US1424509A - Railway signal device - Google Patents

Description

C. J. MILLER.

RAILWAY SIGNAL DEVICE.

APPLICATION FILED JAN. 3. 921.

1 942% Patented Aug. 1, 1922.

5 SHEETS-SHEET 1.

C. .I. MILLER.

RAILWAY SIGNAL DEVICE.

APPLICATION man .IAN.3. 1921..

1,42%,509 Patented Aug. 1, 1922.

5 SHEETS-SHEET 2.

C. J. MILLER.

RAILWAY SIGNAL DEVICE.

APPLICATION FILED JAN. 3.1921.

1A24 509 Patented. Aug. 1, 1922.

5 SHEETS-SHEET 3.

c. 1'. MILLER.

RAILWAY SIGNAL DEVICE.

APPLICATION FILED ]AN.3, I921.

Patented Aug. 1, 1922.

5 SHEETSSHEET 4.

INVENTOR 0.1. MILLER. RA|LWAY SIGNAL DEVICE. APPLICATION FILED JAN. 3.1921.

1 24c,509, Patented Aug. 1,1922.

5 SHEETSSHEET 5.

Q STATIONQSlGNALQin Q units rate CHARLES J. MILLER, OF MOSELLE, MISSISSIPPI.

Specification of LettersPatcnt.

RAILWAY SIGN-AL DEV'IGE.

Patented Angl, 192%.

Application filed January 3, 1921. Serial No. 434,671.

.T 0 all whom it may concern:

Be it known that I, CHA Lns J. MILLER, a citizen of the United States, residing at Moselle, in the county of Jones and State of Mississippi, have invented new and useful Improvements inRa'ilway Signal Devices, .of which the following is a specification.

My present invention pertains to railway signallingdevices, and it contemplates the provision of an automatic signalling arrangement whereby the engineer may read ily determine the various positions of the semaphore arms that are used in connection with railway operation and this irrespective of the weather conditions that prevail.

The invention further contemplates a device of the character set forth whereby in foggy weather the engineer will be automatically signaled as to his whereabouts and at the same time signaled as to whether he should proceed with or without caution. and hence when a train and railway are equipped with my novel invention, the movement of a train may be carried on with safety and as expeditiously as in clear weather.

Other characteristic features of my in vention will be readily understood from the following description and claim when the position preparatory to engagement of the valve lever of the engine.

Figure .4: is a view similar to-Figure 3 but showing the auxiliary tension rail in its inoperative position.

Figure 5 is a top plan view of the auxiliary tension rail and trip as properly posit-ioned with respect to the rails.

F igure'o is a view taken in section of my novel ,tri-p valve.

."Figure .7 is a rear elevation'of the valve.

Figure .8 is a detail view of shoe that is applied to the pilot of the engine to prevent v on initial passage of theinjury to the trip p'ilot over the trip.

Figured isa detail view of one of the rollers 53 and showing the arrangement of the projections 56 thereof.

Figure 9 isa front elevation of the indicator that is properly arranged in the cab of the engine to apprise theengineer of his position on the road. i

an with thecasing removed in order to illustrate its work ng elements.

Figure 11 is a view showing a portion of the casing of the indicator broken away in order to disclose the arrangement of the tapes and stat-ion or signalplates and the mechanism on which ,the plates and tapes move.

Similar numerals of reference designate corresponding parts in all the views of the drawings.

Before entering into a detailed disclosure of the invention I deem it expedient'to state that in order to maintain operation of railway trains at .the maximum of safety, it is highly important that the engineer be fully aware as to whether the signals are clear or not and also his exact position on the road. During clear weatherthe indication and positions of the signals regarding danger or .clear conditions may be" readily seen but in foggy weather the indications and positions of the signals is more or less guess work on the part of the'engineer. device not only positively indicates'the warnings of the visual signals in all kinds of weather, but doubly assures the engine crew by means of my novel ca'b indicator.

The rail 1 and the ties 2 are of the ordinary well "known construction, and on the inside of one rail, I secure a trip outrigger 4- by means of a plate" member 3. This trigger 4 is .of the construction illustrated and is fulcrumed to the track as indicated by :3 and the trigger is further provided at one end with an eye 6, to which is secured a weight 7 that works a casing 8. At its opposite end the trip is divided in a way tofform a forked portion 9 to guide and work in conjunction with my tension rail '10 at point 11 asshown in Figures 3, at and 5.

The rail 10 may be of any length or'construction compatilble withits purpose, and it will be noted that vonejai'l securing lever Figure 10 is a side elevation of the indi- 12 is of U-shaped form and is fulcrumed at 13 to the track and at 1 1 to the auxiliary rail 10. Manifestly this construction permits of upward and downward movement of rail with respect to the stationary traclr rail 1.

The ti -shaped link 12 isprovided with an eye at 16 to receive a cable that passes under a sheave 17 in the countersunk casing ,18'. itsopposite end the cable by preference is secured to the signal'panel of the ordinary construction used in conjunction with railroad signalling,

Assisting the link 12 in its otlice of supportingthe rail 10 is a U-shaped link 19 that in turn is fulcrumed at 2 0 to the track I and also to theauxiliary rail. 10 at 21 The This weig adjacent the rail 10. To assist. in the support of the rail 10 I provide equi-distant link 19 is secured to a'weight 22 at point nt 22 operates in, a casing 24 arms or .levers25 .andYwhen, expedient tho "well known guard rail 26 may be employed underside 01 between. the fra1ls1and 10 to care for the lateral movement of the train wheels.

elements of iny invention, I provide on the the pilot 28 of the engine a shoe 1 ,27 which permits the smoothpassage'of. the

pilot (the lowest portion of a. tr'ain with respect to the ground) overthe trip 1 and rail 10,

Thisprecautionof providing a shoe 27 is due to the factthat actuation of thesprings of the. eng ne caused by various levels of the track. 1- would bring about contact of the. pilot and raillO and consequent injury to the device.

It will be seen that I provide on the well known arch bar; of the tender a-loar 30 and thislbar extends across .the tender to the side oppositeto that shown in Figure 1. ,To this bar I secure a valve 31 that comniunicates withthe main air signal pipe 32 by means of a short length flexible hose 33.

'Tlie connection' ofashorthose33 and pipe closediposition. L L As clearly shown In 32 is theusual one ofa T coupling 34, [This construction; permits the compressed air in pipe 32 to enter a chamber (Fig. 6). and

hence the valve port 36 is held in a normally I comprises the two boltedv sections secured to 'eachother at 37, and provided. hangers 38 that-are bolted to'the valve. In their lower ends the hangers receive a. 2 bolt; 39that in turn acts as a fulcrum point for a depending arm 40.. This arm is retained in its inoperative position by a spring clip,11 thatvretains the arm #10 incontact :with avalve 42 at the point 4:3 thereof.

,The, valve 42 is provided with :the curved lower. portion as illustrated and at its lower end the v arm 10 is provided with a contact roller as (Figs. 6 and 7) that assures smooth by movement this a further protection to, the operatingthe tension spring 66.

Figure 7 the with the I operation'of thevalve e2 upon contact with the rail 10. lVhen the valve 41-2 is moved upwardly by arm :0 the valve 36 wlll be unseated and this will compress a spring i5 that abuts against the piston of valve 36 and is arranged in. the valve casing 31. Upon upward movement of the valve 36 compressed air in chamber 35 enters the chamber 16 and passes through the pipe 47 that is connected to a short flexible hose 18 (Fig, 1). This, hose iSis secured to an auxiliary con du'it39that is arranged in and securedto the actuating casing 50 of a visual indicating device 51 (Fig. 9).

- The indicator 51 comprises a casing 52 in which are arranged in suitable manner a series of rollers 53 and revolving onuthe rollers 53 is an endless belt or tape 5 1 (preferably of steel) having apertures 55' so constructed and7arranged that they on '53 has a small spur gear 58 fittedtheretoto engage with the'ratchet pawls 59 that are fulcrumed at 60'to the arm 61 which in turn is fulcrumed to the casing 52 at the point '62. The lever 61 has a lower portion 63.

with apertures and at 65 I arrange the brace member that receives'the pin 60 and in 67 the latter pini' b'eing referred to later in the description the teeth of the spur wheel 58 by means of p At 67 the arm 61 is connected to a piston rod 63 of the piston 69 which is retained in the actuating oylinder '50. i p

In the practical use of the invention the In order to prevent retrograde rotation of a the tape,- I retain thepawls 59 securelyin ioo tension rail 10 is secured to the track along theleft hand rail and connected to a' signal by the cable 15 adjusted ina suitable manner so that when the signal arm indicates clear the cable-pulls down the rail 10 level to thc rail 1 byniean's of leverl12 and lifts the weight 22 and holdsit to that position to, prevent contactwith lever 40 of valve 31 of the passing-train. l/Ianifestl'y the tripl will be operated at every passage of the train thereover, and sa d trip is'r'e'turned to its normal (inoperative) 'position by means of the weight 7. The trip is only in a depressed position when a train passes thereover and at all other times is in the'position 1 shown in Figure 1. The weight assists in not only returning the trip to said position,

but, in maintaining it in said position,

When the signal arm is at stopthe cable" 15 is loose or slack to allow the tension rail 10 to rise automatically to the required posi tion due to the weight 22 falling. The trip 4 is held to its position by the weight 7 and said trip always makes contact with lever 40 of valve 31 to register the passing of the signal on the indicator 51. Should the signal be at stop the rail 10 as well as trip 4 will likewise be elevated and the contact of lever 40 of valve 31 with both trip 4 and rail 10, lifts the valve portion 36 permitting air to pass from the train pipe 32 through chamber 35 to chamber 34 and thence through hose 48 and auxiliary pipe 49 to actuating cylinder 50 of the indicator 51 which actuates piston 69 and ratchet 59 to rotate spur 58 to change name plate of the indicator. When the signal is set at clear manifestly the trip 4 will contact with roller 44 of lever 40 of valve 31 that communicates with the well known signal pipe line. Said signal pipe line, for purposes of clearness, is that by which a conductor signals to the engineman. The trip flashes a short audible signal to the engineman and indicates to him that all is clear also it operates the station or position indicating means. However, when the signal is set at stop the rail 10 as well as trip 4is raised above the rail 1, which long rail 10 prolongs the audible signal. It should be borne in mind that in order to distinguish between certain conditions that prevail different lengths or duration of audible signals must be employed and hence the provision of the trip 4 for short signals and rail 10 for long ones.

The audible signal referred to in this specification is the well known'whistle or air actuated signal by which the conductor by pulling the train cord transmits signals to the engineer and therefore illustration of this signal is deemed unnecessary.

The air valve is operated by every contact with the mechanism and as contact with trip 4 (Fig. 4) would be short the added provision of rail 10 with trip 4 in operation (Fig. 3) is to prolong the signal by keeping the valve open a longer period of time. The said opening of the valve permits air to escape from the main signal pipe reducing the pressure, which operates a whistle in the cab of the engine, and which is a part of the present and well known system of train signalling, and my invention is an addition to said system of train signalling for the purpose of connecting visual signals automatically. In the code of signals that Y are used by trainmen for difl'erent purposes, distinction is made by the length of the blast or whistle, for instance 2 long and 2 short blasts; 1 long, 2 short and 1 long; 1 long; 1 short, and hence the advantages of this device will be apparent. The addition of this device to the signalling system will add materially to the safe operation of a train.

Immediately after passing over ,trip 4 and rail 10 the lever 40 returns to its normal position, the'spring 45 pressing portion 36 to its seat and opens port 70. The spring 71 pressing back the piston 69 to normal position discharges air through port 70 and the device is ready for a subsequent oper ation.

I would distinctly have it understood that the device is intended for use on all forms and styles of railway equipment either steam or electric and the elements entering in to the invention may be of any size and material and embrace any departure in construction as fairly falls within the scope of the claim.

li lanifestly the safety features of "my construction are readily apparent to those skilled in the art and because'of the simple and positive operation of the device is a material factor in railroading irrespective of weather conditions.

Likewise the device may be readily and inexpensively installed and maintained and comprises no delicate parts, such as are liable to get out of order after a short period of use.

Having described my invention, what I claim and desire to secure by Letters Patent is In an automatic signal device, the combination of a railway track, a trip fulcrumed adjacent the inside of one rail thereof and normally resting above the rail, an auxiliary rail normally resting below the level of the track and movable upwardly and downwardly with respect to the track and being arranged in the same plane as the trip and in advance thereof with respect to the direction of travel of a train, a valve secured to the train for cont-rolling passage of air to the main signal line of a train, a visual indicator arranged on the train. an arm secured to the valve and depending therefrom, and a signal arm arranged adjacent the track and connected with the auxiliary rail for elevating the same above the track to cause contact of the arm of the valve with the auxiliary rail to actuate said valve.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

CHARLES J. MILLER. -Witnesses:

' L. M. CnANFoRD, J. W. COOKRELL'.

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