US1182381A - Electrical signaling device. - Google Patents

Description

P. KAPLAN.

ELECTRICAL SIGNALING DEVICE.

APPLICATION FILED APR. 7. I911.

1 182,38 1 Patented May 9, 1916.

WITNESSES Tun-2 COLUMBIA PLANOGRAPM c0 WASHINGTON. D. 4:v

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Specificationof Letters Patent.

Patented May 9, 1916.

Application filed April 7, 1911. Serial No. 619,468.

To all whom it may concern Be it known that I, PHILIP KAPLAN, a citizen of the United States, and resident of the borough of Brooklyn, county of Kings, city and State of New York, have invented certain new and useful Improvements in Electrical Signaling Devices, of which the following is a specification.

The object of this invention is two-fold, first in providing a convenient and rapidly operating means for signaling the completion of an operation and second indication that all is safe.

I have designed my device to be installed upon a train of cars of greater or less numher or even upon a single car and as a substitute for the bell cord and bell with which it is usual to signal the operator when all is ready to start the train.

In the present mode of operation if a door of one of the rearmost cars remain open no signal is passed but as soon as the door is closed and the train is ready to advance it is necessary to signal from one car to another until the bell at the forward end of the front car has been pulled. This takes considerable time the loss of which would be unnecessary with a device of my description.

I provide two lamps, one red and one green which are arranged at a convenient height in the compartment of the operator and I have so connected my lamps that just so long as any of the doors remain open even to a small extent the red light will burn brightly and the green one not at all, but as soon as the last door has been closed the red light will disappear and the green one will take its place.

Other advantages will appear as the specification progresses.

The following is what I consider the best means of carrying out this invention.

The accompanying drawings form a part of this specification, in which:

Figure 1 is a view in side elevation of certain portions of two cars showing my device installed in operable position. Fig. 2 is a view on a larger scale of one of my peculiarly constructed switches. Fig. 3 is a View corresponding to Fig. 2 though with the switch differently conditioned.

Similar reference numerals indicate like parts in all the figures where they appear.

The under floor plans of two cars are shown at A and B, and the location of the doors of each car are indicated by the location of the switches. I choose to show my device as connected to the numerous doors of a late type of side door car. I will there: fore describe the location of six switching mechanisms and will show in my diagram the connections for six doors on each car.

Now referring to Fig. 1 it will be seen that I have numbered the doors in series, commencing with one of the forward doors of the rear car and continuing around the car, the doors are numbered 2, 3, 4 5, 6, and 7 respectively. The doors in the forward car are similarly numbered 8, 9, 10, 11, 12 and 13 respectively. At 1Q I have shown an indicator at the forward end of the rear car and although only one of these are shown in use I will describe my device in such a manner that the means for connecting to any number of the operating booths will be readily understood.

A double pole double throw switch is indicated at 18. One of these switches is placed in operative relation with each of the doors, but as they are all of exactly similar construction and operation a detailed description of one will serve for the whole.

The casing 19 may be a casting or a stamping, it being a shallow oblong box provided with the cover 20. Arranged within the box is a spring operated plunger 21 against the outer end of which the door will hear when closed. Guides 22 serve to retain the plunger in line and stop fins 23 limit the extent of outward motion of the plunger. An inward projection 24, free to reciprocate between the pins 25, carries at its inner end a pin 26 upon which is loosely secured the link 27 and the lever member 28. The lever mem ber 28 is centrally pivoted at 29 in such a manner that when the plunger 21 projects from the casing the insulating tip 30, upon the free end of the lever 28, will bear against the movable blade member 31 of a switch causing it to be pressed into contact with the clips of the stationary member of the switch.

The link member 27 centrally pivoted at 33, engages with the lever member 34 at the sliding joint 35. The lever 34, is centrally pivoted insures that when the lever member 28 is pressed into engagement closing the switch which it operates, the insulating block 37 on the free end of the lever 34: will leave the movable member 38, of a switch arranged adjacent to the block, thus allowing it by at 36, and this constructiontinuous through the whole train.

the action of the spring 39 to break the which must bear against one side of the casing" 19, and the innermost end of the pro jection 24, insures that the plunger 21 will project from the casing 19 at all times except when forcibly compressed by the pressure of the door against its outer projecting end. It will be seen from this arrangement that when the plunger 21 protrudes from the casing, a contact will be made between the parts 31 and 32, but when the plunger is compressed as is shown in Fig. 2 a contact will be made between the parts 38and 40.

Now referring to the view in diagram shown in Fig. 1, 42 indicates an insulated wire or cable continuous-through each car though with many branches and by means of the connector and plug 44 made con- This I will term the line lead and it may be connected to any convenient source of supply, such as the third rail or trolley or even an independent battery circuit. A second trunk lead 45, also provided with a number of branches, extends the full length of the car or train, and terminates in one side of the red lamp 46. The other side of the red lamp :6, and one side of the green lamp 47 are permanently grounded to the running gear,

if the third rail or trolley are used, or are connected to the other side of the battery if an independent circuit be used. A branch lead 48, from the trunk 42, connects with the movable member 31 in the casing 19, and a lead from the adjacent stationary member 32 connects with the trunk-45. this last lead is indicated at 49. A lead 51 connects the movable member 35 of each switch,

with the stationary member 40 of the switch in the next door 6. These connections as I have described them are duplicated at each door throughout the train untilthe last door is reached when the whole switch is connected up exactly like the others except that the lead from the movable member 38 is connected with the vgreen lamp 47.

A close study of the wiring as it is shown and described will reveal that the red lamp is connected in multiple with each of the parts 31 and 32 of each switch, and that the green lamp and the parts 38 and 40 of the switch are in'series. It will be seen then thatas soon as any door is open even to a'small extent the circuit controlling the green lamp will be open, and the circuit controlling the red lamp will be closed. Closing all of the doors will cause the circuit of the red lamp to be opened, and the circuit of the green lamp to be completed, thus showing that .all is safe.

Modifications may be made within the scope of the appended claims without de parting from the principle or sacrificing the advantages of this invention.

I have described my device as arranged in operation with doors, it is obvious that it willserve equally well with gates.

Having carefully and fully described my invention, what I claim and desire to secure by Letters Patent is:

1. A train signal comprising a plurality of electrical conductors, a source of electrical supply and a plurality of lamps in independent circuits, a plurality of double acting current interrupters arranged in said circuits, one side of each current interrupter being arranged in series with one of said lamps the other side of each current interrupter being arranged in multiple with each other and in series with the other lamp as and for the purpose set forth.

2. A train signal comprising a plurality of electrical conductors, a source of 816C? trical supply and a plurality of lamps in independent circuits, a plurality of. double acting current interrupters arranged in said.

PHILIP KAPLAN- itnesses: ARTHUR PHELPS MARR, G. E. STERRETTE.

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

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