US1343467A - Electrical signaling system - Google Patents

Description

H. D. MURPHY.

ELECTRICAL SIGNALING SYSTEM. APPLlCATlON FILED FEB. 21; 1919.

1,343,467. I Patented June 15,1920.

' I 5 SHEETS-SHEET I.

1 v INVENTOR.

' Ive-L971 filgr/ahx BY 2441M A TTORNE Y.

H. D. MURPHY.

ELECTRICAL SlGNALlNG SYSTEM. APPLICATION FILED 3.21, 1919.

1 43,467; Patented June 15, 1920.

. 5 SHEETS-shin 2.

. INVENTOR.

BY 8% 11. A4

ATTORNEY.

H. D. MURPHY.

ELECTRICAL SIGNALING SYSTEM.

APPLICATION FILED FEB.27,1919.

, Patented June 15, 1920.

5 SHEETS-SHEET 3.

INVEN'TOR.

ATTORNEY.

H. D. MURPHY.

ELECTRICAL SIGNALING SYSTEM.

APPLICATION FILED FEB. 27. 1919.

1,343,467. Patnted June 15,1920.

' 5 SHEETS-SHEET 4- INVENTOR.

y B W W. )J-L A TTORNE Y.

H. D. MURPHY.

ELECTRICAL SIGNALING SYSTEM.

APPLICATION FILED FEB.27. 1919.

Patented June 15, 1920.

5 SHEETS-SHEET 5.

fl -52x INVENTOR ATTORNEY UNITED STATES PATENT OFFICE.

HUGH D. IVIURIPIIY, 0F FORT WAYN E, INDIANA.

ELECTRICAL SIGNALING SYSTEM.

provide a means of signaling which is,

simple. efficient, dependable and positive in operation; It is adaptable to 'the various uses above set forth and in the present illustration of the invention it is shown as adapted to a railway grade-crossing signaling system.

In order to warn travelers at a highway grade crossing of a railway of an approaching train it is desirable that there shall be some signal visible or audible or both visible and audible which will attract the attention of the traveler to the unsafe condition of the crossing. The natural method of attracting the attention of a traveler is by manually swinging a signal across the highway, the signal being illuminated for night use, and an audible signal oftentimes accompanies the swinging of the signal. The object of my invention to provide electrical and mechanical means by which a signal arm may be swung across the highway and an audible alarm given, the devices being automatically set in motion or controlled by a passing train or railway vehicle.

Another object of the invention is to arrange the electrical circuits and mechanical parts so that in case of failure in the operation of any part or circuit the signal will remain in the position of warning or danger The signal is held innon-operated position by devices normally in a closed electrical circuit and said circuit is normally broken to permit the signal to move to danger or warning position. Hence if said circuit is broken in any manner or current for any reason fails to flow through it the devices automatically place the signal in the danger or warning position where it remains until repairs to the circuit or apparatus are made or current again flows through the circuit.

In the accompanying drawings I illustrate Specification of Letters Patent! Pate t d June 15 1-920 0 Application filedlebruary 27', 1919.

Serial No. 279,556.

an embodiment of the invention as applied adaptation -to a single track railway; Fig. 3

a plan view of the tripping switch, the cover being removed; 1g. 4 a cross-section on line 4-4 of Fig, 3; Fig. 5 a plan view of the resetting switch, the cover being removed and F g. 6 a cross-section on line A-A of Fig. I

5; Fig. 7 a modified form of actuatin 'lever for the tr pping or resetting switches Fi 8a viewsimilar to that of Fig. 1 illustrating more clearly the mechanical details of the various features and Fig. 9 a plan View of the holding magnet armatures, on line CC of Fig. 8. i

Referring to the drawings, in which similar reference characters indicate like parts,

and first to the adaptation illustrated in Fig.

1, A indicates one of the railway tracks and B the other track, track A, for example being for east bound traffic and track By being for west bound trafiic. I-I represents the highway crossing. indicates the tripping switch for track A and is installed adjacent one of the rails at a suitable distance .west of the highway. X indicates the resetting switch for track A and is installed adjacent one of the rails at a suitable point relatively to the highway so as to be operated as or afterthe dangerous condition of the'cr0ss ing is relieved. Both switches W and X are operated by the wheels of a passing train or railway vehicle. In like manner Y is the tripping switch for track B and is installed ad acentthe track for operation by the passing from either direction. The signal may be made in any suitable or desirable form, but preferably it carries electric lamps or ing train at .a suitable point east of high- I other light giving means by which the signal will be illuminated for night use.

I contemplate supplying electrical current for operating a number of signals from a single source, the current being carried by suitable feed wires, or by a single feed wire with ground return.

I railway vehicle.

trical current for operating the signal mechanism upon the operation of either of the tripping switches by a passing train or Wire 2 is connected to the feed wire and to fuse or other circuit breaker 3 and wire 4 is connected to the fuse and to contact 5 of switch Contact 5" of the switch is connected by wires 7, 8 and l 9 to magnet yoke 10 of holding magnet 11. Bar 6 normally closes the circuit between 1 contacts 5 and 5 and is adapted to be disconnected therefrom by a passing traln or ture 14. Armature 14 is loosely supported vehicle which operation of the switch also connects bar 12 to contacts 12 and 12, contact 12 being connected to ground at 12 and contact 12 being connected to wire 8. Shaft 10 is revolubly supported by yoke 10 and rigidly carries hook 13 and armaon the shaft and has movement thereon independently ofarmature 14 and in a recess formed within the latter armature.

Both armatures 14 and 14 are attracted by holding magnet 11 when the latter is energized. They may be formed in one piece but I prefer them to be separate in order I that the action of armature 15 rigidly secured to armature 14 shall be rapid.

l flexible-bonding conductor 10 (Fig. 9) is- 3 secured to armature 15 and to yoke 10.

Hook 13 is adapted to engage arm 16 pivoted to arm 17 of weight 18, arm .16

end. A similar arm 16" is also pivoted to having a counter-balance 16 at its opposite arm 17 and is adapted to be engaged by nal so that when hooks 13 and 24 are rehook 24 rigidly secured to shaft 21 revolubly mounted in yoke 22 of holding magnet 23. Arm 19 of weight 18 is rigidly secured to hub 20* of signal S, the hub being revolubly mounted on shaft 20 pro- VVeight 18 overbalances the sig leased, or either of them is released. the

weight will descend and cause the signal to f rise to danger or warning posltion.

Holding magnet 23 is controlled by tripping switch Y and it is adapted to attract armatures .25 and 25, armature 25 being rigidly secured to shaft 21 and armature 25 being loosely supported on said shaft and rigidly connectedto armature26 and adapted to operate in a recess formed within armature 25 independently of the latter armature for rapidity of movement of armature 26. Armature 26 is connected to yoke 22 by a flexible bonding conductor 22* (Fig. 9). Wire 65 is connected to magnet 52, the latter wire being connected to contact 62 of tripping switch Y, contact 62' of said switch being connected by wire 63 to fuse or other circuit breaker 63 and the fuse having a connection to feed wire 1. Bar 62 normally closes the circuit between contacts 62 and 62 Contact 62 of switch Y is connected to ground at 66 and contact 62 is connectedto wire 52. Bar 62 is adapted to close the circuit between contacts 62 and 62 when the switch is operated by a passing train or railway vehicle.

Holding magnet 11 is connected by wire 27 to contact lug 28 and to holding magnet 23 by wire 29, wire 30 being connected to wire 29 and to binding post 31 grounded at 31. Wire 35 is connected to holding coil 23 and to contact lug 36. Contact lugs 28 and 28 are adapted to be abutted by armature 15 and contact lugs 36and 36 are adapted to be abutted by armature 26. Contact lugs 28 and 36 are connected to wire I 38 connected to winding 33? of magnet 34, said winding being connected to wire 68 connected to switch 67, wire 64 being connected to contact 67 of said switch and to *fuse 69, the fuse being connected by wire 70 to feed wire 1.

Wire 41 is connected to binding post 31 59 is connected to ,contact 56 of switch P and to ground at 60. Wire 55 is also connected to contact 73 adapted to be abutted by contact 72 on armature 72 piv'otally supported on yoke 33 of magnet 34, the yoke being connected by wire 71 to wire 68. Contact 73 is connected by wire 74 to winding 33 of magnet 34.

Spring 44 is connected at one end to switch arm 44 and at its other end tolug 2O projecting from hub 20 of signal S and is adapted to move the switch arm 44 away from and to contact 44 as signal S descends or rises.

Arm 57 is adapted to close the circuit be tween contacts 56 and 56 of switch P, said arm being carried by bar 57, pivotally su'p ported at 57 to the housing. Link 57 is connected to pivot 57 and is also pivotally connected to link 57. Spring 57 is connected at .one end to the lower end of link 57 and at its other end to substantially the center of bar 57 The opposite end of link 57 is pivotallyconnected to a Y member 57 pivoted to the housing at 57 Bar 57 is also pivoted at 57.and carries arm 57 adapted to close the circuit between contact 57 and terminal 57 Spring 57 is connected to substantially the center of bar 57 and to the Y member. Terminal 57 and contact .57 are connected by wires 61 and 61* to lamps t and t in signal S (Fig. 8) through which electrical current is supplied to the lamps to illuminate the signaled by a laterally projecting pin on arm 17,

preferably the projecting end' of the'pivot 16 of arms 16 and 17. The downward movement of the pin as weight 18 descends, when released from hooks 13 and 24, engages the Y member and rotates it downwardly on its pivot to move link 57 downwardly and cause springs 57 and 57 to close switches P and Q, the springs opening the switches as the pin rotates the Y member in the opposite direction as weight 18 in its ascent elevates the pin. Any form of controlling switches and their arrangement and means of operation will suffice, switches P and Q, and arrangement and mode of operation being illustrative only.

Resetting magnet 39 is connected by wires 45 and 47 to contacts 46 and 46 of resetting switch X, wire 47 being connected also to. wires 8 and 9. Contact 46 of switch X is connected to ground and contact 46 is connected by wire 51 to wire 45. Bar 46 normally closes the circuit between contacts 46 and 46 and bar 46 is adapted to close the circuit between contacts 46 and 46 when the switch is operated by a passing train. Resetting magnet 39 is, therefore, normally maintained inoperative by a shunt circuit controlled by the resetting switch X and comprising wire'45, contact 46, bar 46 contact 46 and wire'47 to wire 8.

Resetting magnet 40 is connected by wires 48 and 49 to contacts50 and 50of resetting switch Z, switchbar 50 normally closing the circuit between said contacts to form a shuntcircuit for the magnet 40 similarly to the shunt circuit for magnet 39 and for a. similar purpose. Contact 50 of switch Z is connected to ground and contact 50 is connected by wire 53 to wire 49. Switch bar 50 is adapted to close the circuit between contacts 50 and 50 when the switch is operated by a passing train or vehicle.

Binding post 31 is connected'by wire 32 .to winding 33 of magnet 34 and wire 74 is connected to said winding and to contact 73. A small portion of the electrical current supplied to contact 73 by the circuit including feed wire 1, wire 70, fuse 69, wire 64, switch 67, wires 68 and 71,magnet yoke 33, armature 72 and contact 73 is permitted to flow through wire 74, winding 33 of magnet 34 and wire 32. to ground at the binding post; thereby energizing said magnet and maintaining armature 72 in engagement with contact 73. If for any reason the feeder current'is cut off or interrupted magnet winding 33 will be denergized releasing armature 72 which breaks the circuit to the solenoid at contact'73 and also the circuit to the bell or audible signal 59. Armature 72 will remain in said disconnected position until one of the tripping switches is operated by an approaching train, at which time it will be reset by magnet 34, provided the feeder current has resumed its flow, and signal Swill also remain in the position of danger and the audible signal will remain silent. WVhen, for

example,-trip switch Y is operated, assuming that feeder current is again flowing, armature 26 still being unlocked and engaging contact 36*, the operation of the switch grounds it at 66. This causes current to flow from feed wire 1 through wire70, fuse 69, wire 64, switch 67, wire 68, winding 33, wires 38 and 37, contact 36 armature 26, yoke 22, wires 65 and 52, contact 62, bar 62 and contact 62 to ground at 66. Winding 33 is therefore energized to attract armature 72 and cause it to connect to contact 73 whereupon current: flows from wire 68 through wire 71, yoke '33, armature 72, contact 73, wire 74, winding 33 of magnet 34 and wire 32 to ground at binding post 31, current also flowing through wire 55 to the bell or other audible signal 59. The current flowing through winding 3 3 reenergizes the same and locks armature 72 on contact 73, and the entire mechanism is again operative.

Switch 67, opposed by spring 67, is intended to be used to break the circuit in case repairs are necessary to any part of the mechanism, or in case it is desired to cut-out the bell and the swinging of the Sig- 105 nal independently of the track switches, as for example, when a train has come to a stop at the crossing and it is desired to stand there for some time. The' operator merely opens the switch, the spring auto- 110 matically returning it to closed position.

-The opening of the switch momentarily breaks the circuit at contact 67 thereby causing-magnet 34 to deenergize and release armature 72 to break the circuits to the signal reciprocating or oscillating'meclianism and to the audible signal.

In operation, and assuming the various switches and mechanisms in the positions shown in Fig. 1, and a train approaching the highway on track A. When the train reaches tripping switch W the front wheel on the first vehicle operates the switch, disconnecting bar 6 and connecting bar 12 to contacts 12 and 12. The circuit to holding magnet 11 is thereby broken at contacts 5 and 5 the magnet is deenergized and armatures 1.4 and 14 'descend by gravity to rotate shaft 1O andcause hook 13 to-disengage from head arm 16and armature 15 to connect to contact stud 28. Since head arms 16 and 16 are pivotally connected to arm 17 of weight 18 arm 16 readily slips off hook 24 under the influence of the weight which now descends to elevate signal S. As the signal rises it causes switch 44 to close and the descending head arms or the pin on arm 17 heretofore described rotates Y member -57 'to cause controlling switches P and Q 10- -contact stud 28 grounds at 12 the circuit from fe'ed wire 1, through. wire 70,- fuse 69, 1 switch 67, wire 68, winding 33, wire 38, contact stud 28 armature 15, yoke 10,'w1res 9 to close. The contact of armature 15 and and 8 and bar 12 and a shunt circuit from contacts 12, bar 12", contact 12 to ground at 12 is therefore established so that no stray current may enter the holding magnet 11.

h'en the signal causes switch 44 to close on contact 44- current flows from feed wire 1 through wire 70, fuse 69, switch 67, wire 68, wire 71, magnet yoke 33, armature 72,

contact 7 3, wire to the bell and through that the weigh is again free to descend to elevate the signal and the operation is repeated over and over again until the train meets and operates resetting switch X.

' Lighting current for the lamps in the signal being supplied at contact 57 and terminal 57 the closing of switch Q, by the rotation of the Y member caused by the descent of weight 18, causes said current to illuminate the lamps and the signal at each descent'of the weight, the lamps being extinguished at each ascent of the weight. The swinging of the signal arm and the intermittent illumination of the lamps and the intermittent ringing of the bell necessarily attract the attention of the traveler on the highway.

When the front wheel of the first vehicle meets and operates resetting switch X arm .50

46 is disconnected from contacts 46 and 46 and bar 46 is connected to contacts 46 and 46 so that switch X is now grounded. Current now. flows from feed wire 1, through fuse 3, switch WV, wires 7, 8 and 47, resetting magnet 39, wires 45 and 51, bar 46 to ground. The current therefore energizes magnet39 and armature 15 is attracted toquickly disengage from contact lug 28 and engage contact lug 28. Current then flows from feed wire 1, through fuse3 switch W, wires 7, 8 and 9, yoke 10, contact lug 28, wire 27, holding magnet 11, wires 29 and 30 to ground at binding post 31, and energizes the holding magnet to attract armature 14 and move hook 13 into position to engage head arm 16. Upon the next ascent. of

weight 18 both head arms 16 and 16 strike hooks 13 and 24 respectively, and since the arms are pivoted independently they are depressed by the hooks and their extremities pass above the engaging ends of the hooks. lVh'en the weight again descends the eX- tremities of arms 16 an'd16' engage the said ends of the hooks respectively and since the weighted ends of the arms abut and prevent all upward movement of the outer ends of the arms the hooks prevent farther downward movement of said arms and retain and support the weight, the signal being now in the down or safety position, in which position it will remain as long as holding magnets 11 and 23 continue to be energized.

f a train is approaching on track Bthe functions of switch Y, holding magnet 23, hook 24, switch Z and resetting magnet 40 and the other circuits and devices common to both tracks are performed in exactly similar manner to that just described, and it is therefore unnecessary to repeat them. In

the event a train isapproaching the highway.

on each track the signal will be operated by each without interferenceby the other and it will remain in operation until both resettingswitches have been operated and both resetting magnets energized.

in case no current is flowing in feed wire 1 holding magnets 11 and 23 will be denergized and weight 18 will descend to elevate the signal S to. the danger or warning position, the bell will'be silent but the lamps in the signal will be illuminated in the event an independent lighting current is supplied for the illumination of the lamps. If the current resumes its flow prior to the operation of a tripping switch the normal operation of the signal and bell will be resumed. The shunt circuits provided for the holding magnets and the resetting magnets prevent any stray current in the circuit operating any of those magnets hence none of them will be energized until it is desired that it shall be energized.

In the case of a slngle track, illustrated in i Fig. 2, one holding magnet 11, one resetting magnet 39 and one resetting switch X are necessary only. In other respects the devices and circuit connections therefor to operate the signal and the bell andilluminate the lampsin the signal are identicalto those previously. described. A single book 13 is used and one head arm 16 is pivoted to arm 17 of the weight. A stop 17 on arm 17 limits the upward movement of arm 16. The tripping switches W and Y are connected in series in the following circuit: from feed wire 1 through fuse 63*, wire 63, contact 62, bar 62, contact 62 wire 75, contact 5, bar 6, contact 5, wires 8 and 9, yoke 10, armature 15, contact stud 28, wire 27, holding magnet 11 and wire 30* to ground that there shall be means at each tripping switch for neutralizing the effect of the operation of said switch by a train which has passed the highway crossing otherwise a passing train would operate the tripping switch on the opposite side of the crossing and there would be nothing to reset the mechanism and. stop the operation of the signal arm. In Fig. 2 I have shown one means of neutralizing the operation. of each tripping switch so that after the resetting switch has been operated by a passing train the subsequent operation of the tripping switch on the far side of the highway crossing will have no effect on the signal operat-f 111g mechanism. I install ad acent switches V and Y switches M and N respectively. Contact 77 of switch M being connected by wire 12 to contact 12 of switch \V, contact 77 being connected by wire 77 to wire 8, contact 77 to wire 75 by wire 77, and con tact 77 connected to ground. Bar 77 n0rmally connects contacts 7? and 77 so that contactlQ of switch is normally grounded at contact 77, and bar 77 is adapted by the operation of the switch to connect contacts 77 and 77". Similarly contact 76 of switch N is connected to (32 of switch Y by wire 62", contact 76 is grounded, contact 76 is connected by wire 62 to wire'63, contact 76 is connected by wire 62 to wire 75, bar 76 normally connects contacts '76 and '76 so that contact 62 of switch Y is nor mally grounded at contact 76 and bar 76 is adapted to connect contacts 76 and 76 when switch N is operated. A. train approaching switch W from the right in Fig. 2, will. first operate switch M to break the ground connection and connect wires 8 and 75 to contacts 77* and 77 so that current will flow from feed wire 1 through switch Y. wire '75, bar 77", wires 8 and 9, yoke 10, armature 15, contact stud 28, through the holding magnetto ground at binding'post 31. The train then operates switch to open the circuit at contacts 5 and 5 and closing bar 12 on contacts 12 and 12*; but

the opening of the circuitby switch .V has no effect on the holding magnet since switch M has closed the said circuit, and as switch M is slower in its return to normal position than switch 7, as hereafter explained. switch in will maintain the closure of said circuit until switch W has returned to normal position following the passage of the last wheel of the vehicle or train. Switches N and Y operate in similar manner.

control a holding magnetl Resetting switch X is in a normally open circuit extending from wire 8', through magnet 39, wires 45' and 51 to contact 46, bar 4E6 being adapted to be connected to contacts 46 and 46 by the operation of the switch for closing the said circuit and causing current to flow from feed wire v 1, through switches Y' and W, wire 8, resetting magnet 39 and wires 45 and 51 to ground at.

contact a6 and thereby energize the resetting magnet to attract armature 15and close the circuit through holding magnet 11.

Any suitable means for counteracting the effect of the operation of the tripping switches after a passing train has passed the highway will sufiice, the switches M' and N being illustrative only of one such means.

In both adaptations of the im'entiOn illustrated in Figs. 1 and 2, if for any reason whatever current fails to flow through the holding magnet only the signal is'immediately released and will be moved up and down, the 'audiblesignal sounded and the signal will be illuminated intermittently as before described until a resetting switchis operated to close the circuit to. the holding magnet. Any stray current in any circuit will not affect either the holding magnets or the resetting magnets when the hold ing magnet has been de'e'nergized by the failure of current or by the operation of atripping switch. Hence the signal will} at r all times indicate danger unless a holding magnet is energized by electrical current flowing from the feed wire.

In Figs. 3 and 4 I illustrate a form of.

tripping switch which iswell adapted to It consists of housing or box B adapted to be installed adjacent a rail R of the track, the cover B being removably secured to the boX. Shaft 80 is revolubly supported in packin 80 and-80 in threaded engagement with the wall of box B and boss 80, the opposite end of the shaft being revolubly supported by bearing post 80. One end of the shaft projects exteriorly of the box and one end of lever 81 is rigidly secured to the projecting end of the shaft. The lever extends toward rail R, its free end rigidly supporting bearing pin S2and the pin rigidly supporting the free end of lever 83 rigidly secured to the projecting end of shaft 84. Roller- 82 is revolubly supported on bearing pin 82 and is adapted to be engaged by the wheels of a train or vehicle on rail R, the engagement of the same depressing the rollerand levers to cause shafts 80 and 84 to rock clock-'" wise (Fig. 4).- Shaft '84 is revolubly sup-' tion of dash cup'86, the lower portion of said cu bein ivoted on lu 86" ro'ectingupwa i'dly fi'o in the bottorff of b bx B. WVhen lever 81 is depressed to rock shaft 80 weight 85 rises, the dash cup serving to cushion the return movement of the weight to avoid shock and also to control the return movement of the weight when pressure on the lever is released. The dash-cup is designed to produce the required control of the descending movement of the weight, especially to control the time consumed in the said descent.

A curved lever 87 is rigidly secured to shaft 84 and spring 87 is secured at one end to the free end of the lever and at its other end the spring is secured to bar 87 b rigidly held between the arms of U-shaped member 88, thelatter member being pivoted at the extremities of its arms to posts 88* and 88 fixed in the box. A head 88 is secured to the central portion of the U-shaped member and connecting bars 89 and 90 are hinged to the upper and lower faces ofthe head respectively but electrically insulated therefrom. A block 91 of insulating material is secured to lug 91 projecting from a wall of the box and its opposite end is secured to an extension formed on bearing post 84 Contacts 92 and 93 are carried by block 91 and are adapted to be engaged by connecting bar 89 in the normal unoperated position of the switch. A second insulating block 91 is suitably secured below connecting bar 90 and carries contacts 94 and 95 which are adapted to be engaged by bar 90 when the switch is operated.

Conduit 96 is connected to the box at a suitable point through which the electrical conductors 96 and 96 are admitted into the box, conductor 96 being connected to contact 92 and conductor 96 being connected to contact 93, the latter contact being connected by a suitable conductor to contact 94 and contact 95 being connected by a wire 95 to binding post 95 on the wall of the box, the boxbeing grounded to rail B. Any suitable manner of grounding contact 95 will suffice.-

Comparing Figs. '3 and 4 with switch W of Fig. 1, for example, contact 92 corresponds to contact 5 of Fig. 1; contact 93 to contact 5; bar 89to bar 6; contact 94 to contact 12 and contact '95 to'contact 12 and bar 90 to bar 12. r V

The operation of the switch is apparent,

but briefly stated when a wheel of a train "meets .roller '82 'it depresses the roller and the levers causing shafts and 84"to rock clockwise and elevate the weight and lower lever 87. As'lever 87 descendsit pulls on spring 87 and as the line of action of the spring passes'the pivotal axis of U-shaped member 88 the member will be drawn down- I wardlyby the spring carrying with ithead 88 and connecting bars 89 and 90. Bar 89 is, therefore, disconnected from contacts 92 and 93 and bar is connected to contacts 94 and 95. The release of the depressing pressure on lever 81 permits the weight to descend under the control of the dash-cup and lever 87 rises to disconnect bar 90 from contacts 94 and 95 and connect bar 89 to contacts 92 and 93- as before. Ordinarily the several wheels of a train operate the levers in comparatively quick succession, but unnecessary pounding of the roller and other parts of the switch is avoided by the dashcup.

In Figs. 5 and 6 I illustrate a form of resetting switch adapted for use in my signaling system. The box B is adapted to be installed adjacent rail R of the track, the.

cover being removable as in Fig. 4 and hav ing a -water tight joint j similar to the 104 is revolubly mounted, the roller being adjacent the rail so that the wheels of a passing train or vehicle will abut and depress it and cause the lever to rock shaft 102 clockwise (Fig. 6). Arm 101 is secured to the shaft and carries, preferably integrally therewith, weight 101, the arm being curved downwardly and rearwardly from the shaft. A lug 105 projects upwardly from the top of the weight and one end ofspring 106 is connected to the lug. the opposite end of the spring being secured to bar 112 rigidly carried by U-shaped member 113'pivotally connected to posts 114 and 114-, the U-shaped member carrying head 115 to the top and bottom faces of which connecting bars 117 and 116 are hinged respectively. Bar 116 normally engages contacts 118 .and 1 19 car-. ried by insulating block 130 supported by lugs 131 on the walls of the box and bar 117 is adapted to engage contacts 120 and 121 carried by insulating block 122. r

The upper section of dash cup 107 is pivotally supported by lug 109- and the lower section is pivotally connected to weight 101. Conduit 123 admits electrical conductors 124 and 125, conductor 124 being connected to contact 118 and conductor 125 being con- 113. head115 and connecting bars 116 and 117 to elevate, bar 116 disconnecting from its normal engagement with contacts 118 and 119, and bar 117 connecting to contacts 120 and 121. Conductors 124 and 125 are also connected to a resetting magnet (Figs. 1 or 2), and correspond to conductors 45 and 47 or 48 and 49 of Fig. 1. Since connecting bar 116 normally engages contacts 118 and 119, if any of the various parts or electrical circuits of the switch or system are broken the bar will not be disturbed but will maintain the shunt circuit for the resetting magnet heretofore described, and the.

5 and 5, Fig; 1) and cause the holding magav net to be deenergized to set the signal in the danger or warning posltion. It is apparent that by my system any failure of electrical current to flow in all the circuits or the breakage of any of the switches, except the resetting switch mechanism, will cause the signal to assume automatically the danger position, and that when the current does fail its resumption of flow will not cause the signal to drop to safety position unless a tripping switch and a resetting switch are operated. Hence the system is positive and all parts and circuits must be i in working order to ,cause the signal to indicate a safe crossing.

Fig. 7 is a modified form of actuating lever for either the tripping or resetting switch in which the lever is operative in only one direction. The mechanical cut-out'devic'e will be substituted for the tread or roller 82 or roller 104 of Figs. 3 and 5 respectively. Referring to Fig. 7, U represents the U-shaped bar or lever connected to the shafts 80 and 84 Fig. 3 or to shaft 102 Fig. 5, a lug or pin P projecting laterally from the side of the bar facing rail R. Rocker arm R is pivoted at S" to the bar U its lower end W being weighted to hold the arm in vertical position normally. Theupper end arm R carries roller 0 which is adapted to be abutted by the wheel of a passing train for rocking the arm on pivot S. When the wheel of a train abuts roller 0 on the right side, (Fig. 7), arm R is rocked to the left and abuts pin P. The continued movement of the arm by. the wheel depresses bar U and operates the switch mechanism. When a wheel abuts the roller on its left side (Fig. 7) the arm is rocked to the right to a horizontal position but withfirst named electric circuit to the out depressing the bar U, there being no pin P on the portion of the bar to the right of pivot S. r

' Various modifications in the construction and arrangement of the parts and electrical circuits will be obvious to those skilled in the art. Various means may be adopted for conveyingelectrical current from the feed wire to the tripping switches and to the signal mechanism; but I believe all such modifications will be within the scope of my invention. 1

)Vhat I claim is:

1. In an electric signaling system, means to hold the signal in non-operated position, an electro-magnet to control the said means and being in a normally closed circuit, a switch to control the electro-magnet, a shunt circuit for the electro-magnet controlled by said switch, the deenergizing of the electromagnet releasing the holding means to permit the signal to automatically move to operated position, an electro-magnet adapt ed to reset the holding means and being'in a normally shunted circuit, and a switch to control the latter electro-magnet and said shunt circuit.

2. In an electric signaling system, asignal, mechanism to hold the signal in nonoperated position, anelectro-magnet adapted when energized to retain the holding mechanism inengagement with the signal, an electrical circuit for the electro-magnet, a switch normally closing the said. circuit and adapted when operated to break the said circuit andto establish a shunt circuit for the electro-magnet, for deenergizing the electro-magnet, an electro-magnet in a normally open circuit adapted to reestablishfithe rst named electro-magnet for resetting the holding mechanism, a shunt circuit for said resetting electro-magnet and a switch to control the latter electro-ma'gnet and itsshun't circuit, the signal being adapted to'move to operated position automatically upon the cessation of flow of electrical current to the first named electro-magnet.

In an electric signaling system, a signal, electrically actuated means to hold the signal in nonsoperated position, theusaid means being adapted to release thesignal whenever electrical current fails to flow to the same whereupon the signal .moves to 0perated position, electrically actuated means to reset the holding means, a switch to control the same, and a switch to control the first named electrically actuated means comprising a pair of contacts in circuit between the first named electro-magnet and a source of electrical energy, a contacting member adapted to complete the said circuit between store said engagement after the operation of 'nected to said contacting member that the breakage of any part of the said connections causesthe said contactingmember to break its engagement with said contacts,

4. In an electric signaling system the com bination with a signal and electrically actuated means to hold it in non-operated position, of a tripping switch adapted to break the flow of electrical current to said means and comprising a contacting element, two contacts adapted to be normally engaged by said contacting element for normally closing the electrical circuit to said means, a weight, means connecting the weight and contacting member and adapted by the operation of the switch to break the normal engagement of the contacting member and said contacts the said weight tending to maintain said normal engagement, the said connecting means be ing so arranged that should any part of'it break thecontacting member will automatie cally break its connection with said contacts.

'5. In an electric signalingsystem the combination with a signal and electrically actuated means to hold it in non-operated ,posi tion, oi an electrical circuit for said means and a tripping switch in said circuit adapted by its operation to open said circuit and comprising two contacts in said circuit, a contacting element to close the circuit be tween said contacts, a rock shaft having a connection to the contacting element and adapted by its rotation to break the engage ment of the contacting element and said contacts, means to rotate the rock shaft, and means having a connection to the rock shaft and adapted to normally engage the contact: ing element on said contacts, the connections between said latter means and said contacting element being such that in case-of breakage of any part thereof the said contacting element automatically breaks its engagement with said contacts. i

6. In an electricsignaling system the combination with a signal and electrically actuated means to hold it in non-operated position, of an electrical circuit for said means and a tripping switch in said circuit adapted by its operation to open said circuit and comprising two contacts, a contacting element adapted to engage the contacts to close said circuit between said contacts, a pivotally mounted support for the contacting element, a rock shaft having a connection to the support, a, second rock shaft having a connection to the first named rock shaft, a

weight secured to the second rock shaft, and

adapted normally to cause the contacting element to engage the contacts, the several means, a resetting meansin the latter'circuit normally opening the same and adapted to close it; a shunt circuit for the resetting means comprising twocontacts in saidcir cuit, a contacting element normally engaging the contacts by which the said circuit is closed and means havinga'connection to the contacting element adapted to disconnect it from said contacts, the said connecting parts being so arrangedthat in the event of breakage of any of the same the said contacting element remains incontact with said contacts.

8. In an electric signaling system, a signal, and electrically actuated means for holding the signal innon-operated position, a normally closed circuit for said means, a trippingswitch in said circuit adapted to open the same for deenergizing the holding means andkpermitting' the signal to move to operated position, electrically actuated means to cause the signal to oscillate when released, means to illuminate the signal, an audiblesignal, means to control the illumination of the signal and the audible signal and means to cut out the operation of the audible signal and the oscillation of the signal controlled by an .electroemagnet having holding and resetting windings thereon, the resetting of said cut out mechanism being controlled by said tripping switch.

In witness whereof I have hereunto vset my hand this 18th day of February, 1919.

HUGH n; MURPHY.

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