US1349001A - Signal system - Google Patents

Description

0. M. KENNEDY.

SIGNAL SYSTEM. APPLICATION FILED MAYH, 1916.

1,349,001. dAug- 10,1920.

b 3 SHEETHM 1 M- -wm\ 1. Lifi '7 4 Z WITNESSES.

aim TTOR/VEYS D. M. KENNEDY.

SIGNAL SYSTEM.

APPLICATION FILED MAYI I, 1916- Patented Aug. 10, 1920.

3 SHEETSSHEET 2.

llllll rl D. M. KENNEDY.

SfGNAL SYSTEM.

APPUICATION FILED MAY 11, 1916- 1, 849,00 1. Patented Aug. 10 1920.

3 SHEET SSHEET 3.

ALLY/1 TTORA/E r5 pointed out in the claims at the end of ITED STATES PATENT OFFlCE.

DEWEY M. KENNEDY, or ROCHESTER, NEW YORK.

SIGNAL SYSTEM.

raaaoei.

Application filed May 11,

T 0 all whom it may concern:

Be it known that I, DEWEY M. KENNEDY, of Rochester, in the county of Monroe and State of New York, have invented. certain new and useful Improvements in Signal Systems; and I do hereby declare the following to be a full, clear, and exact description of the same reference being had to the accompanying drawings, forming a part of this specification, and to the reference characters marked thereon.

My invention relates to signalsystems and particularly to electrically controlled railroad crossing signals adapted to be operated by moving trains crossing or approaching a highway. One of the objects of the invention is to provide a highway signal at a railway crossing normally in clear position and adapted to be operated by an approaching train to cause the operation of a train signal indicating to the engineer that the highway signal at the crossing has been operated to signal the approach of the train. A further object of the invention is to provide a highway signal at a railroad crossing normally in clear position and adapted to be operated to danger position by an approach- --ing train, said signal being connected with a 'second signal for slgnahng the train, the

second signal being adapted to operate only after the highway signal has been operated. A. still further object of the invention is to provide a highway crossing signal adapted to be operated from clear to danger position by an approaching train and back to clear position when the train passes said crossing. To these and other ends the invention consists in certain improvements and combina tions of parts all as will be hereinafter more fully described, the novel features being the specification.

In the drawings:

Figure 1 is a diagrammatic plan view of a highway crossing showing the relative positions of the highway and train signals;

Fig. 2 is a view illustrating in section the circuit closing and breaking mechanism diagrammatically arranged and connected for operation by a train passing over the mechanism at the crossing; s

Fig. 3 is a View in elevation showing the connected train and highway signal operat ing mechanisms; the latter being shown in section: I

Specification of Letters Patent.

' BEISSUE Patented A11 10, 1920.

1916. Serial No. 96,902.

Fig. 4 is a diagrammatic view illustrating the manner of controlling the circuit for the highway signal lamps;

Fig. 5 is a sectional elevation taken on line a.a of Fig. 3 showing the highway signal in danger position and its operating mechanism in locked position;

Fig. 6 is a detail plan view of the highway signal and circuit controlling mechanism for the same;

Fig. 7 is a detail View showing a portion of the highway signal operating mechanism in its initial locking position;

Fig. 8 is a similar View showing the mcehanism in unlocked position;

Fig. 9 is a longitudinal sectional view through the lamp box taken on line 0-0 'of Fig. 5;

Fig. 10 is a detail sectional view taken on line bb of Fig. 6 with the highway signal moved to danger position, and

Fig. 11 is a similar sectional view taken with the signal moved to clear position.

Similar reference characters throughout the several views indicate the same parts.

In carryingout my present invention I provide a system of electrically controlled train and highway crossing signals, the latter being adapted to be operated upon the closing of an electric circuit by some portion of a moving train approaching the crossing, and the former by the operation of the highway signal. In the present instance the circuit controlling the highway signal is adapted to be closed by means of one of the wheels of the train passing over a circuit closing mechanism. However, if desired, this mechanism can be readily operated-by any suitable projection carried by the train and arranged to contact with said mechanism. Referring to the drawings by numerals, 1 represents a road or highway which is shown as crossing a railway track 2. A

I hi hwa si nal 3 is shown at the crossin and said mechanism becomes inoperative for any ger position thereby indicating to the engineer that he is to proceed cautiously or stop the train according to whatever rules he may be working under. If the engineer receives a clear signal and proceeds across the highway the train will operate a circuit breaking member 7 and-the signals 3 and 4 will be returned-to normal position in a manner which will presently be described. The highway signal 3 is shown at danger position in Fig. 5 and the train signal at clear position in Fig. 3. The highway signal is pivotally mounted upon spaced upright members 8 connected at their upper ends by a shaft or bolt 9 having reduced ends 10 extending through the upright members and rigidly secured thereon by the nuts 11. The

. shaft is preferably provided with reduced avhen the signal is in a clear position.

bearing portions adapted to pivotally receive the spaced signal supporting frame bars 13 and 14 brought together and connected upon opposite sides of the shaft as indicated in Fig. 6. The bar 13 is preferably terminated at its points of connection with the bar 14, while the latter is extended to receive a counterbalancing weight 14 at one end and the signal 3 at the other end. The signal camprises a cylindrical lamp box 15 having centrally positioned spaced openings 16 arranged to be covered interiorly of the box by a transparent ring 17 preferably formed of glass adapted to permit the illumination of the sign boards or plates 18 by the lamps 19 which in the present instance, are the white lights which are arranged to be lighltpd eflecting rings 20 are positioned upon opposite sides of the lamps 19 as shown in Fig. 9 for throwing the light upon the sign boards to illuminate the same. Any suitable words of warning may be placed upon the sign boards as indicated in Fig. 5. The sign boards 18 are connected above and below the lamp box by pins or bolts 21 and are sup ported upon the frame bar 14 and an extension 22 thereof by the connecting pins 23 as shown in Figs. 5 and 6. The lamp box 15 is supported between the sign boards or plates 18 by means of the braces 24 extending upon opposite sides of the plates into engagement with the box upon the exterior wall thereof. The ends of the lamp box are closed by means of the transparent plates 25 as shown in Fig. 9. The operating mechanism for moving the highway signal is preferably inclosed in 'a box or casing 26 and comprises an electric motor 27 upon the shaft 28 of which is mounted a pinion 29 meshing with the teeth of a segmental gear plate 30 rigidly mounted upon'a shaft 31. The shaft 31 is provided with a pinion 32 the teeth of which engage a vertically positioned rack bar. 33 which is held in engagement with the pinion by a roller 34 on. a shaft 35. 'The upper end of the rack bar is pivotally connected at 36 with the frame bar 14 as shown in Fig. 5. Movement of the rack bar downwardly by the operation of the motor will move the highway signal to substantially its lowermost position as shown in Fig. 5, the signal being returned to normal or clear 'position by the action of the weight 14 when the gear plate 30 is released from the locked position shownin Fig. 8 in a manner which will presently be described. The operating mechanism for the train signal 4 is the same as that for the highway signal 3 and detail description of the parts will, therefore, not be necessary. In this instance the rack bar 33 is pivotally connected at 37 to the arm 38 which is pivoted at 39 to the upright 40. The arm 38 carries a paddle 41 which is of sufficient weight to normally balance the spectacles 42 and hold the signal in danger position when not operated to the position shown in Fig. 3 by the motor 43 inclosed within the casing 44.

Loosely mounted upon the shaft 31 isa segment 45 normally held in the position shown in Fig. 5 by a spring 45*, the segment being held against downward movement by a stop pin 46. The segment 45 is provided with a contact plate. 47 carrying the insulating blocks 48 and 49. Contact fingers 50, 51 and 52 are carried by an insulating block 53, the fingers 50 and 52 being adapted to normally enga e the plate 47 as shown in Fig. 8, while the fin er 51 engages the insulating block '48. pon operation of the motor the gear plate 30 is rotated and the pin 54 moved into engagement with the segment 45 to lift the segment to-the position indicated in Fig. 7, at which time the finger 51 will begin to enga e the contact plate 47. When this is done t e ma net 55 will be cut into the motor circuit t rough conductor 56, contact finger 52, switch plate 47, contact finger 51 and conductors 57 and 58. The motor 27 is operated when the track switch 6 is closed by an approaching train in a manner which will be hereinafter described. As the gear plate 30 and pinion 32 are rotated the rack bar 33 is moved downwardly to move the signal 3 to sub-' staintially the position shown in Fig. 5. The gear plate 30 is provided with a notch 59 and opposite the notch a beveled face 60 is formed upon the segment 45. An arma-' ture 61 is pivoted at 62 and is normally held in the osition shown in Fig. 5 by a spring 63. he armature is provlded with a downward projection 64 and when said armature is pulled up by the magnet 55 the "projection 64 rides upon the beveled edge locked at this time by the projection 64 entering the notch 59 as shown. Positioned upon the frame bars 13 and 14 are insulating blocks 65 supported by a bar 66 interposed therebetween. Upon one of the insulating blocks are supported the contact fingers 67 and 68 which rest upon the rings 69 and 70 respectively. The rings are mounted upon the shaft 9 and are insulated therefrom by the insulating members 71. A similar insulating member 72 is mounted upon the shaft 9 and carries a ring section 7 3 which is adapted to be normally engaged by a contact finger 74 on one of the insulating blocks 65 when the highway signal 3 is in clear or normal position as shown in Fig. 11. A similar contacting finger 75 is adapted to engage the ring section 73 when the highway signal is moved to substan-* tially extreme dan er position as indicated in Figs. 5 and 10. Vithin the lamp box 15 I provide preferably upon opposite sides of the clear signal lamps 19, two series of red lamps 7'7 and 78, the series 77 being connected to the contact fingers 68 and 75 by the conductors 79 and 80 respectively, and the series 78 to the same contact fingers by the conductors 81 and 82 as clearly shown in Fig. 4. The white or clear signal lamps 19 are connected to the contact fingers 67 and 74 by the conductors 83 and 84 respectively.

A. magnet 85 is supported by the uprights 8 and is arranged to be energized when the motor 27 pulls the highway signal 3 to danger position. At such time the magnet 85 serves to close the circuit controlling the motor 43 which operates the train signal 4 to release position as shown in Fig. 3. However, this signal is not operated until after the motor 27 on a separate circuit, has been operated by closing the switch 6. Une end of the magnet 85 is connected to the contact ring '70 by the conductor 86 and the other end to a conductor 87. lVith the highway signal operated to danger position as indicated in Figs. 3 and 4, current will flow through conductor 88, contact segment 73, finger 75, conductors 80 and 82, lamps 77 and 78, conductors 79 and 81, contact finger 68, conductor 86, magnet 85, and thence through conductor 87, it being understood that conductors 87 and 88 may be connected with any suitable source ofv current supply. When magnet 85 is thus energized armature 89 which is normally held down by a spring 90, will be pulled up and the circuit controlling the motor 43 will be closed at which time the train signal 4 will be moved to clear position. When the armature 89 is pulled up current will flow from conductor 88 through conductor 91, armature 89, contact 92, conductor 93, motor 43, conductor 94 and thence through conductor 87. Vith the highway signal in clear position current for lighting the lamps 19 will flow through conductor 88, ring segment 73, contact finger 74, conductor 84, lamps 19, conductor 83, contact finger 67, ring 69, conductor 95 and thence through conductor 87. The circuit controlling the highway motor 27, as previously stated, comprises a separate circuit from that which is adapted to light the highway signal lamps and operate the train signal motor 43. The mechanism for controlling the circuit for the motor 27 comprises the circuit closing switch 6 and the circuit breaking switch 7 as well as the magnet 96 and armature 97. The closing switch 6 comprises a casing 98 provided with a bottom cover plate 99 upon which rests suitable insulating material 100 for insulating a contact block 102 provided with a groove or slot in which is positioned a slide 103 carrying a contact spring 104 normally resting upon the insulating material 100 as shown in Fig. 2. The slide 103 is connected with a rod 105 slidably mounted upon the casing 98 and extending therethrough and pivotally connected at 106 to one end of an arched resilient member 107. The other end of the arched resilient member is pivotally connected at 108 to a rod 109 slidably mounted upon the casing 98. The resilient member 107 is )referablv an arched s)rin arraiwed to.

normally project above the track rail 110 in position to be depressed by the wheel 5 of a train moving upon the track. The circuit breaking switch 7 is similar to the switch 6 except that it normally remains in closed instead of open position. It comprises the casing 111 and the cover plate 112, the latter being arranged to support the insulating blocks 113 and 114 which carry the slotted or grooved guides 115 and 116 respectively. The guide 115 is adapted to receive a contact slide 117 which is arranged to be moved by the slidably mounted rod 118 pivoted at 119 to one end of an arched spring or resilient member 120. The other end of the resilient member is pivoted at 121 to a slidably mounted rod 122 which carries a slide 123 movable upon the guide 116. The slide 123 is provided with a contact spring 124 which normally engages the slide 117 which is movable upon depression of the spring by the wheel of a train going in one direction while the slide 123 is movable upon depression of the spring by a train going in an opposite direction. Movement of the parts in either case will cause the contact spring 124 to ride upon an insulating block 125 carried by the slide 117 at which time the circuit for energizing the magnet 96 will be broken.

It will be understood that as the train passes over the resilient member 107 and moves the spring 104 to engage the contact 101 that current will flow through conductor 131, magnet 96, conductor 127, circuit closing mechanism 6, conductors 128 and 129, circuit breaking mechanism 7, conductor 130, contact finger. 50, switch plate 47, contact finger 52, conductor 56, motor 27 and thence through conductor 126, the conductors 126 and 131 being adapted to be connected with an suitable source for supplying current. hen the magnet 96 is energized the armature 97, which is normally held down by the spring 132, ispulled up and as the wheel 5 passes over the resilient member 107 and the latter returns to normal position the circuit through the closing mechanism will be broken. At the same time current will flow through conductor 131, magnet 96, conductor 133, armature 97, conductors 134 and 129, circuit breaking mechanism 7, conductor 130, contact finger 50, switch plate 47 contact finger 52, contion of the crossing si ductor 56, motor 27 and conductor 126. However, when the train passes over the circuit breaking mechanism 7 at the highway crossing the circuit just described will be broken and consequently the magnet 55 deenergized, at which time the armature 61 is released and the weight l4 then returns the signal 3 to normal position, the signal 4 being also returned to normal position at the same time.

Although I have shown the train signal 4 as comprising a paddle 41 and spectacles 42 it will be understood that any other suitable type of signal ma be substituted and automatically controlle by the operation of the highway signal. The circuit closing mechanism6 it Will be observed is so arranged that the same will be operated by a train passing in one direction only, while the circuit breaking mechanism 7 will be operated by a train passing in either direction.

I claim as my invention:

1. In an electric. signaling system for railway crossings, a train signal, a crossing signal, electrically controlled mechanism for moving the crossing signal from clear to danger position arranged to be controlled by a train approaching the crossing, means for characteristically illuminating the crossing signal for danger when moved to danger position and means connected with the illuminating means for operating the train signal, the operation of said last mentioned means being dependent upon the illuminaa 2. In an electric slgnaling systemv for railway crossings, a tram signal, a crossing signal, means for moving the crossing signal from clear to danger position arranged to be controlled by a train approaching the crossing, means for characteristically illuminating the crossing signal for danger when moved to danger position, means connected with theilluminating means for operating the train signal, the operation of said last mentioned means being dependent upon the characteristic illumination of the crossing si nal, and means for releasing said signals. a apted to be controlled by the train passing the crossing. 1

3. In an electric signaling system for railway crossin s, a train signal, a crossing signal, means or imparting movement to the crossing signal arranged to be controlled by a train approaching the crossing, means for characteristically illuminating the cross-' ing signal for -danger when moved, and means connected with the illuminating means for operating the train signal, the operation of said last mentioned means being dependent upon the characteristic illumination of the crossing signal.

4. In an electric signaling system for railway crossings, a tram signal, a crossing signal, means for causing the characteristic illumination of the crossing signal for danger arranged to be controlled by a train approaching the crossing, and means connected with the illuminating means for operating the train signal, the operation of said last mentioned means being dependent upon the illumination of the crossing signal.

5. In an electric signaling system for railway crossings, a train signal, a crossing signal, electrically controlled operating mechanism for the crossing signal, an electric circuit for efiecting operation of the crossing signal mechanism controlled by a train approaching the crossing, a normally open electric circuit provided with a magnet and adapted to be closed to effect a characteristic danger illumination of the crossing signal when the latteris operated by said mechanism and a normally open electric circuit for controlling the operation of the train signal arranged to be closed by the magnet in the last mentioned circuit.

6. In an electric signaling system for railway crossings, a train slgnal, a crossing signal arranged to be controlled by a train approaching the crossing, a normall open electric circuit including lamps for e ectlng a characteristic illumination of the crossing signal to indicate danger arranged to be closed upon operation of the crosslng signal mechanism and means connected with said circuit when closed for operating the train signal, the operation of said means being dependent upon the illumination of the lamps.

7. In an electric signaling system for railway crossings, a tram signal, a movable crossing signal, electrically controlled operating mechanism for said crossing signal arranged to be controlled by a train approaching the crossing, electrically controlled operating mechanism for the train si nal, a normally open electric circuit contaming lamps for illuminating said crossing signal to indicate danger and adapted to i be closed upon movement of the latter, a magnet in said circuit, a normally opien electrio circuit for controlling the train signal lease of said locking mechanisms and indeoperating mechanism arranged to be closed pendent means for returning each of said by said magnet, means for locking each of signals to normal position.

said signal operating mechanisms upon op- DEWEY M. KENNEDY, eration of the same, means controlled by a Witnesses:

train passing the crossing to effect the open-. HENRY W. HALL,

ing of said circuits and'the consequent re- FRANCIS JERnoNn, J r.

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