US371670A - Railway-signal - Google Patents

Description

(No Model.) 3 sheets-smet 1.

E. M. CHASE.

RAILWAY SIGNAL.

No. 371,670. ,nl alxlted 001;. 18, 1887.

N. PETERS. Phwumugmpner. whmmm c.

(No Model.) 3 Sheets- Sheet 2.

'B M. CHASE RAILWAY SIGNAL.

No. 371,670. Patented Oct. 18,1887.

(No Model.) 3 Sheets-Sheet l3.

E. M. CHASE.

RAILWAY SIGNAL.

No. 371,670. Patented Oct. 18, 1887.

R AS* WWA/55555- //\/\/E/\/TD/ j O @5y/me.

- UNITED STATES PATENT EEicE.

FDVARD M. CHASE, OF BOSTON, MASSACHUSETTS.

RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 371,670, dated October 18, 1887.

I Application tiled December 16, 1886. Serial No. 221,788. (No model.)

To all whom, it may concern.-

Be it known that I, EDWARD IWI. CHASE, a citizen of the United States, residing at Boston, in the county of Suffolk and State of Massachusetts, have invented certain new and useful Improvements in Electro-Mechanical Alarm Apparatus for Railway-Crossings; and l do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters or figures of reference marked thereon, which form a part ofthis specification.

This invention relates to signal apparatus for railwaycrossings, especially that class provided with an alarm-gong to be sounded previous to and continued until the arrival of the train at the crossing to give warning of its approach in advance of and prior to its pas sage at said crossing.

Theimprovements embodied in my invention consist of three essential features-first, the mechanism for actively releasing the gongactuating apparatus, and operated electrically by the passage of a train past a generator l0- cated at any desired distance in advance of the crossing; secondly, in the combination,with a primary lever arranged in parallelism and in close proximity-to the track at a point opposite thedanger-signal apparatus, ot' stop mechanism,whereby contact of the first wheel ofthe train serves to stop the gong from further action and renders it inactive, or,in the event of the train stopping before its arrival at the crossing, of mechanism by which the gong shall be automatically stopped; thirdly, in the peculiar arrangement of mechanism for winding the clockwork to operate thegong,in combination with the primary lever before mentioned, which is actuated successively by the wheels of a train until the spring of the clocktrain is completely wound up, when the lat'- ter is left in readiness to impel the gong to give the alarm and indicate the approach of the next succeeding and passing train.

The drawings represent, in Figure l, an end elevation of a signal apparatus embodying my invention. Fig. 2 is a sectional elevation on line x :c of Fig. l in direction of arrow l.

Fig. 3 is a similar' view of the upper portion on line a: x in direction of arrow 2. Fig. 4 is an enlarged of the toothed sectoral rockerplates, showing the reverse side of that represented in Fig. 2. Fig. 5 shows the mannerof mounting the gong-hammer. Fig. 6 isaview of the rotary pin-pallet for actuating it, said figure showing also certain proximate devices. Fig. 7 is a perspective view of the apparatus, showing only'the upper portion; and Fig. 8 represents a detail View ot' the devices shown in Fig. 6, looking to the left.

In the above-mentioned drawings, A repre sens a hollow post disposed alongside a railway-1ine, one rail of which is shown at B, and to be placed in close proximity to a gradecrossing, station, or other locality where it may be desirable or necessity exists that the public should be warned of the approach of a coming train. Said post is surmounted by a b ell or gong alarm, C, while to one side thereof and attached at a peint conveniently accessible for repairs is secured a frame, D, to contain the operative parts of the apparatus. Said frame, in order to protect the mechanism from the weather, may be suitably exteriorly sheathed, preferably with sheet metal of some description.

The'apparatus for causing the hammer ato strike the bell O consists 'of a train of gears and pinions lnounted upon the shafts b c d e. This latter and uppermost one is further provided with a fan-regulator, E, which engages a gravity-latch, F, affixed upon thc rockershaftf, and in connection with the arm h, also mounted thereon,serves t0 lock the clock-work mechanism and prevent it from operating, eX- cept at cert-ain desired intervals of time. The free end of this locking-arm 7L is furnished with a lateral stud, t', which interlocks with a slot, j, formed in the periphery of the disk I, the latter secured upon the shaft c,- hence when the gravity-latch is in engagement with the fan-regulator E the stud t' of the arm h has dropped into the slot j, and the clock mechanism with which said regulator operates is held inactive or stationary.

Movement of the rock-shaft f to disengage the latch Ffrom the fan is effected by means of the armature g, oppositely secured upon said shaft, and is adapted to cooperate with the ICO 5 so called, and operated by the passage of a train. This generator may be ot' any desired form; but I prefer that shown and fully described in an application ofxnine tiled November 3, 1886, No. 218,431-that is, it may comprisea magneto-generator operated by the passage of a train to create an induced current; or, in lieu thereof, the current may be produced by galvanic action, in which event the circuit normally open is to be closed by the passage ofa train. Under any circumstances the generator is to be placed at a suitable distance from the signal apparatus, so that the latter may give ample warning before the arrival or passage of the train past said crossing and signal apparatus.

The clock work mechanism before mentioned is actuated by a spring (not shown) coiled within the drum or barrel J, which is loosely mounted upon the shaft b, and provided with a ratchet-wheel, K. 'As is usual in the driving mechanism for clocks, one end of the spring is'secured to and impels the shaft b, while the opposite end is made fast to t-he in'- terior of the drum. This springis to be wound automatically by the passage of a train, and thus the latter leaves the spring in' a proper state of tension to sound an alarm for the next approaching train. A part of the mechanism essential to the winding of'this spring or the turning of the drum and its ratchet-wheel consists of a toothed sectoral rock-plate, L, secured by the arm 7c to the shaft b and further provided with the pawl p.

-Excessive winding of the spring by a pass ing train is prevented by a common mechani cal expedient composed as follows: A toothed gear, l, is placed upon the head of the drum and provided with a convex tooth, m, which latter at a proper period contacts with the tooth n, formed on a sleeve or hub bolted to or forming a part of 'the drum. Coincident therewith-that is, with the complete winding of the spring-the upper edge of the primary lever M is now held down and lies parallel with the top of the rail B, and consequently inactive. (See Fig. 2.)

To prevent excessive thrusts or shocks to the apparatus and its operative parts incident to the rapid passage of a train by striking the inclined primary lever-bar M, and at the same time to connect the latter with the ratchet and cause the latter to be actuated by said passage to wind the coiled spring, I have arranged the following instrumentalities, which co-operate and produce the desiredresult most satisfactorily:

In proximity to the rail'B, and mounted in bearings at right angles to the track, I have placed a short rocker-shaft, N, to which two oppositely-disposed oscillating lever arms, O

P, are 4irmly aixed. The free end of the lever O is furnished with a short stud, q, to

enter the upraised end of the incline bar M,

while the free end of the other lever, P,. is

bored to receive a post, Q, which passes loosely therethrough and is screwed to a fixed plate. This post is formed with an enlarged head, by which a spring, r, surrounding said post, is se-V cured in place and its tension brought to bear upon the end of the arm P to maintain it in anormally-depressed position, While the bar M is kept above the level of the rail. 'Furthermore, lupon the shaft N is positioned a vertical rocker-arm, R, and to this latter is pivotally secured at s a bar, S, the upper extremity of which terminates in a toothed sectoral; plate, T, the teeth of which engage and mesh 'operation of this last-described group of parts is as follows: Presuming an impact has been received from the wheel of a passing train upon the incline bar M, the latter is depressed, and with it the lever-arm O, thus throwing the rocker-arm R in the direction of arrow 4 in Fig. 2, the sectoral plateT remain, ing stationary until the upperend of the rocker-arm R strikes the edge of the recess t in said plate, the contact of the two being ef fectively cushioned by means of the leverarm P, which simultaneously has been forced upward against the tension of the spring r, now compressed. Further rocking and advance of the toothed plate T now impels the toothed plate L, meshing therewith, to move the pawl P, which wipes inactively over the teeth ofthe ratchet K. Simultaneously with the completion of the passage of the wheel over theineline bar M, the latter rises and the rocker-arm R retrogrades, impelled by the spring r upon the lever P, which brings the upper end of the arm R against the strut u, while the blow is cushioned by the spring w, and the pawl, now engaging a tooth of the ratchet, advances the latter a short dist-ance. The ratchet wheel K is now lheld by the locking-pawlp. (See Fig. 2.) Hence it will be readily understood that the directblow from the incline bar, due to the impact of a wheel thereupon, does not immediately and directly affectthc toothed sectoral plate, since it is evident the upper end of the rocker-arm is free to move, forcibly actuated by said blow, and it does not advance the sectoral plate until its force is softened and cushioned by compression of the spring r. On the other hand, the pawi is impelled only by the tension of said spring, which returns the several parts to their normal position to permit the incline bar to rise in readiness to receive proper impact fromvthe next wheel then passing. Each wheel of the train thus successively operates to turn the ratchet-wheel and IIO wind the springtotherequisitedegree. When upon it by the then passing wheels, as would frequently happen with long trains of cars. Upon passage of the train past the apparatus the alarmsignal is no longer required; hence, to stop the gong operating mechanism by means of the impact from the first wheel of the then passing train upon the incline lever-bar M, I have pivoted a bell-crank lever, a', to the sectoral plate T, the pendent arm of said bellcrank being operated by a stud, b', set in the extremity of the arm It and playing through a slot in the sectoral plate T, and thus lifts the arm ofthe bell-crank having the pin c. The latter is thereby caused to Wipe and actuate the curved arm d', which forms part of a bifurcated gravity-catch, A', pivoted upon a shaft, e', journaled in the frame. The other portion of this latch consists of a curved arm, f', the eX- tremity of which is about vertical and constructed with astep, g', to support the free end of the gravity-bar B', which rests thereon,when the apparatus is active. This gravity-bar B' is mounted upon the rock-shaftf, and when the armature g is attracted by the electro-inagnets this gravity-bar B' is raised, while the catch A' drops forward, and said bar is now engaged by and rests on the step g'. When so held, the latch F and locking-lever h are respectively kept apart from the fan E and notched disk I, while the clock-work mechanism is free to travel and actively operate the alarm signal or gong.

Release and dropping ofthe gravity-bar B', together with stoppage of the clock-work, are produced by the pin c of the bell-crank lever wiping against the curved arm d', whereby thegravity-catch A'is rocked back. The disposition of this pin and co operating curved arm is such that the least motion of the incline bar M and rocker arln R will operate the bellcrank to tilt thc catch A', hence impact from either a fast or slow train will operate equally well to stop the alarm apparatus.

The alarm or gong C is operated by a circular disk, C', furnished with lateral pins q' q' and mounted upon the shaft c; hence rotation of the latter will successively wipe the.

pins against the extremity of the bar D', pivoted upon the frame, and actuate the springshaft i' to move the hammer a. This bar is upheld by one end of the connecting-rod h', contained within the bore of the post A, the opposite end being united with a spring-impelled shaft, i', carrying the hammer ct.

Now it is obvious that whenever the electromagnets are excited by an induced current caused bya passing train the clock-Work mechanism is operated and the gong sounded until the train has reached the crossing and actuated the incline lever-bar M.

In the event of the train stopping before the crossing is reached, and to render the apparatus perfectly automatic, I have provided further operative mechanism, whereby after the apparatus has been actively induced by a train it shall automatically stop itself at the end of a certain limit of time, which may be of any duration desired. This result is effected by means of a time ratchet-Wheel, E', springactuated and loosely pivoted upon the frame D, as shown at Z', and further provided with a camstud, j', to engage one, k', similarly disposed upon the arm f' of the gravity-catch A'. This ratchet is advanced or fed by means of a tooth, m', (see Fig. 3,) secured upon the shaft c. Advance movement of this ratchet-Wheel E' against its pivotal spring Z' is obtained by aid of the pawl n', secured also to the frame D, and rendered active or inactive by means of a paWl-lever, F', upon the frame. The tail p' of this lever is controlled by the wiper-arm q, which forms part of the gravity-barB'. Thus simultaneously with the attraction of the armature the bar B' is raised, while the pawl-lever F' is released and drops, throwing the pawl a' upon the ratchet-Wheel E'. The clock-work mechanism is also released, and the shaft c, now rotating, compels the ratchet to advance slowly by means of the tooth m', the gong meanwhile sounding until the cam j' has wiped against the cam k'and tilted back the gravitycatch A'. This action effects the same result with respect to the various operative parts as if the train struck the incline bar M-that is, in the event of the train coming to a stop before it reaches the crossing the apparatus will be stopped automatically-and thisis produced by release of the gravity-bar B', since the drop movement of the latter will not only act to depress the tail p of the pawl-lever F to disengage the pawl n'and release the ratchetwheel E',which returns to its normal position, but permits the locking-lever h to, engage the pallet I on the shaft c, which stops the clockwork.

In connection with the stopping and starting of the clock mechanism it is important that the latter should obtain a certain momentum before it is required to operate the gong and other parts actuated by it; hence the disk I is adjusted upon its shaft c so that the peripheral notch j shall not engage with the stud t' upon the locking-lever h at a time when the tooth m' is engaged with the ratchet- Wheel E', nor while the end of the bar D' is in contact with any of the pins q q' upon pallet lC'. It is evident, nevertheless, that the primary lever M, by means of the bell-lever a' and gravity-catch A', may actuate the gravitybar B' and disengage it from the shoulder g' at any time while the clock mechanism is in active operation. When this occurs, the gravity-latch F is in readiness to advance and lock the fan regulator; but this cannot take place so long as the pin i of the locking-lever h is resting upon the intact portion of the periphery ofthe disk I. Immediately and when the pin t' drops into the notchj the rock-shaft fmoves, and, together With the parts before mentioned, the gravity-bar B' and wiper-arm g likewise. Therefore, no matter' at what moment the stop mechanism as a whole is released in readiness to bring the apparatus to y l an inactive position, the latter continues to move until a certain relative position of the various parts is obtained, which is always the same and predetermined by the position of the notch j. When the" device has become motionless, it is then in the best position to start instantly, when so desired.

Briefly described,the operation of the above dangersignal apparatus is as follows: Presuming the parts are relatively positioned with respect to each other as shown in Figs. v2 and 3, When the train approaching the crossing has reached and operated the magnetogenerator, the induced current therefrom excites the electro-magnets on the apparatus at the crossing in advance, attracts the armature, and rocks the shaft f, carrying the gravitylatch F and stoplever h, which respectively free the fan-regulator E and disk I to permit activity of the clock-work mechanism. Goineident with therocking of the shaftf the pawl-lever F' is released from the wiper-arm q and drops, carrying with it the pawl n. The latter now rests on and holds the time ratchet- Wheel E', Which is advanced by the tooth m' upon the rotating shaft c. Rotation of the latter actuates the pin-disk C and causes repetitive -blpws of the hammer a upon the bell C. The generator is located sufficiently far from the crossing to enable parties warned by the alarm to avoid thetrack before arrival and passage of the train, the alarm continuingungravity-catch A, which is moved back, and al-` lows the bar B to drop by gravity from the step g on the arm f'. This motion of said bar B releases the ratchet-wheel E from its pawl, the latter being lifted np, while at the same time the gravity latch F and locking-lever h are at once employed to instantly stop the clock-Work. Simultaneously with the impact of the first wheel upon the lever-bar M and stoppage of the gong oscillations of the sectoral toothed plates L T now occur, being actuated in one direction by the lever M and in the other by the spring r. These oscillations are repeated at each impact, due from the wheels of a train as they pass successively over thevlever-bar M, and continue until the spring operated by the ratchet-wheel K is completely wound, and so maintained by the locking-pawl p, when the incline lever-bar M is held inactive and flush with the tread of the rail B. The train now continues along, leaving the apparatus in readiness to be again set in action by the passage of a second train through the operation of the generator.

The position of the post A in Fig. 2 is in front of the operative paris, (see Fig. 1,) but is represented simply in broken lines in order not to conceal said parts, and enables them to be seen distinctly.

I claim- Y 1. The winding mechanism, substantially as described, composed of theprimary incline lever operated by the train-wheels, the rocklever spring-actuated against said incline le- Ver, and the pivoted toothed sector engaging the pawlcarrying sector wherewith torotate a ratchet-Wheel, all for purposes herein stated.

2. The combination, with the ratchet-Wheel K, rotated by the pawl-carrying toothed sector L, of the sectoral toothed arm S, cooperating therewith and pivotally mounted, and the rock-lever R, with its arm O, operating with the primary incline lever to move the pawl when inactive or in its retreat path o f movement, substantially as specified.

3. In mechanism for Winding a clock-train of gears operated by the passage of a train, the combination, with the rock-leverimpelled by the primary incline lever, of the arm S, pivoted upon said rock-lever and provided with the recess t, by Whichmotion of the lever gravityvcatch A', with its step g', adapted to release the gravity-bar B to stop the apparatus, substantially as described.

5. In mechanism for winding a clock-train ofgears by means of a passing train, the combination, with the ,rock-shaft N, its arm O, induced by the primary lever, and the springactuated arm P, of the rock-lever R, pivotal sectoral arm S, and toothed head T, meshing with the pawlcarrying sector L, as and for purposes set forth;

6. The combination, with the primaryincline lever M, arm O, and rockshaft N, ofthe pawl p, its sector L, and the mechanism, as herein described, which connects it with the rock-shaft, whereby the pawl is advanced, spring-impeded by the arm P and spring r to rotate the ratchet K, as herein stated.

7. The alarm gong, its operating clock mechanism, and the release lever and latch actuated by electro-magnets, in combination with the time ratchet-wheel E and its camj, adapted to engage cam k on the gravitycatch A to stop the alarm automatically, for purposes stated.

8. In combination with the gong and its operative clock mechanism having the shaft c and tooth m', the spring-actuated time ratchetwheel E, locked and released by the pawl n and its contro1linglever F', substantialiy as herein speciled.

9. The combination, with the electro-magnets excited by the passage of a train at an advance station, the rotary shaft c, its tooth m', and the time-ratchet E, actuated by the lat- .ter and held by the pawl n', of the lever F', its

roo

wiper-arm g', the rock-shaft f, and armature g, whereby movement of the latter, attracted by the magnets, permits the lever F to drop the pawl n upon the time-ratchet, substantially as stated.

l0. The combination, with the frame D, the clock mechanism,with its shaft c,and disk I, of the shaftf, with thelocking-lever h and gravitybar B', which latter is upheld by the gravitycatch A', raised by movement of the armature toward the electro-magnets when they are excited by the passage of a train past a generator, substantially as described.

11. The combination, with the rock-lever R, spring-actuated at r by the impact from the wheels of a passing train on the prime lever and cushioned at its free end by the spring w, of the arm S, pivoted to said rocklever and having the recess t, within and against which the rock-lever plays in actuating said arm withits toothed head T, substantially as described.

12. The bell-lever a', pivoted to the arm S and wiped by the stud b on the rock-lever R, which is actuated by a passing train, in. combination with the catch A, rocking on the frame D and having the step g', from which the gravity-bar is disengaged and dropped, causing the apparatus to stop upon passage of a train over the primary lever, as stated.

13. In combination with the post A, frame D, attached thereto, and the clock mechanism having the shaft c, which carries the pin-pallet C', the arm D', actuated by said pallet, and the gong C, with its spring-impelled hammer a, affixed to the shaft z" and actively induced by the rod h', connecting them, substantially as stated.

14. The frame D, carrying the shaft c, to which is affixed the pallet C', with its pins q g', in combination with the hammer, its actuating-rod h', and the pivotal arm D', secured thereto and repetitively wiped by the pins through rotation of the shaft c, as herein specified.

15. In signal apparatus electrically released by the passage of a train, the operating clockwork mechanism, with its fan regulator and disk I, in combination with the gravity-latch and locking-lever mounted on a shaft rocked by an armature thereon and due to the activity of magnets induced by the passage of a train, as and for purposes stated.

16. In electric alarm apparatus for railways, the post with the frame containing actuating mechanism which is provided with the winding-ratchet, its stop-wheel l, and convex tooth m, adapted to engage the tooth n, in combination with the actuating toothed sectoral arms L S, which are operated by the rock-lever R, to maintain the primary incline lever inactive so long as said teeth lm n are in contact, substantially as and for purposes herein described.

In testimony whereof I affix my signature in presence of two witnesses.

EDVARD M. CHASE.

Vitnesses:

H. E. LODGE, F. CURTIS.

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