Railway switches and signals – Switches
Reexamination Certificate
2001-07-11
2002-12-10
Morano, S. Joseph (Department: 3617)
Railway switches and signals
Switches
C246S221000
Reexamination Certificate
active
06491263
ABSTRACT:
FIELD OF THE INVENTION
The present invention is directed to a power supply unit for supplying power to a model track layout and a rail switching mechanism for effecting switching between rails of the model track layout.
BACKGROUND OF THE INVENTION
FIG. 1
illustrates a conventional model track layout
1
(e.g., train track). The trains (not shown) are powered to run on the track
1
using one of the following two methods: (1) providing the individual trains with a power source (e.g., battery) therein to drive the train's motor for rotating the wheels or (2) providing an external power supply
2
which supplies power to each of the track rails (
1
a
,
1
b
,
1
c
), which power is then picked up by the wheels/rollers of the train and supplied to the motor for rotating the wheels.
In the second method (i.e., providing power to the track rails
1
a
,
1
b
,
1
c
), the conventional set-up has several disadvantages.
FIG. 2
shows a close-up view of a track illustrating the electrical connections made between the power source
2
and the track rails
1
a
,
1
b
,
1
c
. Each of the rails
1
a
,
1
b
,
1
c
is coupled to equally spaced support members
23
, which support members
23
run perpendicular to each of rails
1
a
,
1
b
,
1
c
. Extending from the power source
2
(not shown in
FIG. 2
) are three connecting wires
3
a
,
3
b
,
3
c
which couple the track rails
1
a
,
1
b
,
1
c
to the power source
2
.
The connecting wires
3
a
,
3
b
,
3
c
are soldered to, and thereby fixed to, each of track rails
1
a
,
1
b
,
1
c
, respectively. This conventional set-up for coupling the power from power source
2
to the track rails
1
a
,
1
b
,
1
c
is not satisfactory. Accordingly, there exists a need in the art for an improved connection between a power source and track rails.
In particular, the conventional set-up requires a user to break off and re-solder the connecting wires
3
a
,
3
b
,
3
c
to the track rails
1
a
,
1
b
,
1
c
every time he/she wants to assemble or disassemble the track layout
1
. This causes wear and tear on the connecting wires
3
a
,
3
b
,
3
c
. Further, the soldering step requires the additional tools of solder material and a heating gun. Not only does this add cost and impracticality, but it increases the chance of injury to a child who may burn him/herself with the heating gun.
Even further, because the connecting wires
3
a
,
3
b
,
3
c
must be connected to each track rail
1
a
,
1
b
,
1
c
, respectively, the connecting wires
3
a
,
3
b
,
3
c
must be spread out over a wider distance in order to provide adequate spacing between respective wires to reduce the chances of entanglement. Even with wider spacing, which leads to an unseemly and unattractive appearance, tangling of the wires is inevitable because of the fact that each wire is connected to a separate and distinct track rail thereby promoting independent movement between the wires. Such spacing adds further risk to children who may trip and fall over the space-dominating wires. Moreover, the unkept wiring can interfere with vehicle operation when it unintentionally runs over the track rails and thereby tangles with the vehicle's wheels.
Furthermore, the connecting wires
3
a
,
3
b
,
3
c
are vulnerable to becoming unintentionally disconnected from minimal tension that may be asserted, for example, if the wires are pulled or stretched to adjust their positioning, or, if someone accidentally catches the wires with their feet when walking by.
Accordingly, there is a need in the art for a simple, convenient mechanism for supplying power to a track layout that is practical, safe for children, easy to connect/disconnect while maintaining stability, and exudes a neat, professional appearance.
Another aspect of prior art model track layouts that has incurred problems is the rail switching mechanism utilized to effect track switching at intersections. A model track layout using a rail switching mechanism will typically include a main rail that is provided with two direction converting rails. The two direction converting rails are selectively switched onto/off the main rail. A rail coupler connects the pair of direction converting track rails and is held on the main rail. The rail coupler is actuated by a rail converting switch so that it moves between two distinct positions such that the path the model train will take from the main rail is switched between two alternative track rails extending from the main rail.
However, in prior art constructions, the rail converting switch takes up too much space due to inadequate design of the mechanical interrelationship between the moving parts of the switch and the power source that drives the moving parts. Further, prior art constructions are rigidly constructed so that impact on the various parts of the switch resulting from continuous engagement between the switch and the coupler may cause wear and tear, thereby reducing the life of the parts. Forceful impacts could cause the coupler and the switch to unintentionally uncouple, therefore reducing the reliability of the switch. Even further, prior art designs lack an energy absorption means to absorb the energy resulting from impact forces between the direction converting rails and the main rail. Such energy can lead to excessive play between the main rail and the direction converting rails so that they are not fully aligned, which play will inhibit trains from smoothly riding through an intersection.
Accordingly, there is a need in the art for a compact, space-saving rail switching mechanism that absorbs impact on its respective parts during operation so that a reliable switching operation takes place.
SUMMARY OF THE INVENTION
One object of the present invention is to provide an improved power supply mechanism for supplying voltage to a model track layout that is easily replaceable and exudes a neat appearance.
A further object of the present invention is to provide a compact, space-saving rail converting switch that is fully operational.
A still further object of the present invention is to provide an improved rail converting switch that absorbs impact force on the various components of the rail converting switch during switching operations.
In one exemplary embodiment of the novel power supply unit, the present invention provides a distinct power terminal that is independently releasably fitted within a support member of the model track layout. The power terminal is coupled to an external power source through lead wires. The power terminal includes “cave-in” parts at opposing ends of the power terminal which are snap-fit into corresponding openings of the support member. The support member includes side openings to allow the lead wires to extend from the power terminal outwards to the external power source. The power terminal further includes connecting terminals that couple the electric power from the external power source to the track rails. In such a construction, the power terminal is easily replaceable without dependence on external tools or adhesives.
In one exemplary embodiment of the novel rail converting switch, the present invention provides two solenoid drivers with corresponding stroke axles positioned on opposing sides of a housing. The stroke axles are connected to a sliding part positioned between the stroke axles, which sliding part includes a supporting axle and connection portion for coupling to, and actuating, a rail coupler. The sliding part further includes a body part which provides therein two springs for buffering movement between the body part and the supporting axle. In such a construction, the rail converting switch provides the required functionality with minimal space while eliminating impact forces, thereby increasing reliability.
REFERENCES:
patent: 1548940 (1925-08-01), Gill
patent: 1567047 (1925-12-01), Forchheimer
patent: 1709206 (1929-04-01), Craft
patent: 1883090 (1932-10-01), Tafel
patent: 2615125 (1952-10-01), Peabody
patent: 4355776 (1982-10-01), Rydin
patent: 4917649 (1990-04-01), Tammera
Kim Seung-Bum
Sung Ki Ho
Jules Frantz F.
McDermott & Will & Emery
Mike's Train House, Inc.
Morano S. Joseph
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