US444506A

US444506A - Railway time-signal

Info

Publication number: US444506A
Authority: US
Publication date: 1891-01-13
Anticipated expiration: 1908-01-13

Description

2 Sheets-Sheet 1.

(No Model.)

F. ROBINSON. RAILWAY TIME SIGNAL.

No. 444,506. Patented Jan. 13,1891.

fad

lla Q g w UVVEIVTOH 6 M Q ATTORNEY,

w: mums nzas 420., Pmrro-Lrmn, wAsmNaYQN, nv c.

(No Model.) 2 Sheets-Sheet 2 IE. ROBINSON. RAILWAY TIME SIGNAL.

No. 444,506. Patented Jan. 13, 1891.

Fig. 4

ATIORIVE),

UNITED STATES PATENT OFFICE.

FRANK ROBINSON, OF BANGOR, MAINE.

RAILWAY TlME-SlGNAL.

SPECIFICATION forming part of Letters Patent No. 444,506, dated January 13, 1891.

Application filed July 29, 1889.

To all whom it may concern:

' Beitknown thatI, FRANK ROBINSON, a citizen of the United States, residing at Ban gor, in the county of Penobscot and State of Maine, have invented anew and useful Railway-dignal; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to an improved gravity system for operating railway signals, gates, and other purposes; and it consists of certain improved mechanism, hereinafter to be described, operated or set by the wheel of a passing train and returned to its former position within a given length of time by means of the equalization of substances.

Throughout the description reference is made to the accompanying drawings in two sheets, in which-- Figure 1 represents a plan view of my device with the frame-standards cut away. Fig. 2' is an inverted sectional elevation of the bulbs forming part of my invention, showing chambers and connecting-tubes. Fig. 3 is a similar view of the same portion with the bulbs in position to be set. Fig. 4: is a side elevation of my invention, showing position when set by a passing train. Fig. 5 is a front elevation of my device in the same position shown in Fig. at.

Similar figures of reference refer to correspondingly-like parts throughout the diiiterent views.

The object of my invention is to produce a positive-acting railway-signal that will be set by a passing train and automatically return to its former position within a given time.

referring to the drawings, 2 represents along upright shaft (hereinafter designated as a signal-mast) stepped at its lower end into a suitable bearing and supported and held in a vertical position by passing through a supporting-frame 1, constructed to sustain it. The upper portion of signal-mast 2 is provided with the usual signalvane or cross-arm 3 and danger-lantern at, which are visible along the line of track, and are turned or opera-ted by the mechanism hereinafter to be described Serial No. 319,122. (No model to denote the desired signal for the enginedriver.

Fastened upon signal-mast 2, near its lower end, is a 1)ll]lOl1-\VliQOl 0, whose cogs mesh into a horizontally-supported rack 5, having an uncogged extension of sufficient length to extend and be pivoted to the tripping mechanism fastened at the side of one of the rails of a railroad-track. This tripping mechanism is as follows: A horizontal shaft or triprod 18, having short arms 20 projecting outward near each end and a third and slightlylonger arm or lever 19 extending downward at or near a right angle from the arms first mentioned, is confined to the track-sleepers parallel with the rail 23 by having its ends turn in suitable bearings or boxes 2st, rigidly bolted to the said sleepers. The longer arm or lever 19 of triprod 18 is pivoted at or near its end to the free end of the extension of rack 5, and the remaining arms 20, protruding toward the rail 23, are bolted to the ends of a flat steel spring 21, which latter bridges the space between the two short arms, lies as close to the upper surface and edge of the rail as is possible to allow deflection without touching the latter, and bows upward at its center about two inches when its ends are flush with the top of said rail.

Now it can be readily understood that when a car or locomotive wheel (shown by22 in the drawings) running on rai passes upon and over spring 2i (as it necessarily will do, the

tread of a car-wheel,being wider than the top of a rail, extending over the latter, as shown in Figs. 1 and 5) it must by the weight there on press down the said spring with the short arms 20, which partly rotates the trip rod 18 and forces the end of the long arm or lever 19 toward the signal-mast 2. Then. by means of the connecting-rack 5, meshing in pinion (i, confined to the signatmast, the latter will be turned one-quarter way round, the size of gear and connections being such as to accomplish this result.

The steel spring Zl of the tripping-gear should be stiff enough to overcome friction of bearings without buckle and still not rigid enough to throw or derail a train should the rest of the mechanism be clogged and not work. This tripping portion of my device can be located either upon theinner or outer side of a rail; but I consider the latter posi* tion preferable in cold climates, as it then leaves the space between the rails free from obstruction to flange-diggers or other m achinery used upon railroads.

' After the signal-mast? has been turned, as

above described, by a passing train, and the danger-signal, which is vane 3 or lantern 4 set to indicate that a train has passed into the station, I hold this signal agiven number of minutes, seconds, or even hours, if need be,

before returning it to its former position by making use of the mechanism now t'o be described, aud thus give said train plenty of time to clear the track.

Upon the signal-inastii within the support? ing-fraine 1, I attach a crown or bevel gear 7 (a geared quadrant would be sufficient) and meshzthis gear into a smaller gear-wheels,

confined to a horizontal shaft 14, turning in suitablebearings at each end; I further attach to the horizontal. shaft 14 theoperatingtl1at-is,-one:end is screwed into shellofbulb 10, and its opposite. end extends into. chamber of One of thesebul-b12. t0= verynear the bottom. bulb'stisznow partlyrfilled with a non-freezing liquid, and theirrelative position upon shaft 14 is-such that when vane 3 isturned-parallel with the track (consequently spring 21 pro-- jects above rail 23)1the bottom-of bulb 12' is at-.-10rvery nearly on- -a horizontal linewith the topof bulb 1-0), as'shownin Fig. In this position all the l-iqui-d must necessarily-be hr the :lowerbulb and the machine is at. rest;

When a carorlocomot-ive wheel passes overspring 21; bymeans of the intermediate con-:- neetions; hereinbefo re described mast -2 is turned, one-quarter wayround, setting vane-3 at right angles, with thestrack, and: asmast 2 turnsgear-=7, meshing with gearwheel;8,ro--

tates: the :latter; one-half way, whichwmovementreverses the position-of thebulbs, causing the previously-lower bulb 10 to occupythe' higher, position. Asbulb '10 was-pre,

viously filled or partly filled with ,a liquid, this substancepasses by gravitation through the :smaller tuber25. into thebot-tomof :the'

now lower bulb 12, andwt'heair thus displaced rushes throughthe larger tubedl above the liquidwinto bulb 1O;- Thetime required to displace this liquid can be regulated either by the amount put in the bulb or by a valve 26, located upon the smaller tube 25. As soon as suffieien-tliquid has entered the lower bulb 12 to overbala'nce the weight of the upper they reverse to their former positions with the assistance of a weight 16,-connect-ed to arm 9 by a chain or rope 17, and return the vane 3 parallelwith the track, placing the machine in position to be tripped or set by the next train. The arm 9, to which weight 16 is attached, projects from bulb 10 above the cen- 'tral axis when the signal is set, and a rope 17 extendsfrom this arm over the support for this end of shaft '14 to weight 16, thus making the draft of the weight almost in direct linewith the balance of the machine when in this position; but-when bulb l2 .dropsnnder shaft 14 by the overbalancing weight of the liquid running therein the force of weight 16, coupled with the momentum attained, tends to rotate shaft 14 in a reverse direction'onehalf way, thereby returning bulb 12 tothe upper position and vane 3 parallel with the track. Asbulb '12.- is turned uppermost into the position-shown in Fig. 3 of-the drawings, theliquid therein instantly returns through the large tube 11 into bulb 10, thus leaving them in the first-positionan'd ready tobe set bythe 1 next passing train.

\Vhen my device is setby a train passing at high speed, they-lower bulblO isthroWn into the upper-position witlrconsiderable; force,xwhich shock should bereceivedby-a stop or butter/-28, placed behind the=arm-9, and asthe use of a buffer Wouldunavoidably cause a rebound, which might interfere with the time in displacing the liquid-,1 have'defviseda centrifugal clutch .toovercome. this would-be obj ection-.- Thisclutchl-3 is pivoted to the neck-27hof thefblll'b :12, and is con-" structed' like a hook above itspi-votal-c'onnection and a iweightlor small ball below.-. The hooked; end ofclut-ch 13.projects inward to- Y ward the horizontal shaft'lt and engagesa notch-29, filed inethe disk-shaped casting15,

(which latter =forms a bearing forthisend-ofi shaft 14,) when the signalis set, as-shown in- Fig. 4 of the drawings.

The momentum acquired by the bulbs lO and I2 revolving round shaft Mwhen thesignal is being set throws out the weight of clutch 13" sufficiently to-press its hooked endagainstthe periphery-ofdisk 15, and the moment arm 9 strikes the :bufier- 28 the hooked, end of clutch 13 slips into notch 29,0ut in said disk,.by the, centrifugal or outward force of the weighted 611(f the clutch,--thnschecking the'rebound.

As soonas the rebounding pressure diminishes 1 and'thebulbs remain at rest the weighted end of=.clutch l3 falls into the perpendicular,

and-- by sodoing: withdraws itshooked =end from-thenotch 29 and-presents no furtheri'interference with the return of :thebulbs or Workings-of :the machine.

This signal 'apparatuswhen: once adjusted requires :no attentiomwhatever, and ast all partsexcept the tripping-spring canbe boxed '1 or covered the liability of its becoming clogged in practice is very small. The operation of my device by the passing of the first wheel of a train is positive, and the time for the return of the liquid is absolute and will not vary without outward interference. The same result may be accomplished by means of shot or sand in the bulb in place of liquid herein described, or the rolling of a ball in a tube located in a similar manner.

I do not intend to confine my invention to the sole operation of railway-signals, for the same mechanism may be useful in operating railway-gates and as a time-lock for safes and various other purposes.

Having thus described my invention and the manner in which it is used, what I claim, and desire to secure by Letters Patent of the United States, is

1. In an improved railway time-signal, the combination, with a vertical shaft or mast provided with a vane and a lantern at its top and having a gear-wheel and apinion secured to its lower portion, of a rack having a suitable operating mechanism at the end next the track and engaging with the pinion with its opposite end, a shaft journaled at right angles to the mast, having a gear-wheel and two bulbs or chambers connected therewith, said gear-wheel meshing with the gear-wheel on the mast, and the chambers having their interiors connected and one of the chambers being provided with a non-freezing liquid.

2. In a railway-signal, the operating device for the same, consisting of the combination of a signal-mast having the usual vane and lantern, pinion 6, confined to said mast, rack 5, meshing with said pinion and pivoted to lever-arm 1,), depending from trip-rod 18, the tripping-rod situated parallel with the track and having horizontally-extending arms 20, connected at their outer ends by trippingspring 21 in a manner to be depressed by a passing train, gear 7, confined to signal-mast 2 and meshing with gear-wheel 8, located upon shaft 14:,

bulbs

10 and 12, connected and confined to shaft 14, said bulbs having their interior or chambers united by tubes 11 and 25, diametrically opposite each other, for the purpose described, one of said bulbs filled with a non-freezing liquid or other suitable substance, all connected and adapted to operate in the manner set forth and substantially as shown and described.

8. An improved railroad-signal consisting of the combination of signal-mast 2, provided with vane and signal-lantern, gear 7, meshing into gear-wheel S, turning shaft 14,

bulbs

10 and 12, one of which is filled with a non-freezing liquid or other suitable substance for the purpose described, said bulbs fastened to shaft 14- and their chambers connected by tubes 25 and 11, of unequal diameter, secured diametrically opposite each other, arm 9, projecting from bulb 10 and connected by rope or chain to weight 16, centrifugal reboundclutch 13, pivoted to one of the bulbs and adapted to engage notch 29, cut in stationary disk 15, for the purpose described, with suitable tripping-gear located at the side of a rail and connected to and adapted to set signal upon mast 2 by the passage of a car-wheel, all substantially as shown and described, and for the purpose set forth.

1. In combination with the operating mechanism of a railway time-signal, the tripping device for the same, consisting of a horizontal shaft located parallel with a track-rail and turning in suitable bearings confined to the rail -slecpers, horizontally projecting arms projecting from said shaft near each bearing thereof and extending toward said rail, con- VGX deprcssion-spring secured to the ends of said arms in such manner as to project above the surface of said rail in the manner described, and a longer arm or lever depending downward from said horizontal shaft, this latter arm provided with means for attachment to a connecting-rod running to the signal device to operate or set said signal by a passing wheel upon said rail, all substantially in the manner shown, and for the purpose described.

5. In combination with the setting and reversing mechanism of a gravity railway timesignal, the centrifugal rebound-clutch consisting of the combination of a metallic hook, with depending extension and weight at the extremity of said extension, pivoted to the revolving portion of the signal-setting device, with a stationary disk located at the edge of said hook in such manner that the latter revolves around and is held against the periphery of the dis]: by centrifugal force in the manner described, said disk having a notch cut in its edge, into which the hook engages at the moment of rebound, substantially as shown, and operated in the manner described.

6. The combination, with a railway timesignal, of mechanism for operating the same by the passage of the train, and mechanism for automatically returning the signal to its original position, consisting of two bulbs or chambers, each provided with an arm for connecting it to a shaft transversely between them, two tubes for connecting the bulbs, one of which is smaller than the other and is provided with means for regulating the passage of liquid through it, one end of one of said tubes communicating with the shell of one of the bulbs, and one end of the other tube communicating with the shell of the other bulb, the opposite end of each of said tubes extending nearly to the bottom of the interior of the opposite bulb, and means for connecting said. bulbs and shaft with the sigrial-mast.

In testimony whereof I have hereunto subscribed my name in the presence of two witnesses.

FRANK ROBINSON.

Witnesses:

A. J. CHAPMAN, Ennn D. CROSBY.

IIO