US292744A - g-assett - Google Patents

Description

(No Model. 2 Sheets-Sheet 1.

0. GASSETT. I I ELECTRIC SIGNALING APPARATUS FOR RAILWAY GROSSINGS.

Patented Jan. 29,1884; I

[nae/afar (No Model.) I v 2 Sheets-Sheet 2.

O. GASSETT. V ELEGTRIG SIGNALING APPARATUS FORRAILWAY GROSSINGS- Patented Jan; 29, 1884.

/ z. WITNESSES: INVENTOR ()scaraasseh 1 ATTORNEYS UNIT D STATES PATENT Gimme. A

osoAR GASSETT, or BOSTON, MASSACHUSETTS, ASSIGNOR r'o UNION SWITCH AND SIGNAL GOMPANY, or PITTSBURG, ENNSYLVANIA.-

ELECTRIC SIGNALING APPARATUS FOR RAlLWAY-CROSSINGS.

SPECIFICATION forming part of Letters Patent No. 292,744, dated January 29, 180

v Application filcd hl'arch 26, 1883. (X model.)

To all who/72 it may concern.-

Be it known that I, OSCAR GASSETT, a citizen of the United States, and a resident of Boston, in the countylof Suffolk and State of Massachusetts, have invented certain new and useful Improvements in Electric Signaling Apparatus for Railway-Crossings, of which the following is a specification.

My invention relates to a system of signal ing apparatus for the protection of trains from collision at crossings or intersections of different lines of railway upon the same level, commonly termed grade-crossings.

The object of the invention is to enable a locomotive, car, or train approaching such crossing from either direction and upon either end of said intersecting lines of railway to automatically actuate electrical circuit breaking or'controlling apparatus, whereby signals will be given at certain signaling-points situated at a proper distance from the crossing in both directions upon the intersecting line, whereby the crossing-point may be guarded against the approach of another locomotive, car, or train upon the intersecting line of railway, which might, if allowed to proceed, lead to a collision between the two at the point of crossing.

To this end my invention comprises certain signaling-points established at a suitable dis tance from the crossing in each direction upon both of" the intersecting railways, together with apparatus at each signaling-point actuated or controlled by electro-magnetism in accordance with the position or movement of trains upon the other railway, by which means the'approach to and passage over the crossing of a locomotive, car, or train having the right of way'upon either line will automatically give signals to any train not having the right of way which may be approaching in either direction upon the intersecting line. The invention also comprises means for preventing the actuation of the signaling appara- 4 5 tus by the passage of a loco1notive,car, ortrain in eitherdirection while receding from the crossing.

The particular subject-matter claimed as new will be hereinafter specifically described, and pointed out in the claims. p In the accompanying drawings, Figure 1 is condition when no train is passing upon either 0 railway. Fig. 2 is'a similar diagram, in which the position of the several parts of the apparatus caused by the approach of a locomo tive to the crossing upon one of the railwaylines is illustrated.

Referring to the drawings, A A represent one and B B the other of two intersecting railway-lines, and G the point of crossing or intersection. Signaling-points are established at a suitable distance in each direction from the crossing-say one thousand five hundred or two thousand feetupon both railways, it being understood that no locomotive, car, or train is permitted to pass one of these signaling-points going in the direction of or toward the crossing until its engineer shall have received a signal denoting safety. I have herein illustrated and described one system of signals which may advantageously be employed. namely, stationary, visual, or semaphoric Sig-- nals of suitable and well-known character. A conventional representation of such signals is shown at S, S S and S, each consisting of a banner or target, one part of which is white, signifying safety, and the other part is shaded, signifying danger. The operation of this class of signals is sufficiently illustrated by the simple devices shown in the drawings, consisting of indexes or pointers t, i, i and i, which are attached to the armatures of electro-magnets s, s (s and s", and by the attractive force of said electro-magnets, when magnetized, are held in a positionto point to the white portions of the respective targets, signifying safetyfilwhile upon the demag 5 netization of the electro magnets they are i drawnin'to a position pointing to the shaded part of the targets, signifying danger,. by Y the action of retracting-springsj, 3' j and j.

The particular form or construction of signaling appa'ratus forms no essential part of my invention. An audible or bell signal may be substituted for the visual signal; and it is not even necessary that the signaling apparatus should be permanently located alongside the track, as it may be carried upon the locomotive or train and brought into electric connection with the signaling electric circuits on the arrival of such locomotive at the signaling point.

The operation of my improved signaling system, as hereinafter shown, depends upon the action of circuit-breakers or circuit-closers controlled by the passage of locomotives, cars, or trains along the tracks. I prefer to employ for this purpose circuit-closers or circuit-controllers formed of insulated sections of track, of greater or less length, the construction and organization of which insulated tracksections are fully set forth in Letters Patent No. 129, 425, of F. L. Pope, dated July 16, 1872, and reissued October 21, 187 3, as No. 5,622, and also in Letters Patent of XV. Robinson, No. 130,661, of August 20, 1872, reissued July 7, 1874, as No. 5,958. These insulated sections of track each consist of two parallel lines of rails of equal length, insulated from each other by the non-conducting ties upon which they rest, each constituting a continuous electric conductor from one end of the section to the other, and such section is also separated from the adjacent seetion in each direction by means of insulated joints or splices, whereby each line of rails is rendered mechanically continuous, and at the same time electrically discontinuous.

In the drawings a short insulated section is introduced into each of the four tracks radiating from the crossing, and in the immediate vicinity thereof, as shown at a a", a a", I) b", and b" b. These four insulated sections need not extend farther from the crossing-point than is necessary to insure a train which has passed beyond them upon one line being clear of a passing train upon the intersecting line. One rail of each pair forming one of the insulated sections just described is electrically united with the others by means of conductors w 1020, and the remaining rails of each section are in like manner united by another set of conductors, :v a; A battery or other suitable electric generator, f has its opposite poles connected by wires or other conductors, 1 and 2, to the opposite rails of some one of the insulated sectionsas, for instance, I)" I). In like manner the terminals of an electro-magnet, m", are connected by conductors 3 and l with the opposite lines of rails of one of the sections, as b 1). Thus it will be understood that one pole of the battery and one terminal of the electromagnet are in connection with one of each pair of insulated rails of the four sections, and the other pole of the battery and the other terminal of the electro-magnet are in like manner in connection with the remaining rail of the pair constituting each of the four sections; hence in the normal condition of affairs a constant current from the battery f will traverse the coils of the electro-magnet on, maintaining it constantly in a magnetic condition; but if a conductingconnection of comparatively small resistance is established between the opposite insulated rails of either one of the four sections described, as by the presence thereupon of a locomotive, ear, or train, the current of the battery will be diverted or shunted from the coils of the electrounagnet and the latter will become demagnetized.

At a considerable distance away from the crossing, upon each track radiating therefrom, another short insulated section of track is inserted, as shown at a a, a a, Z) Z), and b These last-named sections are placed in the vicinity of, but preferably somewhat beyond, the respective signaling points, so that a locomotive, car, or train approaching the crossing will necessarily pass over the insulated section just before reaching the signaling-point. Each of these insulated sections is connected with a battery, as shown atc cff", and also with an electro-magnet, as shown at m, m m", and m"; Each electromagnet is normally traversed by a constant current from its corresponding battery, and each is demagnetized in the manner hereinbeibre described by the passage of a locomotive, ear, or train over its corresponding insulated section of track. The portion of each of the railwaytracks which intervenes between the signaling-point and the crossing-point consists of still anotherorthirdinsulatedsection of track, as shown at a a, a a, I) b, and I) 0. These are in like manner provided with batteries 0, 01f, and f, and also with electro-inagnets m", m, m, and m these eleetro-magnets and batteries being connected with the track-sections, as in the previous]y-described instances, so that the electro-magnct will be normally rendered magnetic by a constant current from its corresponding battery, which current will be diverted therefrom by the passage of a locomotive, car, or train, or any portion thereof, over any part of the insulated section of track.

The electro-magnets which actuate or control the indications of the signaling apparatus at the several signaling-points are actuated by independent electric circuits, which circuits are not directly connected with the track, but are operated by means of keys, which keys are in turn controlled by the trackcircuits. The signal-operating magnets appertaining to each of the two intersecting railways are actuated by separate electric circuits. For example, the signal apparatuses S and S guarding the line A A, are included in one electric circuit with an actuating-battery, E,and in like manner the signaling apparatuses S and S, guarding the line B B, are included in another circuit with a battery, E. These circuits may be traced as follows: from the positive pole of the battery E, by wire 5, to signal-operating magnet s, thence by wire 6 to contact-spring 1; of key K, thence by contact-stop h and wire7 to signaloperating magnet .9, thence by wire 8 to contact-spring k" of k ey K, thence to contact-stop h thence by wire 9 to electromagnetr, thence by wire 10 to key K, and thence by wire 11 to the-negative pole of the battery. In like manner the circuit of battery E may be traced from its positive pole, by wire 12, to contact-spring 7c of key K*, contact-stop h, wire 13, signal-operating magnet 8 wire 14, contact-spring of key K contact-stop h, wire 15, signal-operating magnet 8, wire 16, key B, and wire 17, to the opposite pole of the battery. 1 Each one of the keys K, K K, and K is provided with a locking device, the object of whichattachrnent will be hereinafter explained. It will suffice to describe the locking mechanism attached to the key K, as each of the others is fitted in precisely the same manner. The key K is retained in its normal position by the attraction of the electro magnet on for its armature, which armature is mounted upon one end. of the key-lever, and when the key is in this position the contact-spring 7c is held against the stop h, thereby keeping the signaling-circuit closed. When the electro-magnet m becomes demagnetized, and releases its armature, a retracting-spring, q, draws the key-lever away from its position of rest, and interrupts the signaling-circuit by separating the spring is and stop It. The armature-lever v of an independent electro-magnet in is placed at right angles to the-key-lever K, butin such a position with reference thereto that when its armature is released it is drawn back by the retracting-spring 0, thereby bringing. its projection or stop a into the path of a similar projection, 1), upon the key-lever K. It will be understood from the drawings that the stop a, when thus thrown into the path of the stop 1), will serve to retain the key-lever in position, whether its position is such as to open or to close the signaling-circuit. m releases its armature first and the electromagnet 121. last, then the stop a will fall in before the stop 1) and prevent the key from being closed until it is again withdrawn; but if the armature of the electro-magnet m is released first, then the stop a will fall in behind the stop and lock the key in position to hold the signaling-circuit open.

The operation of the signaling devices upon an intersecting track is precisely the same in all cases, irrespective of the particular railway or the particular direction upon or in which a locomotive or train is moved. For example,

. in Fig. 2 I have shown a locomotive upon the railway A A approaching the crossing, it being represented as having just passed the signaling point. When passing the circuit changer or insulated section of track a a, the

electro-magnet m has been demagnetized, re-' If the electro-magnet nali ng-points. Furthermore, the entrance of the locomotive upon the section a a. (where it is represented in the drawings) has released the armature o of the electro-magnet m, which has, in the manner hereinbefore described, locked the key K ina position to hold both signaling-circuits open, as represented in Fig. 2, notwithstanding that the train has passed off from the insulated section aa. 4 The 1000- tive is clear of the insulated section a a. Thus:

all the signals will continue to be retained in a position indicating danger until the locomotive has passed off from the section a a and entered upon the section a a, whereupon the electro magnet m will become magnetized and will attract its armature, closing the key K. and thereby restoring all the" signal'apparatuses at the respective signal: points to their normal condition, to denote safety, and permit the approach of a train upon the intersecting line B B, if required. During the time in which the locomotive or train is upon the insulated section if a, re ceding from the crossing, thearmature of the electromagnet m will be released, thus looking the key-lever K in its closed position in the manner hereinbefore explain ed,and thereby preventing the breaking of the signalingcircnit upon the demagnetization of the electro-magnet m, consequent upon the locomotive or train passing over the short insulated section A A Thus it will be understood that a locomotive, car, or train approaching the crossing O in either direction upon either one of the intersecting tracks will automatically give signals upon the other intersecting track, which will serve to protect the crossing from the approach'ot' trains in either direction thereon, and also, by the operation of the locking device, signals are prevented from being given when the locomotive, car, or train is receding from the crossing, and thereby the unnecessary blocking of the intersecting track is avoided.

I claim as my invention- 1. The combination,substantially as hereinbefore set forth, of four insulated sections of railway-track extending radially in difi'erent directions from a crossing-point and forming parts of two intersecting or crossing lines of railway, and electrical connections uniting the railway, whereby the presence of a locomo- IIS tive, car, or train upon an insulated section of either line will cause signals to be given in both directions upon the intersecting liner 2.; The combination, substantially as hereinbefore set forth, of four independently-insulated sections of railway-track extending radially in different directions from a crossing l respectively placed at asuitable distance from or intersection, a battery having one of its poles connected with one insulated line of rails of each of said sections, and its remaining pole with the other insulated line of rails of each section, an electro-magnet having its opposite terminals connected with the respective lines of rails of each section in the same manner as the poles of the battery, and signaling apparatus guarding each one of said radial sections of track at a suitable distance from the common point of crossing or intersection and controlled by such electro-niagnet,whereby the establishment of a direct electric connection between the opposite insulated lines of rails of one or more of said insulated sections will cause said electro-magnet to actuate said signaling apparatus.

3. The combination, substantially as hereinbefore set forth, of four insulated sections of railway-track extending radially in different directions from a crossing or intersection, an electro-magnet circuit-controller, which is actuated by the establishment of an electric connection between the opposite ends of rails of either of said insulated sections, signaling apparatus guarding each one of said radial sections of track, an electro-niagnet for controlling each of said signaling apparatuses, and one or more electric circuits traversing said electro-magnets and under control of said circuit-controller, whereby the presence of a loeomotive, car, or train upon either of said i11- sulatcd sections will actuate said circuit-controller, and thereby operate said signaling ap paratuses. Y

4. The coi'nbination, substantially as here inbefore set forth, of two intersecting or crossing railway-tracks, signaling-points upon each track guarding the approach to the crossing from each direction, an electro-magnet-controlling signaling apparatus at each of said signaling-points, two independent electric circuits, one of which circuits includes the elecire-magnets controlling the signaling apparatuses of one of the intersecting tracks, and the other the electro-niagnei's controlling the signaling apparatuses of the other intersecting track, and a circuit-controller actuated by comotives, cars, or trains passing over either or both said tracks at or near their common pointof intersection, whereby both sets of signaling apparatus may be simultaneously actuated through their respective circuits by a locomotive, car, or train approaching the crossing upon either track and from any direction.

5. The combination, substantially as hereinbei'ore set forth, of two intersecting or crossing railway-tracks, signaling-points upon one of said intersecting tracks, guarding the approach to the crossing from each direction, an electro-magnet-controlling signaling apparatus at each of said signaling-points, an electric circuit including both of said electro-magnets, and two circuit-controllers, which are themselves controlled by locomotives, cars, or trains passing overthe other intersecting track,

the crossing in opposite directions, each of which independently controls said electric circuit, whereby a locomotive, car, or train approaching the crossing in either direction upon one intersecting track will actuate or cause to be actuated signaling apparatus at the signaling-points upon the other intersectingtrack, guarding the approach to the crossing in both directions.

(3. The combination, substantially as hereinbci'ore set forth, of two intersecting or crossing railway-tracks, signaling-points upon one of said intersecting tracks, guarding the approach to the crossing from each direction, an electro-niagnet-controlling signaling apparatus at each of said signaling-points, an electric circuit including said electro-niagnets, two circuit-controllers actuated by locomotives, cars, or trains passing over the other intersecting track, respectively placed at a suitable distance from the crossing in opposite directions, each of which circuit-changers independently controls said electric circuit, and locking devices whereby the action of either of said circuit-changers is continued after the locomotive, car, or train has passed by it in the direction of the crossing.

7, The combination, substantially as herei 11- before set forth, of two intersecting or crossing railway-tracks, signaling-points upon one of said intersecting tracks, guarding the approach to the crossing from each direction, an electro-magnet-controlling signaling apparatus at each of said signaling-points, an electric circuit including said electro-magnets, two circuit-controllers actuated by locomotives, ears, or trains passing over the other intersecting track, an d respective] y placed at a suitable distance from the crossing in each direction, each of which independently controls said electric circuit, locking devices wherebythc action of either of said circuit-changers is continued after the train has passed by it in the direction of the crossing, and means for releasing said locking devices after the train has reached or passed the crossing.

S. The combination, substantially as herci n before set forth, of two intersecting or crossing railway-tracks, signalingpoints upon one of said intersecting tracks, guarding the approach to the crossing from each direction, an electro-magnet-controlling signaling apparatus at each of said signaling-points, an electric circuit including said electro-magnets, two keys, each independently controlling said circuit, and two independent electro-inagnets controlling the position of each of said keys according to the order in which they are respectivel y acted upon by circuit-controllers, accord ing to the direction of movement of a train, whereby the electric current which actuatcs the signaling apparatus upon one intersecting track will be interrupted when a train 011 the other intersecting track is approaching the crossing, but not when the train is receding from the crossing.

signaling apparatus, an electric circuit in which said electro-magnet is included, a key for controlling said circuit, a second electromagnet, whereby said key is normally kept closed, a spring for opening said key when the second electro-magnet ceases to act, a locking-lever, which, when thrown into the path of said key, acts to retain it either in its open or its closed position, a third electro-magnet which normally holds said locking-lever out of engagement with said key, and a spring which acts to throw said locking-lever into the path of said key when released by its own actuating electro-magnet, whereby said key is locked in an open or a closed'position, to display or conceal the signal, according to the order of time in which the second and third electromagnets are respectively actuated.

In testimony whereof I have hereunto suloscribed my name this 3d day of March, A. D.

OSCAR GASSETT. XVitnesses:

ALEX. P. BRowNE, J. HENRY TAYLOR.

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