US340756A

US340756A - Eailwat signal

Info

Publication number: US340756A
Authority: US
Publication date: 1886-04-27
Anticipated expiration: 1903-04-27

Description

(No Mode 1.) 2 Sheets-Sheet 1;

J. B. BATTY RAILWAY SIGNAL.

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2 Sheets-Sheet 2.

J. B. BATT.

RAILWAY SIGNAL.

(No Model.)

No. 340,756. Patented Apr. 27, 1886.

UHF H H 1 H H H N, FEI'ERS. PhutoLiflwgr-Jpher, Washington. D. C.

UNITED STATES PATENT OFFICE.

JOHN B. BATT, OF BUFFALO, NEW YORK, ASSIGNOR TO THE BATT RAIL- WAY CROSSING SIGNAL COMPANY, OF SAME PLACE.

RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent N0.340,'756, dated April 27, 1886.

Application filed January 19, 1885. Serial No. 153,241. (No model.)

To aZl whom it'may concern.-

Be it known that I, JOHN B. BATT, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented new and useful Improvements in Railway-Signals, of which the following is a specification.

This invention relates to that class of railway-signals which are applied to the locomotive, and designed to give notice of a locomotive or train approaching a street-crossing or other place where the track is liable to be obstructed. It is desirable that such signals should be sounded at a suitable distance from the street-crossing in approaching the latter, and that no signal should be sounded after the locomotive has passed the crossing, in order to avoid confusion, and that this should be the case whether the locomotive approaches the crossing from one side or the other, and also irrespective of the fact whether the locomotive runs forward or backward.

The object of my invention is to so construct the devices whereby the signal apparatus is automatically actuated that the signal will be given at the proper place under these varying circumstances; and my invention consists to that end of the improvements which will be hereinafter fully described, and pointed out in the claims.

In the accompanying drawings, consisting of two sheets, Figure 1 is a longitudinal sectional elevation of the rear end of a locomotive provided with my improvements. Fig. 2 is a sectional elevation, on an enlarged scale, of the lower portion of the signal mechanism. Fig.

3 is a fragmentary view of the tripping-levers at right angles to Fig. 2. Fig. 4 is a sectional top plan View of the lower portion of the signal mechanism. Fig. 5 is a rear elevation, on an enlarged scale, of the lower portion of the signal mechanism. Fig. 6 is a sectional elevation in line as 00, Fig. 5. Fig. 7 is a plan of the track, showing the location of the stops on both sides of the crossing.

Like letters of reference refer to like parts in the several figures.

A A represent the rails of the track, and B B and O 0 stops secured to the inner sides of the rails and projecting slightly above the tracks of the rails. The stops B O are arranged upon the rail A on one side of the crossing or other place on the track before reaching which a signal is to be sounded, and the stops B O are arranged upon the rail A on the opposite side of the crossing, as clearly shown in Fig. 7. The stops are each formed on a plate, I), which serves the function of a fish-plate, and whereby the stop is firmly secured to the rail.

D represents a steam-whistle, which may be arranged above the cab, as shown in the drawings, or in any other convenient place upon the locomotive.

(1 represents an arm secured to the plug of the whistle D, for the purpose of turning the plug, and 6 represents a rod which extends from the end of the arm d downwardly through the cab, and is connected at its lower end to a rod, 6, by a pivoted lever, 6 The rod 0 is connected to an arm, f, secured to a rockshaf't, F, which latter turns in bearings G, secured to the under side of the rear platform of the locomotive.

H H represent two arms mounted loosely in a depending position upon the opposite ends of the shaft F, so that their lower ends will come in contact with the stops B B on the track as the locomotive passes over the same.

The arms H H are hung upon the shaft F in such manner that each arm will be rigid in one direction and turn the shaft F upon striking one of the stops, and will be movable or yielding in the opposite direction and turn on the shaft without turning the latter upon striking one of the stops. This peculiar movement of the arms H H is effected by means of two arms, h h, which are keyed or otherwise rigidly secured to the shaft F, and are each provided with shoulders or steps If. The stop h of the arm h is arranged on the rear side of the arin H, and the stop h of the arm h on the opposite or front side of the arm'H, as clearly shown in Figs. 3 and 5, so that as the locomotive moves forward the arm H, upon striking the stop B on the track, will come in contact with the shoulder k of the arm h and turn the shaft F, and as the locomotive moves backward the arm H, on striking the stop B, will come in contact with the shoulder h of the arm h and turn the shaft.

I represents a similar rockshaft, arranged in rear of the shaft F and journaled in bearings I, secured to the bearings G. The shaft I is connected to the shaft F by arms i 2, secured, respectively, to said shaft, and a link, '5, which connects said arms in such manner that the movement of the shaft F is imparted to the shaft I. The shaft Iis preferably shorter than the shaft F, and is provided at its ends with two arms, J J, which are keyed or otherwise rigidly secured to the shaft I. The arms J J are secured to the shaft I in such manner that the lower ends will come in contact with the stops 0 0 when the arms stand'in a vertical position, and thereby rock the shafts I and F; but when in an inclined position, as shown in Fig. 2, the arms J J will clear the stops 0 K represents an arm rigidly secured to the shaft F, and provided with a segmental stop, K, which surrounds the shaft I, and limits the movement of the shaft F when turned by the tripping-levers H H or J J. The stop K is provided with a spring, k, which bears against the shaft I and retains the shaft F in the position it assumes when the signal is closed. As the shaft F is turned by the tripping-levers H H or J J coming in contact with the stops on the track the segmental stop K is raised or lowered until the end of the stop comes in contact with the shaft I, when the further movement of the shaft F and tripping-levers is arrested.

The operation of the device is as follows: Upon approaching the crossing from the right in Fig. 7 the arm H comes in contact with the stop B on the rail A, forcing the arm h backward and turning the shaft F. As the shaft F is turned the plug dot the whistle is opened by the rods 6 6, thereby sounding the signal. The movement of the shaft F is transmitted to the shaft I by the links 2' 1" 6 there by causing the arm J to assume a vertical position. As the locomotive moves forward, the arm J strikes the stop 0 and turns the shafts I and F back to their formerposition, thereby closing the plug d and stopping the signal. W hen the locomotive passes beyond the crossing, the arm H comes in contact with the stop B, and passes over the same without turning the shaft F, and consequently without sounding the signal. If the locomotive should return in backing up, the arm H will come in contact with the stop B in an opposite direction, and move the arm h, thereby turning the shaft F and sounding the signal, and at the same time move the arm J in a vertical position tostrike the stop 0 as the locomotive approaches the stop and turn the shafts F I and close the signal. In this manner the signal is sounded under all circumstances at the proper point before reaching the crossing, and no signal is sounded after passing the crossing.

By arranging the stops (7 and O at a greater or less distance from the stops B and B the signal can be sounded any given length oftime; or, if desired,a series of signals may be given by arranging two or more pairs of stops at suitabledistances apart upon the track.

The stops B B and tripping-1evers H H are arranged close to the inner side of the rails A A, and the stops 0 O and levers J J are arranged inside of the stops B B and out of line with the levers H H, in order that the levers H H will not strike the stops G G, or the levers J J come in contact with the stops B B, as clearly shown in Fig. 5.

I am aware'that a movable stop attached to the track and an actuating arm or lever mounted loosely on the engine or vehicle to which the signal apparatus is applied and operating the signal apparatus on striking the stop in one direction, and passing loosely over thestop in an opposite direction, is not new, and I do not claim such construction, broadly.

I claim as my invention 1. The combination, with the shaft F and the signal apparatus operated by said shaft, of an arm or lever mounted loosely upon said shaft, and a stop rigidly secured to said shaft and adapted to bear against one side of the arm or lever, whereby the latter will turn the shaft in one direction and move loosely on the shaft in an opposite direction, substantially as set forth.

2. The combination, in a railway signal ap paratus, of an actuating-arm mounted loosely on the engine or vehicle to which the signal is applied, an arm, h, connected with the signal apparatus to open the signal when the arm H is moved in one direction, and not operated by the arm H when the latter is moved in an opposite direction, and an arm, J, connected with the signal apparatus to close the signal, and placed in an operative position by the arm H upon opening the signal,while the arm J places the arm H in an operative position upon closing the signal, substantially as set forth.

3. The combination, in a railway signal apparatus, of an actuating arm, H, mounted loosely on the engine or vehicle to which the signal apparatus is applied, an arm, h, connected with the signal apparatus to open the signal, and operated by the arm H when the latter is moved in one direction, and not operated when said arm is moved in an opposite direction, an arm, J, connected with the sig nal apparatus to close the signal, and placed in an operative position by the arm H upon opening the signal, and similar arms, H, h, and J, which are operated in like manner when the engine or vehicle moves in an opposite direction, whereby the signal is opened and closed automatically before reaching the point to be signaled, whether the engine or vehicle moves backward or forward, substantially as set forth.

4. The combination, with the shaft F and IIO the signal apparatus operated by said shaft, of arms H H, mounted loosely upon said shaft, and arms h h, rigidly secured to said shaft, and provided with stops hh, arranged on op posite sides of the arms H H, whereby the arms H H are adapted to turn said shaft in one direction and to move loosely on the shaft in an opposite direction, substantially as set forth.

5. In a railway signal apparatus, the combination, with the shafts F and I, of anarm, H, mounted loosely on the shaft F, arms hand a, rigidly secured to the shaft F, and arm a, rigidly secured to the shaft I, a link, i, connecting the arms i i, and an arm, J, secured to the shaft I, substantially as set forth.

6. In a railway signal apparatus, the combination, with the shafts F and I, provided with actuating-levers H and J, of a segmental stop, K, secured to the shaft F, and adapted F is imparted to the shaft I, and the arms J J caused to change their position, substantially as set forth.

Vitness my hand this 20th day of December, 1884.

JOHN B. BATT. Witnesses:

O. F. GEYER, J NO. J. BONNER.