating Rod Adjustment . ................... ·. . . . . . . . . . . . . . . 11

Operation Circuit Controller ... : . . . . . . . . . . . . . . . . . . . . . . . . 15

General . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . .. . . . 5 -

Switch Operating Rod. . . . . . . . . . . . . . . . . . . . . . . . . 31

Point Detector Adi.ustment . ·. .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Wire Outlet . .. · ........................ ; . . . . . . . . . . 19

Wiring. . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . 19

4

Instructions for ·the Installation and Mainte­nance of the Style "M-2" Electric Switch

and Lock Movement GENERAL DESCRIPTION

The Style M-2 Electric Switch and Lock Movement is composed essentially of a motor, a gear train, a cam arrangement for operating the switch and the locking,

· and a circuit controller that includes a point detector device. These units are housed in a cast iron case ar­ranged for mounting on two ties; separate compartments

, .. house the motor, the gear box (which includes the gear _ t_rain), and the circuit controller.

Motors and gear trains ·are available for operating the movement from 110· volts or 20 volts D.C., or from 110 volts A.C. The gear train is composed of a spur and worm gear drive, and a friction clutch carried on an extension of the worm shaft protects _the mechanism from shock at the end of the stroke or when the switch points or locking are obstructed. The motors required for the different volt­age ranges are interchangeable, as are the gear boxes to provide the proper gear reductions. The various gear reductions are obtained by changing the spur gear train.

Power from the motor is transmitted through the gear train to a main crank which. in tum drives the switch operating bar and the slide bar that effects the locking of the switch points. The main crank and switch operating bar are so arranged that the driving system itself locks the switch in either extreme position.

The position of the switch points is checked and secured by the action of a lock box which rests on and is operated from an extension of the slide bar. The lock box is so arranged that it can be inverted when changing

s

from a right-hand to a left-hand movement and vice versa. This feature in all but exceptional cases allows the same lock rods to be used for both right-hand and left­·hand movements. The locking dogs in the lock box, which enter the notches in the lock rod when the move; ment is locked up, are staggered; that is, one is in the top and the other is in the bottom. This arrangement insures that the locking stroke will not be completed unless the position of the switch movement c~rresponds to the position of the switch points.

The moverilent is equipped with a circuit controller which has indication contacts that are jointly operated by the lock box and point detectot mechanism in such a manner that the movement, as checked by the iock box, must be in its proper position, and the switch points, as checked by the ·point detector, must be closed before an indication can be obtained. The circuit controller also contains segmental type contacts for opening the motor circuit when the movement is in its full reverse or full normal position.

Emergency manual operation is obtained by inserting a hand crank through a separately cqvered hole in the main cover of the gear box. Release of the hasp to open the hand crank hole cover operates a pair of motor and line circuit cut-out contacts in the circuit controller. A latch in the circuit controller compartment holds these contacts in their cut-out position even when the hand crank is subsequently removed and the small cover re­closed -and its hasp replaced, thereby requiring a main­tainer to be called to open the controller cover and reset the latch. If this latch feature is not desired, however, the latch may be removed readily.

6

1.

. .

INSTALLATION AND ADJUSTMENTS

Installation

In general, the application of the Style M-2 movement to a single switch is as shown in Figs. 1 and 2, but detail mounting plans approved by the railroad should be followed when installing movements. Unless otherwise specified, the movements are assembled at the factory for right-hand layouts. By the simple rearrangement of a few parts, the movements may be made to suit a left-hand lay­out and to have the s_witch points normally closed to·

· ,.wards or away from the movement. Internal wiring remains unchanged for any· application.

~earrangement to Suit Layout

If it is found necessary to change movements from_ assembly for right-hand layout to assembly for left-hand layout, the fallowing changes must be made:

1. Lock rod covers, operating bar covers, and point detector bar cover must be changed to opposite side. Closed covers must be on field side, open covers on track side.

2. Lock rod cover plate (View X, Fig. 2) must be changed to opposite side. It must be on track side.

3. Operating bar connection lug must be changed to opposite end. It must be on track end •

4. Lock rods of · certain types,. including the type shown ·in Fig. 2, can be applied to either right-hand or left-hand layouts. Other types require use of different lock rods for opposite hand layouts.

7

...

. i

e- ....... --~- - . ---- ---- - ~ ---- -- - - ~ I I • y

Fig. 1. Style "M-2" -Movement (Right Hand Layout).

8

Suitability is governed by requirement that the locking dogs must always enter the narrow notches first.

The M-2 slide bar and lock box will always be at motor-end of stroke when the operating bar is to the right, (as shown in Fig. 8), and at controller-end of stroke when the operating bar is to the left. Therefore, the narrow notch in lock rod on right as viewed from track must be on track side, and narrow notch in lock rod on left must be on field side, for both right-hand and left-hand layouts. Stated in another way, the two members of the lock· rod pair must be capable of bei_ng turned around (not turned over) to be usable for both right-hand and left-hand layouts.

5. Lock box G Fig. 3 (and also see Fig. 4) must be turned over if lock rods are of the type which are usable for both right-hand and left-hand layouts. Turning the lock bar over places top dog on bottom and vice-versa, as required to suit the lock rod notches.

To invert lock box, proceed as follows: Be sure the movement is in the position which brings lock box C at the end of its stroke nearest to the worm gear and motor as shown in Figs. 3 and 4. Unscrew bolts T that hold the circuit controller to the case. Swing controller upward, pivoting it about the edge of the case adjacent to the wire conduit. Reverse lock box G, turning 'it upside-down, taking care that it is replaced properly on the driving studs of the slide bar. Replace the circuit controller in its original position, fastening it down by means of bolts T. Care should be taken to see that the circuit

9

....... ---~~~-~~~-s~~·~----------• SE! VIEW •x• 4

LOCK ROO COVER PLATE

.....1!1,-,,j .... 1 V'.f.i

. ' .. ' I ..

.-! 1'1

',a.t ~: • .J

......... __ __....,.

..._-,2-l-.....,.i---af----11f-----t0f-----ur.------..i

. '--·~~iu-------------.pg.·--

Fig. 2. Typical Mounting Plan for Style "M-2" Movement.

10

controller segments have not moved while pinion F is out-of-mesh with rack G. It should also be noted that the controller is resting solidly on the shoulders of the supporting studs and finished pads in order that proper engagement between the gear F and rack G is secured.

6. The indication contact cams may have to be re- ·­positioned, depending upon which end of the stroke is to be called "Normal". See instructions under "Indication Circuit Controller" page 15 if repositioning is necessary.

Note that all internal wiring remains unchanged and· standard regardless of right-hand or left-hand appli­cation and regardless of which end of stroke is designated "Normal". Only the external wiring connections to the terminals of the M-2 movement, and the terminal board jumpers, are changed, as shown on the control wiring diagram for the par­ticular layout.

Adjustment of Operating and Lock Rods: The design of lock rod illustrated in Fig. 2 is reversible

for right-hand or left-hand layouts. The adjustment out­lined is specifically for the type of lock rod illustrated but can readily be applied to any type of rod.

Adjust the operating and lock rods as follows: Throw the switch movement to the position cor-

• responding with the switch points by means of the hand crank which is to be inserted through hole in cover of the gear compartment. Connect the switch operating rod to the lug on the movement.

The cover over the operating rod can readily be removed if necessary. Adjust the nut engaging the switch

11

r--------.. ----. --' I I I I I '. . ....----------- .._ __ _

L

r·--, r·· · 1 ,---... :o··o·:o: t t f I t

L •. J L ••• J L .. J

w B

_. ______ i •-=---·---- -tll---4=,r-~~,_-H ___ +!-_..j"V\Mi/VV\N\NVVVICQIIN

Fig. 3. Indication Circuit Controller.•

1.2

~ . ~ .

Fig. 3a. Stick Latch X Fig. 3b. Stick Latch X (Prior to Sept. 28, 1931) (Subsequent ~b Sept. 28, 1931)

lug on basket until the proper pressure (determine roughly_ ···by means of a "Tommy': bar) is secured between the

closed point and the stock rail. Then crank the move­ment to the full reverse position and adjust the other engaging nut on the lug until the proper point pressure is obtained in this position. It should be noted that nothing is gained by an excessive pressure.

Remove the cover over the circuit controller compart­ment and the covers over the openings in the side of the case through which·the lock rod is to be inserted. Remove the clamp bolt and outer pair of adjustment nuts from the lock rod. Throw the switch to the mid-position. Insert the lock rod through the movement case and front rod lug and replace bolt and nuts loosely. When inserting

· the lock rod, make sure that the narrow notches come on the side adjacent to the corresponding locking dogs, as shown in Fig. 4.

Measure the switch point openings and adjust the locJ< rods approximately to suit. The part of the lock rod in which the small notch is downward is marked on the top to indicate the exact location of the notch. The marks are visible. through the circuit controller com­partment.

13

..

'

FOR l..H. ·MOVT.

Cit

SWITCH£N>

FOR A.H MCNT

{lit

Fig. 4. Lock Box and Lock Rod Assemblies right and left hand for Style "M-2" Electric Switch and Lock Movements.

Operate the switch to the full normal and full reverse positions by the Hand Throw Crank, provided the move­ment is not restricted by the locking rod. If the movement is so restricted, note the amount that lock rod must be adjusted and correct for this by the adjustment provided. With close observation, one trial will be sufficient in making the proper adjustment.

After the proper adjustments have been made, all nuts on the lock rod should be drawn up tight to securely lock the adjustment and then a final check should be made to insure that the adjustments have not changed. The adjustment of the lock rods should be maintained so· that the switch can be locked only when the switch point is wtthin a certain distance of the stock rail as

.specified by the A.A.R. Signal Section or by the railroad's specification • .

For layouts using non-reversible types of lock rod, which requfre lock rods to be different for right-hand and left-hand, as may sometimes be standard with our cus­tomers, movements will be shipped from the factory with the lock box G, Fig. 4, assembled to suit the: lock rod specified.

14 . 1

-,

•

w

L<St&~--Fig. 5. Indication Circuit Controller with Point Detector.

(One set of indication springs removed).

Indication Circuit Controller: After the movement has been connected to the switch,

operate the move~ent by using the Hand Throw Crank so that the switch points will be in the normal position. In this position, the normal indication contact springs L, -Fig. 3, should be· down, and in engagement with .their lower contacts. This movement of spring L is allowed by the roller under their support dropping into the notch in cam N. Reverse indication contact springs M should be up, one of these engaging the short-circuiting strip S. When movements leave the factory, the short-circuiting strip_ is adjusted for single switch operation. The short .. circuiting strip can be changed to suit the location whether the movement is used for single switch or crossover by removing screw W and following directions on ~he wiring diagram.

15

,

.(f"·--·, (··t~·------···I

I 11 I r1lr··-----1 I ! ii , , I ii i '·lfi . I

--...:....-:=-~ '--.~~

E

Plan and Sectional View of Gear Box of Style "M-2" Movement.

16

'

With the switch and lock movement in the normal position, cam N should be in the position shown in Fig. 3 with the notch upward. Likewise the notch in cam P should be upwards when the movement is operated to the full reverse position. These cams are 'set at the factory for a normal position of the switch as shown in Fig. 1.

If the normal position of the switch is opposite that shown in Fig. 1 it will be necessary to reverse the position of the cams in order to give correct operation· of the indication contacts.

If it is necessary to change the positions of the cams . proceed as follows:-Remove springs L, and M, Fig. 5, by removing nuts B. 'On movements that are not equipped with point detectors, the springs may be removed by disengaging the clamped ends from the dowels. On move­ments that are equipped with point detectors, the springs may be moved out of the way by disengaging the clamped ends from the dowels, and then drawing them toward the gear box until the contacting end is free to move down­ward so that the heels of the springs may be brought upward thus exposing the cams.

To change the position of a cam, force it against its retaining coil spring by inserting a screw driver between the cam and the driving hub until the cam is free from engagement with the driving pins which are carried by the driving hub and extend through the cam, then turn the cam around the shaft to "the desired position where it will 'snap back into place. Replace springs L and M

. ' together with their retaining springs and fasten securely with nuts B.

Keep operating· segments tight by means of the castel­lated nuts on the controller shaft. Do this by removing

17

\

'·

cotters (one in each end.of shaft), tighten up the castel­lated nuts, then restore and spread cotters.

The indication contact springs, when fully compressed should give a contact pressure of 1 %: to 2 pounds per contact. The initial tension in the contact springs must be such that the opening between each contact spring and its limiting stop is approxi~ately h' when fully compressed. This adjustment will insure a slide on the contact of approximately -h ". Care must be exercised to insure uniform pressure over the full width of the contact.

The contact springs which bear on the brass segments should give a contact pressure of between 1 ~ and 2 · pounds. Steel stop or supporting pieces are provided beneath these springs to prevent the contact springs from being bent downward far enough to ~e buckled by the segments. Care should be exercised when making adjust­ments of the ~ontact springs to see that they are not bent downward toward the controller shaft far enough to prevent them riding up fr~ely over the end of the segment. A drop of good acid-free · non-freezing oil, such as our Spec. 1093 oil, rubbed over the surface of the segments at frequent intervals will reduce both friction and wear on these parts. By the use of a good non-freezing oil, troubles from frost on the contacts may be practically eliminated. If the contacting surfaces are kept clean, the oil will be beneficial, but if dirt is allowed to collect so as to form a paste or gum, trouble may develop.

Motof' Cutout:

The motor cutout is arranged to open the motor circuit when the hasp E, Fig. 6, is removed to gain access to the hand crank opening B. The motor circuit is restored by closing and locking hasp E and releasing a latch which,

18

I

(if used), is located in the circuit controller compartment. Style "M-2" movements are equipped with the latch feature, but the latch X, · Figs. 3a and 3b, may readily be removed if not desired.

Adjust the short stem on the outside of yoke C so that it will move the yoke against the stop when hasp E is in place.

WiTing: All movements are wired alike. No external wires go

directly to the circuit controller. Make external connec­tions to terminal boards at motor end of movement and

·· · remove jumpers, when necessary, in accordance with · · instructions on wiring diagrams. WiTe Outlet:

An outlet, arranged for 2" flexible conduit, is located at the motor end of the movement. If trunking is to be used, an adapter can be supplied to connect the flexible conduit to the trunking.

FTiction Clutch: On the extended worm shaft, under the motor cover,

Fig. 6, is a friction clutch Q which, before leaving the shops, is adjusted for greater than the average switch load. This adjustment should take care of, with plenty

. of operating margin, any of the abnormally high switch loads such as may be encountered in service.

Readjustment, if necessary due to wear, may be made by inserting an ammeter in the motor circuit and operating the switch movement with a block of wood (or substitute) inseited between the switch point and rail. The clutch in this case will slip in its attempt to drive an obstructed switch and should be set to slip at the following values for different combinations of movements and motors.

19

·. ~

•.

Adjustment to Slip the Clutch Motor Volts Gear Ratio Amps. Remarks

110 Volt 25 Cycle 110 112 to 1 12.0 For Single Switch Spec. 991 110 192 to 1 12.0 For Mov. Pt. Frog 100/ ll O volt 50 Cycle 100/110 112 to l 12.0 For Single Switch Spec. 993 100/110 192 to 1 12.0 For Mov. Pt. Frog 110 Volt 60 Cycle 110 112 to 1 12.0 For Single Switch. Spec. 993 110 192 to 1 12.0 For Mov. Pt. Frog 110 Volt 110 112 to 1 12.0 For Single Switch D. C. Spec. 992 110 192 to 1 12.0 For Mov. Pt. Frog 20 v.d.-c. series parallel field 20 188 to 1 20.0 7Y2 Sec. connection Spec. 997-A 20 404 to l 12.0 14 Sec. 20 v.d.-c. series field connection 20 726 to 1 8.0 30 Sec. Spec. 997

The adjustment should be checked by operating the switch several times and noting that the clutch slips · slightly at the completion of each movement. The clutch housing should not be removed from the shaft unless it is desir~ to· replace the packing, Fig. 7, in the clutch stem, as the packing .will be damaged by sliding it over the threaded end of the shaft.

Instructions, for Applying New Felt Packings in Clutch Housings (Refer to Fig. 7)

(Furnished on all electric movements since 1930)

Measure the length of clutch spring before disassem­bling, and record this dimension as information for re­assembling.

Remove the adjusting nut and clutch spring, and slide the clutch housing off the shaft. Remove the discs and plates, and take out the small lock screw, using the special tool Pc. 17 3641, to remove the packing gland nut.

20

0

F"ABR IC O I SC

i--~~~~~~~6,"~~~~--.... ..-.~~~~sf~~~~~~~

1PIP£

,,.,_:t:::,,,,.._ ___ _

SOCKET roR LEVER ROD.

TEMPORARY TOOL MAY B£ MAO£ BY FILING PINS ON THE ENO or A PIECE or tPIPE AS SHOWN.

Fig. 7. Clutch Assembly and Special Wrench for Packing Gland Nut

. 21

·.

..

· Remove the old packing and clean the shaft and the inside of the clutch housing by washing with gasoline. After the parts are thoroughly cleaned and dried, a light coating of lubricant should be applied to the shaft at the point where the new packing is to be applied.

The clutch shell should then be assembled to the ·shaft, with the end of the clutch: shell meshed in the hub of the gear. One new felt packing, Pc. 20944 2, should be slipped over the shaft and tamped securely into the ·packing gland with the plain end of wrench, Pc. No. 17 3641. After the first packing ring has been assembled,

·· · , a second felt packing should be assembled in the same manner and tamped down, and the stuffing box nut . assembled and ~rawn down, using the spanner end of the special wrench, until it is flush with the bottom of the clutch housing. Then the locking screw should be inserted and drawn down securely.

Old clutch plates and fabric discs should be thoroughly cleaned in gasoli~e to remove any accumulation of lubri­cant, and be reassembled as shown on . Fig. 7. It wili be noted that a fabric disc goes in the bottom of the shell, and the first metallic disc is one with teeth engaging the shaft. The remaining discs and plates assemble in the order shown.

The clutch spring should be adjusted to its original length, and finally checked and adjusted to agree with values given in the Table" Adjustment to Slip the Clutch."

Motor: •

The motor commutator should be kept smooth and free from grease and excess oil. To clean commutator or to clean and grind brushes to fit the commutator use a piece. of fine barton paper (not emery cloth); if barton

22

-.

paper is not available, No. 00 sand paper may be sub­stituted. The brush pressure should be maintained be­tween three-quarters and one pound.

Point Detector:

Style "M-2" movem~nts are furnished either with or without point detector. In either case, the openings in the movement housing for the operating rod are covered during shipment.

When point detector is to be used, it should be in­stalled as follow~:-Insert rod A, Fig. 5, through the holes

·· · in the case and connect the drilled end to the switch. points. Throw the switch so that the point farthest from the movement is closed. Adjust the rod connecting A to the switch ·points so that the roller (a) nearest the switch point rests on the small diameter of rod · A and is just touching the tapered portion of the rod. Then throw the switch to the other extreme position and move the adjust­able piece so that the tapered portion at the end just touches the other roller (a) when it rests on the small diameter of rod A. Then tighten the nut on the end of the rod~ · · .

23

·.

LUBRICATION

(See Chart pages 26 and 27)

Before leaving the factory, all working parts of Mech­anisms, except the worm and spur gears (D), are suffi­ciently well lubricated to be placed in service. Every · reasonable convenience to facilitate lubrication of the movements has been provided.

For best results only lubricants complying with strict specifications are recommended. Recommended lubri­cants may be purchased ,in convenient quantities from .

,. · the Union Switch & Signal Company. Ordering refer­ences and specifications defining these high grade lubri­cants are provided on Catalog Plate P-8000.

In order to encourage good maintenance, a Lubrication Chart, Fig. 8, is included in these instructions. The . Lubrication Chart outlines the usual procedure to be followed, but because of the necessity for brevity in state­ments more complete information is given as follows:

A-Apply Lubricant (G~ease) Spec. 2513 as follows­(1) Point detector bar bearings (Use gun). (2) Surfac~ of slide bar and combined lock IJ<?x

and rack· (G) using brush or paddle for ap­plication. A heavy oil, . Viscosity at 2100F., 120 to 200, is satisfactory ..

B-Apply a Medium Body Oil (Viscosity at 1300F. of 185 to 220) to following parts. (See page 28 for special winter lubrication). ·

- (1) Motor (Oil cup ~t both e_nds of shaft). (2) Gear Mechanism-

(a) Vertical Shaft-Remove oil plug in top cover. Oil will collect in a recess and be

24

led to shaft surfaces needing lubrication. (b) Linkage connections for cutout circuit

controller. (c) For test operations during installation

only~all bearings and surfaces which will ultimately receive lubrication from grease (See D-2). ·

(3) Indication Circuit Controller and Point Detector. (a) Shaft and pinion gear bearings and rollers. (b) Linkage and sliding surfaces.

C-Apply a light oil Spec. 1093 as follows: ; ( 1) Contact segments· of Irtdication Circuit Con­

troller and motor commutator if brushes chatter; but apply sparingly with lintless cloth.

D-Apply Grease Spec. 2591 as follows, from tin containers shipped with movements. (See special winter lubrication insttuctions, page 28).

(1) Worm Gear compartment-Requires about 4 pints, and level should be maintained ap­proximately %: " to 1 J1" deep.

(2) Spur Gear compartment-Requires from 1 to 1 ~ pints, and level should be maintained approximately ~" to %: " deep as measured close to the motor pinion. This provides ample depth for the gears to· distribute the lubricant. Greatet depth should be avoided.

The working parts of the Crank Case Compartment (immediately below the gear box) are well lubricated before leaving our factory. Sufficient grease will work down through the crank shaft bearing to keep these parts lubricated in service.

25

N

°'

: ......... -·-···· i 1 ~ ................. ,

A

MMOVI ftLUGS (w UHO) TO DII PfltOII TO ,11HZING WIATHHI,

• ." I

A CLEAN .. IIIU'ACK IN CASE . MOYCMINT IS DISMANTLED,

A IN C~:st: MOVEMENT IS DISMANTLED,

Fig. 8. Lubricating Points for Style "M-2" El~tric Switch ·and Lock Movement.

Regular and systematic lubrication is recommended, however, the period between times of lubricating depends upon the frequency of operation, climatic and locational conditions, and therefore can be established

frbm experience by the Supervisory Department. (See page 28 for Winter·Lubrication).

Point of Type of Lubricant and Known Products Com- Method Apply to Remarks Application U. S. &.. S. Co. Spec. plying with Spec.

Alemite Solidified Oil 1' 32 Push Type Fit· Apply until surplus is Pressure Gun Grease (Alemite T emprite Solidi· Gun or ting, Bearings visible at edges of bear·

Spec. 2513 fied Oil E.P.) Paddle and Surface ing. · (The Prime Mfg. Co.)

A Heavy Oil (Viscosity Auto. Transmission and Heavy Oil may be used

at 210° F., 120 to Rear End Lubricant, S. Oil Can , Surface Only as an alternative for 200) A. E.-140 or Brush Grease on Surfaces

, "A".

Medium Body Oil Automobile Engine Oil, S. Oil Holes and B (Viscosity at 1300 A. E.-30 Oil Can on Bearings

F., 185 to 220) ... -Low Temperature Low Temperature Lubri·

Apply a very light film

Surface of oil on all contact seg-

c Oil Spe~. 1093 eating Oil (U.S.&..S.Co.) Oil Can ments at frequent in· tervals after thorough-ly cleaning.

-Worm Gear--4 Pints

D Gear Compartment Texaco Stazon "C" Pour Compartment ("* to l~" Deep) Grease Spec. 2591 (Texaco Co.) Spur Gear-172 Pints

... (72" to~- Deep)

The cover under the crank case compartment is provided with two drain holes tapped to receive%' pipe plugs. These holes should normally be left open so as to prevent an accumulation of water, which might freeze and stall the movement. In cases where the movements are in locations where foreign matter such as sand and dust might blow into the drain holes, these should be plugged, but care should be taken, especially prior to freezing weather, to remove the plugs and drain the

· compartment.

Winter Lubrication:

1. The lubricant (Spec. 2591) in the spur and worm gear compartments should be replenished or · replaced about every six months if it has been reduced in quantity, or its quality has been impaired. Wherever switch move­ments are t<? be operated at temperatures which frequently reach 0°F., or lower, the standard lubricants used in the summer months should be drained and the gears and gear case washed out with kerosene. Plugs are provided near the bottom of each compartment to facilitate drain­ing these chambers. The compartments should then be supplied with new lubricant, · thinned out with a good grade of kerosene such as Water White Kerosene, or the standard kerosene used in oil lamps for signals. In loca­tions where the temperature· does not drop appreciably ' below zero, we recommend the use of 15% kerosene, and in locations where the temperature may frequently drop as low as-3C>°F., we recommend the use of25% kerosene. This thin lubricant should be used from about the first of November until about the first of April.

, 28 ,

2.- Care should be taken to drain out the thin lubricant from the worm gear and spur gear compartments at the end of the winter season and new grease of the recom- · mended grade used. This is important, because, if thin lubricant were used in the summer, it would not afford proper lubrication for the summer months.

3 .. Whenever switch movements are to be used at tem­peratures which frequently reach 0°F., our low temper­ature oil, Spec. 1093, should be used from November 1st until about April 1st, instead of medium body oil, as specified on chart.

29

·-

0

0

;j~z~.<: ~·- --··

SWITCH OPERATING BAR

Fig. 9a. Switch Operating Bar and Slide Bar (Inverted).

0

0

• , f I • ' I ' ,

I ,,•,, I , , ·,, ' '

: : I I t ' ' , .. ,'--,'. , .. ..,,,, ,

z

Fig. 9. Diagram of Driving Parts in One Extreme Position.

30

J

\.

.• -~

'•

DETAIL DESCRIPTION

Switch Ope_rating and Locking Mechanism: . The switch operating mechanism is illustrated in Figs.

9 to 11 inclusive and is composed of a main crank X, a switch operating bar Y, · and _ a slide bar Z. The action of the mechanism when power is applied to the main crank is described below.

Assuming that Fig. 9 shows the normal position, a !~verse movement is started by a clockwise rotation of main crank X. Lug x 1 on .top of main crank X acting against roller z 1 on slide bar Z effects the unlocking of the lock rod by causing slide bar Z to mov'e to the left one-half of its stroke. Meanwhile, roller x on the under­side of main crank Xis moved through an arc of 40° in the radial portion of groove y in switch operating bar Y, thus freeing the bar for the reverse stroke. During the next 140° revolution of the main crank X, roller x engages the straight reverse operating face of groove y and moves the switch operating bar Y to the reverse position.

Fig. 10 shows the relative mid-stroke positions of switch operating bar Y and slide bar Z; crank X is still rotating clockwise but is not transmitting motion to slide bar 2 as lug X l has become disengaged from roller z 1• Surfaces v and v 1 of slide bar Z are radial to. the center of.the shaft and prevent the slide bar from moving.

The. full reverse position is shown by Fig. 11. Roller x on crank X acting in groove y has moved switch oper­ating bar. Y to the reverse position and secured it against back thrust; lug x 2 has come into contact- with roller z

31

during the last 40° rotation of crank X, thus driving slide bar Z to its full reverse position.

Connection to the switch points may be made at either-end of switch operating bar Y to suit the particular switch layout. The position of the switch points is checked and secured by the action of lock box G, ~igs. 3 and 4.

The lock box G rests on and is operated from an extension of slide bar Z as shown in Fig. 3. Referring to Fig. 4 (b), dog DD on lock box G is moved out <;>f the lower notch in the lock rod by the motion of slide bar Z

,. · (Fig. 9) during the first 40° rotation of crank X. The next 140° rotation of the crank operates the switch, and the lock rod moving with the switch points stops with the upper notch aligned to receive dog 1}B. The final 40° rotation of the crank completes the stroke of slide bar Z, driving dog BB into the upper notch of the lock rod to lock the switch points. in the reverse position .

•

32

0 0

0 0

0 0

. 0 0 1

. . I

' t • . . • • • • • ··•··· • I I •• • I

\,: ·,:· ~ •, • ... l /

"•· ..

z

Fig. 10. Diagram of Driving Parts in Mid-Position.

a

33

z

Diagram of Driving Parts in Extreme Position <?P­posite to that shown in Fig. 9.