US372865A - pearce - Google Patents

Description

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RAILWAY SIGNAL.

No. 372,865. atentedNov. 8, 1887.

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F. PEARCE.

RAILWAY SIGNAL. No. 372,865. Patented Nov. 8, 1887.

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P. PEARCE. RAILWAY SIGNAL.

No. 372,865. Patented Nov. 8, 1887.

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RAILWAY SIGNAL. 7 No. 372,865. v Patented Nov. 8, 1887.

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FREDERICK PEARCE, OFNEW YORK,1T. Y., AssIeNoR TO W. B. STEBRETT,

. A oE sAM PLACE.

RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 372,865, dated November 8, 1887.

Application filed February 26, ;1887. Serial No. 228,955. (No model.)

To all whom it may concern.-

Be it known'that I, FREDERICK PEARCE, of the city, county, and State of New York, have invented anew and Improved Railway-Signal,

of which the following is a specification, reference being had to the annexed drawings,-

forming a part thereof, in which' Figure l is a diagram showing my improved signal system arranged for open circuit. Fig.

2 is a diagram showing my improved signal 2o Similar letters of reference indicate corresponding parts in all the views.

My invention consists in a novel arrangement of circuits, track-instruments, and relays, in connection with electromagnetic signaling- 5 lanterns arranged to be operated either in open or closed circuit system by the action of a passing train, so as to display a danger-signal during the passage of the train over the section of the track protected by the signal.

I will describe my improved track-instrument first in detail, and afterward in connection with the signal-lanterns and line and local connections.

At the inner side of the track-rail A is located a bowed flat spring, B, having its ends a looped and returned parallel with the body of the spring for receiving the studs 12, project-ing from plates a, secured to the railwayties. The spring B is arranged with its con- 0 vex face toward the track-rail A, and to its center is secured an apertured ear, d, for receiving a bolt, e,.which passes through a rod, 0, extending horizontally through a hole in the track-rail and supported by a guide, D,

secured to the rail.

At a suitable distance from the railroadtrack is secured a casing, E, having a rectangular chamber, F, with a spring-chamber, G, on one side thereof, and a larger spring-chamher, H, upon the opposite side, the chambers G H beingaxially in line with each other. In

the chamber G is placed a spring, f, and a rod, 1, having a T-shaped head, J, located within the chamber H, extends through the walls of the chamber F and through the springf in the chamber G, and is provided with a collar, 9, which bears upon the spring fand loosely fits the chamber G, the said collar being held in its place on the rod I by the nut h and the jam-nut i, received on the threaded end of the 6C On opposite sides of the chamber F, adjoining the chambers G H, are placed brackets K K, of insulating material, to which are secured the contact-springs j jj' j the springs jj being secured to the insulating-bracket K, and the springs j j being secured to the bracket K. Each-contact-spring consists of a strip of metal bent at right angles, with its short arm secured to the insulating-bracket and its longer arm extending downward toward the bottom of the chamber F and returned parallel with itself, with its free end slitted.

To the rod I is secured asleeve, L, carrying an arm, M, at right angles to the rod. To the upper edge of the arm M is secured a metallic bar, N, which is of sufficient length to contact with either pair of springs jj or j j The arm M is apertured, and slides on a guide-rod, 0, extending across the'chamber F.

The rod 0, connected with the spring B, extends axially into the chamber H of the casing E, and is provided at its extremity with a flange, P, upon which rests one end of a spring,

Q. An apertured plate, It, is placed on the opposite end of the spring and connected with the T-head J of the rod 1 by rods Z Z, extending through the plate It, flange P of the rod G, and through the T-head J of the rod 1, the said rods ll being provided at their inner ends with T-shaped rods m, and at their outer ends with nuts n, which rest upon the plate 70. The spring Qis sufiiciently strong'to move the rod. I against the pressure of the spring f until the collar 9 strikes a sleeve, 0, which limits the 5 movement of the rod 1. Any further movement of the rod 0 in the same direction simply compresses the spring Q without otherwise affecting the circuit opener and closer.

The movement of a train over the track brings the flanges of the car-wheels into contact with the spring B, pushing it laterally, drawing the red C, and, through its connection with the rod I, moving the said rod, so as to break contact between the bar N and the springs j j" and make contact between the said bar N and the springs j j. After the passage of the train the resilience of the springs Bfreturns the bar N to its normal position in contact with the springs j j The lantern R, employed for a system ar ranged to be worked by an open circuit, contains an arm, p, carrying at its lower end a banner, q, which, by its own gravity, hangs vertically, allowing the white light of the lamp employed in the lantern to shine through the bullseye r. In one side of the lantern is located an electro-magnet, S, and the armaturelever ssupports an armature, t, within the field of the magnet. The armature'lever sis prolonged above the bulls-eye r and is connected by a link, a, with the arm 19, so that when the circuit is open the banner q will hang normally out of the path of the light passing through the bullseye T; but when the circuit is closed (in the mannenprcsently to be described) the armature t will be attracted toward the magnet S, moving the armature-lever sin the same direction and causing the banner q to pass be tween the lamp and the bulls-eye 1', thereby showing a colored light and indicating danger.

A lantern, R, is located at each end of the section of the track to be protected. At one end of the section is placed a battery, T, and a relay-magnet, U. At each end of the tracksection is placed a circuit opener and closer, like that represented in Figs. 3, 5, and 6; but the entire mechanism ofthe circuit opener and closer is not shown in the diagram.

To each section there are four circuit makers and breakers and four spring track-rails, which I have numbered 1 2 3 4, according to their position in the section; and for the sake of clearness in describing the operation of the apparatus I will mark one end of the section East and the opposite YVest. The 0011- tact-springj of instrument 1 is connected by a wire, a, with the ground-wire b. The contact-springj is connected by a wire, 0, with the front contact, d, of the relay U. The contact-springsjj in this instrumentare not used. In instrument 2 the contact-springs j j are not used; but the contact-spring is connected by a wire, 6, with the ground-wire b, and the contact-spring j is connected with the linewiref, and the said line-wiref is connected by a wire, 9, with one terminal of the magnet of the relay U and with the armature-lever h of the relay U. The remaining terminal of the relay U is connected with one pole of the battery T, the opposite pole being connected with one terminal of the magnet S of the lantern R, and the remaining terminal of the electro-magnet S is connected with the linewire i, which communicates with one terminal of the electro-magnet S of the lantern at springs j j of instrument 3 are not used. The contactspring j is connected with the linewiref, and the contact-spring j is connected by a wire, it, with the ground wire I. The contact-springj of instrument 4 is connected with the electro-magnet S of that end of the line by a wire, on, and the contact-spring j connects with the ground-wire I, while the contact-springsjj are not used. When the section is occupied, the banners g at each end of the section hang vertically, and a white light is displayed through the bulls-eyes 1', indicating that the track is clear; but when a train enters the section from the east, for example, the wheels of the train first engage the spring 13 of track-instrument 1, drawing away the bar N from the contact-springsj j without producing any effect upon the circuit; but when the wheels touch the spring B of trackiustrument 2 it withdraws the bar N from the contact-springsj j and brings it into contact with the contact springs j j. The current from the battery T now flows through the magnet of the relay U, through the wire r wiref, spring bar N, spring j, and wired to the ground-wire b, and in the opposite direction from the battery through the magnet S of the lantern R at the east end of the section, through the line-wire i, magnet S of the lantern at the west end of the section, wire m, through the spring j bar N, and springj of instrument 4 to the ground-wire l. The magnets S are energized, drawing forward the armature-levers s, thus bringing the banners q over the bullseyes r, indicating that the section is occupied. At the same time thearmature-lever h of the relay U makes contact with the front contact, d, of the relay, so that after the train passes instrument 2 of the section, and the circuit is broken between the springs jj of that instrument, the line finds a ground at the east end of the section through the relay U, armature-lever h, contact-point d,wire c, springj, bar N, spring 9', and wire a to the ground-wire b. When the train enters the west end of the section, the wheels of thetrain engage the spring B of instrument 3, withdrawing the bar N of that instrument from the springsfj bringing it into contact with the springsjj', but producing no effect upon the circuit. When the train reaches instrument 4, the engagement of the wheels with the spring 13 withdraws the bar N from the springs j j thus breaking the circuit, releasing the armature-levers s of the lanterns, allowing them to fall, at the same time releasing the armature-lever h, allowing it to fall back and break connection with the contactpoint d. The circuit and the instrument re main in this condition until another train enters the section.

If the system is applied to a single-track road, a train entering the section from the west first operates track-instrument 4, breaking connection between the bar N and the springs the west end of the section. The contactj j and making connection with the springs IOC tilt jj without producing anyeffect; but when instru'ment 3 is operated the bar N is drawn away from the springs j 3' and'brought into contact with the springsjj. The current then momentarily flows 'from the battery T,through the magnet S of the lantern at the east end of the section, through the line-wire 4i, niagnetS ofthe lantern at the west end of the section, through the wire m, spring j bar N, and springj of instrument 4 to the ground. The

current flows in the opposite direction from the battery T,through the magnet of the relay U, through the wireg, line-wire f, spring j, bar N, and spring j of instrument 3, and through the wire is tothe ground-wire l, thus energizing the magnet of the relay U, bringing forward its armature-lever and establishing a contact between the lever and the contactpoint 0?, and-when the train has left instrument 3 the current from the battery T flows through the magnet S of the lantern at the east end of thesection, through the line-wire '5, magnet S of the lantern at the west end of the section, wire m, and the spring bar N, and springj ofinstrument4c to the ground-wire Z. The current flows from the battery in the opposite direction through the wire g,armaturelever h, contact-point d, wire 0, and spring j", bar N, spring 7' of instrument 1, and the wire a to the ground-wire b. The magnetsS of the lanterns at opposite ends of the sections being energized, their armature-levers s are drawn forward, and the banners q are held between the bulls'eyes r and the source of light, thus indicating that the section is occupied. In passing off the section the engagement of the car-wheels with instrument 2 produces no effect; but in passing instrument 1 the bar N is withdrawn from the springs j j breaking the circuit, allowing the armature-levers of the lantern-magnets and of the relay-magn et to return to their normal position, leaving the circuit open and indicating safety at the lanterns by again displaying a white light,

In the system shown in Fig. 2, in which the banners are held to a position of safety by the action of the current and the danger-signal is displayed by interrupting the circuit, the conditions are reversed and the electrical con nections are slightly varied; but the general construction and arrangement of the system remain the same. Therefore a description of the operation of the closed-circuit system will make clear the difference between its construction and that of the open-circuit system shown in Fig. 1. The same letters of reference will indicate the same parts.

When the section is unoccupied,the current flows from the battery T, through the magnet S of the lantern at the east end of the section, through the line-wire t", through the magnet S at the west end of'the section, through the wire m, spring 3' bar N, spring 3' of instrument3,thence through the wire it to the groundwire I. The current flows from the battery T in the opposite direction through the spring j, bar N, spring j of instrument 2, magnet of the relay U, armature-leverh, front contact, d, and wire a to the ground-wire b. The armature-lever h of the relay is held forward in contact with the point d, and the armature-levers s of the lanterns R are drawn forward toward their magnets, so as to hold their banners qin the position of safety. A train entering the section from the east engages track-instrument 1 without producing any effect; but when track-instrument 2 is operated the bar N is drawn away from the springs j j thus breaking the circuit, allowing the armaturelever h to fall back and break confact with the contact-point d, and the armature-levers 3, being released, permit the banners q to drop over the bulls-eyes r and indicate danger.

When the train reaches the west end of the section, it engages track-instrument 3 without producing any effect other than opening the already-opened circuit between the springs f,- but when the train passes instrument 3 the bar N regains its position in contact with the springs j j When trackinstrument 4 is engaged by the train, the bar N is brought into contact with the springs j j of instrument 4, thus momentarily completing the circuit. The current then flows from the battery T in one direction through the magnet S of the lantern at the east end of the section to the line-wire t", through the magnet S at the west end of the section, wire m, spring j bar N, spring j through the wire k to the ground-wire Z, and in the opposite direction from the battery T through the spring j, bar N, spring j of instrument 2, magnetof the relay U, wire 9, line-wire f, spring j, bar N, and springj of instrument 4 to the ground-wire Z. The magnet of the relay is thus temporarily magnetized by the current flowing in the direction just described, and the armature-lever h is drawn forward, making contact with the contact-point (1, when the current flows from the battery T in one direction. through the magnet-s S of the lanterns and the linewire i, the wire m, spring j bar N, springj of instrument 3, and wire to the ground-wire Z, and in the opposite direction through instrument 2, magnet of the relay U, armature-lever h, contact-point d, and wire 0 to the groundwire I). The magnets S, being energized, hold the banners q in the position of safety so long as the section is unoccupied.

The train from the west engages instrument IIO 4 Without producing any effect, but on reachj j closes the circuit and causes the armaturelever h of the relay U to complete the circuit through the contact-point d, thus holding the circuit closed and causing the banners q to be held to the position of safety so long as the track-section is unoccupied.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent 1. In railway signaling apparatus, the combination of two track-instruments located near opposite ends of the section to be protected and constructed to hold the circuit normally open, two track-instruments located near opposite ends of the section and arranged to hold the circuit normally closed, two electromagnetic signals located at opposite ends of the section, asingle relay adapted to hold the circuit open or closed during the occupation of the section, an electric generator connected with one track-instrument at each end of the section and with the conductor, including the signal-magnets, and the line and local connections, substantially as specified.

2. The combination, in a track-instrument for railway signaling apparatus, of a casing, E, provided with a chamber, F, and contactspringsjjfj, the rod I, contact-bar N, carried by the rod I, the springf, the stop 0, the auxiliary spring Q. the rod 0, provided with the head P, the plate It, and the rods Z, substantially as specified.

, 3. The combination, in a track-instrument for railway signaling apparatus, of a casing, E, provided with a chamber, F, and contactspringsjjj j the rod I, contact-bar N, carried by the rod I, the spring f, the stop 0, the auxiliary spring Q, the rod 0, provided with the head P, the plate k, the rods 6, the spring B, connected with the rod 0, and the guidingstuds 1), substantially as specified.

FREDK. PEARCE.

Witnesses:

ALFRED BENNETT, W. S. HOLBROOK.

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