US336190A - Assigsoe op - Google Patents

Description

Patented Feb. 16, 1886.

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G. W. WHITED. AUTOMATIC RAILWAY TRACK KEY.

UNITED STATES PATENT EEicE.

CHARLES WV. \VHITED, OF BATTLE CREEK, MICHIGAN, ASSIGNOR OF ONE-HALF TO W. H. PETTIBONE, OF SAME PLACE.

AUTOMATIC RAI LWAY-TRACK KEY.

SPECIFICATION forming part of Letters Patent No. 336,190, dated February 16, 1886. Application filed June 11, 1884. Serial No. 134,593. (No model.)

which acts to throw upward the standard I) screw-bolts connected with the flanges of the To all whom it may concern:

Be it known that I, CHARLES \V. \VHITED, when the same has been forced down to alevel a citizen of the United States, residing at Batwith the top of the rail. tle Creek, in the county of Calhoun and State 6 indicates the fulcrum, near the outer end 55 of Michigan, have invented an Improved Auof lever D, which fulcrum supports a short tomatic Electric Railway-Track Key, of which secondary lever, 1, having near the upper the following is a specification. end a connection with a third arm or lever, 8,

My invention relates to the giving of electhe levers s and 1' turning upon the fulcrums tric signals by trains while in motion; and it e c. The lever E,which is shown in the back- 60 IO consists ofacircuit-governing mechanism conground in Fig. 2, is likewise connected with nected with the rails of the track and operated two short levers, which turn on the fulcrums by the weight of the train, said mechanism at and m. The view given in the drawings being so constructed and arranged as to belimonly makes it possible to show the first of ited in its operation to the action of trains gothese secondary levers, the same being indi- 65 ing one way only. cated by a".

I have illustrated my invention by the 210- w and w indicate the screw-bolts which secornpanying drawings, in which Figure 1 is a cure and hold in position that portion of my cross-section of Fig. 3 on line 1 1, showing automatic track-key shown by Fig. 1. particularly the parts of my improved con- 3 indicates likewise a screwbolt, which 70 '20 struction relating to the opening and closing holds in position the lower end of the spring N. of the electric circuit. Fig. 2 is likewise a secat indicates an arm connected with the lever tional view on line 2 2 of Fig. 3, showing the C by screws or other suitable means, and exconnections at one end between the rock-shaft tending outward, so as to form a support for and the railroad-track. Fig. 3 is a plan or the binding-post n. The under side of this 75 top view of my improved automatic electric arm in carries a point, of platinum or other track-key, all the parts being shown. suitable metal, a, which forms one of the ter- Like letters refer to like parts throughout minals of the circuit. As will be seen, one of the several views. the wires of the circuit is likewise connected A indicates the rail of the railway-track. with the binding-post a. it indicates a sec- 80 B indicates a rock-shaft, which is held in 0nd button,which carries a point of platinum position by the arms 1* and r, which arms are or other suitable metal, it, thus forming the bolted or secured to the rail A by the bolts second terminal of the circuit. As will be a: x 00 00 seen, one of the wires of the circuit is like D and E are levers extending from the rockwise connected with this button n. 8 5

shaft beneath the rail of the track, said levers It indicates a bent arm, connected with or sebeing operated by the standards a and 0, excured to the rock-shaft B, which at its inner tending up through the rail of the track, said end supports the binding-post 0 and another levers havinga connection with the rock-shaft terminal of the circuit formed by the point through secondary levers. o, of platinum or other suitable metal. As 90 C indicates the central lever of my device, will be seen, beneath this terminal is another which is likewise placed beneath the rail of button or terminal-holder, 0, which supports the track. This lever C turns upon the fulthe terminal a. One of the circuit-wires runs cruin h as the outer end is thrown downward to the binding-post 0. The button 0 has likeby the pressure of the standard b, which likewise connected therewith one of the wires of 5 wise extends up through the rail of the track the circuit. The circuit wires which have far enough to project slightly above, as shown been referred to are indicated by z, 2', a and z. in the drawings. The levers D and E like- As an inspect-ion of the drawings will show, wise turn upon fulcrums, the fulcrum d of arm the arms 1' and 1'', together with the parts im- D being shown in Fig. 2. mediately connected therewith, as shown in mo Nindicates a spring, which is placed be- Fig. 2, are supported or held in position by neath and connected with the lever C, and

support, I preferto support the same by means of a block of wood or other non-conducting substance. As previously stated,the construction which I have shown is capable of being operated by trains going in but one direction.

The operation of the mechanism described is as follows, the direction of the train being indicated by the arrow shown in connection with Fig. 3: WVhen the first wheel of the train comes in contact with the standard a, which extends up through the rail A about one-sixteenth of an inch, or far enough to answer the desired purpose, the weight of the wheel forces said standard adownward until it is even with the rail of the track. This standard, resting upon the lever D, near the outer end, as shown in Fig. 2, forces said arm downward, the same turning upon the fulcrum (Z, which causes the opposite end of said lever to be forced upward, thus carrying with it the short levers sand r which turn on the fulcrums e and c, the action of the short arm 8, which is connected with the rock shaft B, being to turn said shaft B outward as far as the movement of the levers D, r, and s will permit. The effect resulting from this partial turning of rock-shaft B is to cause the arm to be raised, and to lift with it the binding-post 0 and the terminal 12, or to separate the electrodes 1: and c, and thus open the circuit at that point of connection.

The next step in the operation of my device is produced by the pressure of the wheel of the engine or car as the same comes in contact with the standard b, which likewise extends upward through an opening in the rail of the track a-sixteenth of an inch, or such distance as may be suitable to accomplish the desired effect. As the standard 12 is pressed downward to a level with the surface of the rail, it forces downwardthe outer end of the lever O, which turns upon the fulcrum h, the effect of this turning of the lever 0 upon its fulcrum being to raise the opposite end,which supports the secondary arm m, which carries the hinding-post n and the terminal to. The upward motion of the secondary arm on causes a sep aration of the electrodes to and u, wh ich breaks the circuit, and gives such signal as may be desired through the circuit-wires.

The third step in the operation of my automatic railroadtrack key results from the pressure produced by the wheel of the engine or car coming in contact with standard 0, which likewise extends upward through the rail of the track a sufficient distance to admit of its being forced downward far enough to cause the lever E, upon which the said standard rests, to turn upon its axis, the result being that the outer end of said lever D is raised or elevated, which in turn carries upward the two short levers connected therewith, which short levers are placed in the position shown in Fig. 2, the second of said short arms being connected with the rock-shaft B. As will be seen from an inspection of Fig. 2, in view of the manner in which said short arms are secured together, the result of this upward movement will be to give an inward motion to the rock-shaft B, which throws downward the arm k and brings in contact the electrodes '0 and 1;, which were separated by the opposite motion of said rockshaftB when the first wheel of the train came in contact with the standard a.

It will be evident that the secondary levers connected with the levers D and E should be of such length and so adjusted for turning upon their respective fulcrums as to cause the turning of said rock-shaft in one direction to be the same as the turning of the same in the opposite direction. The dimensions of the parts which I have shown and described may be varied; but I prefer to make my complete device of a length of about thirty-six inches. I likewise prefer to make the rock-shaft B of round iron having a diameter of about one inch. The lever D, I make of bar-iron, of the dimensions of about one inch by half an inch, having a length of ten inches. The lever E, I make of corresponding dimensions, with the exception that itis about an inch longer, as it has to extend outward beyond the rock-shaft. The arms r and 1", which are secured to the under side of the rail of the track, and which support the rock-shaft, I prefer to make of iron of the width ofabout two inches and ofa thickness of aboutlialf an inch, the length of said arms being about ten inches, as they necessarily have to correspond in length with the levers D and E. I

While I have shown a construction adapted for the use of a closed circuit, it will be evident to any electrician that by reversing the terminals and changing the connections be tween the wires of the circuit a like result may be secured by the use of an open circuit. All of the parts mentioned may be made of steel or other suitable metal.

I am aware that various constructions have been invented and patented, which are capable of use for the purpose of giving anclectric signal automatically by means of trains while in motion; but as far as my research has eX- tended I am not aware that any construction has been devised which embodies the mechanism herein described, or which secures the result stated as effectively as attained by By the operation of the parts as described I am enabled to give any desired signal, or to sound analarm as each train passes over the track. I have stated that my construction is capable of being used in connection with trains going one way only. It will be readily seen that this is due to the fact that should a train approach from the opposite direction, and first come in contact with the standard 0, the result would not be the separation of the electrodes 22 and c, as is the case when the first contact is with the standard a. The terminals '0 and 0 being in contact,and being incapable of separation by the action of stand- IOO IIO

ard c, the operation of the standard I), when depressed, would not break the circuitor, in other words, would fail to give the signal desired. This explanation I think will suffice to show that the construction shown is only capable of being used by trains going in one direction. The spring N, which acts to force upward the standard I), when pressed downward by the weight of the train, operates also to preventsaid standard from being forced downward by any light weightsuch as a hand-car or a person walking on the track.

It will be seen that by the operation of the mechanism described a succession of signals will be sent to the signal-station during the entire time occupied by the train in passing over my electric railway-track key. The particular application, however, for which the construction shown is designed is to have the first signal operate to stop a clock in the signal-station. \Vhen thus applied, the subse quent signals during the passage of the train have no effect. The method by which I cause the first signal which reaches the signal-station to stop a clock as well as to sound an alarm I have described and claimed in a sep arate application.

The mechanism which I have shown should be placed within a case or box for the purpose of protection.

Having thus described my invention both as to its construction and operation, whereby I am enabled to secure a superior result in a manner which is highly practicable as well as durable, what I claim, and desire to secure by Letters Patent, is

1. In an automatic electric railway-track key, the combination, with a signaling-oil cuit having double sets ofseparable terminals, of the track-rail, a circuit-breaker for the first set of terminals, a circuit-breaker and automatic closer for the second set of terminals. and a circuitcloser for the first set of terminals, located consecutively along the track, and operated by the passing trainwheels, whereby a signal will be given by the passage of the train in one direction only, substantially as shown and described.

2. In an automatic electric railway-track key, the combination, with an electric signaling-circuit having double sets of separable terminals, of the track-rail, a rock-shaft hearing one of the first set of terminals, two depressible standards, the upper ends of which are in line with the tread of the car-wheels, and whose lower ends connect by reverse sysl tems of levers with the rock-shaft, a depressible standard intermediate between the first two, and a spring-lever connected with said latter standard and bearing one of the remaining set of terminals, whereby upon the passage of a wheel over the track in one direction the first set of terminals will separate, then the second set separate,and again contact with each, and finally the first set contact with each other, substantially as shown and described.

3. In an automatic electric railway-track key, the combination, with the track-rail, of depressible standards, the upper ends of which are in line with the tread of the passing trainwheels, a rock-shaft bearing one terminal of an electric circuit, and reverse systems of levers connecting the lower ends of the separate standards with the rock-shaft, whereby the passage of a wheel over the track will rock the shaft alternately in opposite directions,

separating and approaching the terminals,

substantially as shown and described.

4. In an automatic electric railway-track key, the combination, with the track-rail, of supporting-arms attached to said rail, a rockshaft loosely journaled within said arms, reverse systems of levers attached to opposite ends ofthe shaft,depressible standards extending above the track-rail and resting, respect ively,upon the free end ofeach set oflevers,and a closed electric circuit having separable terminals, one of said terminals being fixed and the other connected with an arm depending from the rock-shaft, substantially as shown and described.

5. In an automatic electric railway-track key, the combination, with the track-rail, of a signaling-circuit, a circuit-breaker, a circuitcloser, and an intermediate automatic signalkey, the operating-levers of the three devices extending within the range of the passing train-wheels, substantially as shown and described.

6. The combination, in an electric automatic track-key, of the rail A, the standard I), the lever O, the fulcrum h, the spring N, the screws 20, w, ands, the secondary arm m, the binding-post a, the button n, the electrodes at and u, and the circuit-wires 2 and z all arranged substantially as described, and for the purpose specified.

CHARLES \V. \VHITED.

\Vitn esses:

FREDERICK O. GooDwIN, A. M. STOUT.

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