US453447A - Railway signaling device - Google Patents

Description

(No Model.) 3 Sheets-Sheet I.

I W. A. LUBY. RAILWAY SIGNALING DEVICE.

' No. 453,447. Patented June 2,1891.

ECCCCE (N0 Mode 1.) v s Shets-Sheet 2.

W. A. LUBY.

I RAILWAY SIGNALING DEVICE.

No. 453,447. Patented June- 2.41891.

(N Model.) Y 3 Sheets-Sheet 3'.

W. A. LUBY. RAILWAY SIGNALING DEVICE.

No. 453,447. Patented June '2, 1891.

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UNITE STATES PATENT OFFICE.

WILLIAM ALFRED LUBY, OF KALAMAZOO, MICHIGAN.

RAILWAY SIGNALING DEVICE.

SPECIFICATION forming part of Letters Patent No. 453,447, dated June 2, 189].

Application filed November 26, 1890. Serial No. 372,757. (No model.)

To all whom it may concern.-

Be it known that 1, WILLIAM ALFRED LUBY, a citizen of the United States, residing at the city of Kalamazoo, in the county of Kalamazoo and State of Michigan, have invented a certain new and useful railway signaling device for indicating to approaching trains the safe or dangerous condition of the railroadtrack, and especially that portion of a railroad commonly known as the yard, of which the following is a specification.

My invention relates to an improvement in signaling a railroad-train on its approach to a station, the condition of the track over which it is about to pass, or the dangerous and safe condition of the main and side tracks and switches, my object being to provide an automatic device that will effect this result at all times. I attain this object by means of the areaphore, which is a combination of a semaphore, yarchannunciator, mechanism, and electric circuits, illustrated in the accompanying drawings, which are made a part of the specification, and in which like letters refer to the same parts throughout the several figures.

Heretofore it has been customary to signal "the approaching trains the condition of the on the intervention and exercise of the skill and vigilance of those engaged for that purpose. Even then the safe or dangerous c011- dition of the tracks could be but partially indicated since there was no means of knowing whether trains which were on the side track would permit trains on the main track to pass without striking them, as their condition had to be assumed by the yard-man without any accurate means of knowledge. Myinvention is calculated to remedy those defects, and to reach the end before indicated and hereinafter more particularly explained and shown, by connecting the switches and side and main tracks with an especially-constructed annunciator, which is located in the depot or other building. This annunciator is included in the electric circuit with the semaphore and has two leads or conductors, which I call the danger and safety leads, through which when the circuit'is made the electric current will flow. \Vhen a switch is turned in the yard, a corresponding switch is moved on the annunciator, thus diverting the current or changing the semaphore-circuit from one lead to another. The same is true when a car stands on the side track so near themain track that a train on the main track cannot pass without striking it. The rails on the side track between which and the main track it would not be safe for a car to stand are insulated and made the terminals of anothercircuit which controls a switch. on the annunciator. \Vhen a car passes on the side track, its wheels and axles being metallic, the sidetrack circuit will be closed. The switch which this circuit controls is normally on the safetylead; but when the circuitis made it is drawn to and will remain on the dan ger-lead so long as the circuit is kept closed by the cars remaining on the dangerous portion of the side track. The same arrangement is employed and the same switch used when it is desirable to include any portion of the main track. A suitable portion of the rails on the main line at a convenient distance from the semaphore are insulated and made the terminals of another circuit, which for convenience and owing to its office I will call the antecedentcircuit. This circuit is made and broken by the action of the cars passing upon the terminal rails, as in the side-track circuit. It

- controls a switch in the semaphore-circuit, so

that the closing of this circuit makes the semaphore-circuit, which will remain closed as long as the antecedent circuit, thus indicating in the semaphore the safe or dangerous condition of the track, according to the lead or conductor the current will follow in leaving the annunciator at the depot. When the antecedent circuit is broken, the switch it controls will fall of its own weight, thus opening the semaphore-circuit again. The semaphore has two stationary electric lamps and an arm, which normally hangs perpendicularly, indicating danger. The arm is operated by a small electric motor in the semaphore. If the tracks are in a safe condition when the semaphore-circuit is made, the current will follow the safety-lead and pass through the motor and safety-lamp, causing the arm to rise to a horizontal position and lighting the lamp. If they are in a dangerous condition from any of the switches being turned or from any cars on the side track being so close to the main track as to obstructthe safe passage of a train on the main track, the current from the annunciator will follow the danger-lead and pass through and light the danger-lamp in the semaphore. The motor and safety-lamp are so arranged that either or both can be used at the same time, though the arm is calculated for day use and the lamps for the night. When the arm has been brought into a horizontal position, it indicates safety, and will fall of its own weight to its normal position, reversing the motor, when the train passes from the terminal rails or when from any cause thecur rent becomes inadequate to the functions it has to perform. Owing to the confusion that would be liable to take place, I have not deemed it advisable to employ an arm as a day-signal of danger, that condition being indicated by the arm employed being at its normal or perpendicular position, and also by the dangerlight, if it is desirable to keep that in circuit during the day-time. It will be seen that the safety-signal can only be given by the perfect working of each and every part of the system. If this signal is not given, the danger-signal will be either by the lighting of the danger-lamp or by the absence of all signals. It will be seen, therefore, that it anything happens to the semaphore or antecedent circuit interfering with their operation danger is indicated by no signal being given, the semaphore normallyindicating danger. As a precaution to the switch-circuit, which is a three-wire closed circuit, I have introduced what I shall call an alarm-circuit. This is kept with the annunciator in the depot. It is an open circuit, has included in it an alarm-bell, and controls one of the switches on the annunciator. It is held open by the action of the switch-circuit. Should anything happen to the switch-circuit, ineapacitating it, the magnet controlling the alarm-circuit will become demagnetized, the alarm-circuit will close, start the alarm-bell ringing, and at the sameinstant change the switch it controls on the annunciator from the safety to the danger lead, thus giving instantaneous notice of any defect that might lead to danger both atthe office and semaphore. It will be noticed that the semaphore-circuitis an open circuit. It is not important that this should be so, as the same functions can. be performed by a closed circuit, and indeed, in some instances, the closed circuit would be preferable, it depending on the source of the current supplying the circuit. In towns where the electriclight supply can be drawn from the open circuit is preferable; but where this source is notavailable and the current must be supplied from primary orsecondary cells a closed or what I would term a quasi-closed circuit would be the most desirable. \Vhat I mean by a quasi-closed circuit is a closed circuit in which a high resistance is interposed to intercept the normal flow of current and of sufficient conductivity to prevent polarization. The object of such a circuit is to husband electricity, and since it has been demonstrated that secondary or storage batteries cannot be satisfactorily employed, except in a closed circuit, the advantage of this quasiclosed circuit will be apparent.

Figure 1 is aperspective view of a railroad, showing a splice and stub switch A and B and the electrical connections with the annunciator (J. Fig. 2 represents a plan view of the annunciator. Fig. 3 represents the bottom of the annunciator, which shows the magnets, armature-supports, and screws holding the binding-posts. Fig. 4 is a cross section of the railroad T-rail, taken on dotted line 1 1, Fig. 1, showing the arrangement of the commutator at the switches. Fig. 5 is a front view of the semaphore, showing permanent lamps and arm at safety. Fig. 6 is a side view of the semaphore with the side re moved, showing the mechanism for operating the arm and lamps. Fig.7 is a cross-section taken on dotted line 2 2 of Fig. 2, showing an edge View of a portion of the armature used in the annunciator for moving the switches, together with the relative positions of the magnets by which the armature is operated. Fig. 8 is a cross-section taken on dotted line 3 3, showing an edge View of armature in the alarm-circuit. Fig. 9 is a cross-section of a T-rail, showing the manner of insulating the terminal rails. Fig. 10 is a front view of a portion of the semaphore, showing the brake for stopping the arm when it reaches a horizontal position. Fig. 11 is a diagrammatic diagram showing all the circuits.

A and B represent a splice and stub switch, respectively.

A represent the T-rail of the railroad, and A AZA, and A represent insulated T-rails.

C is the frame on which the annunciator is placed. It is made of wood.

D represents the semaphore.

E is a plank, which is attached to the plate m m, being firmly attached to the iron rod V, and that being secured into the bottom of the T-rail A, which is one of the movable rails of a switch, so that when the switch is turned the plank will move with the switch. The only object of this plank is to protect the opening m from the elements, it being important to protect the commutators V WV X, which are inclosed underground in a box 0.

F is a bell, which is in the alarm-circuit 5', having its armature and actuating-magnets F on the under side of the frame.

0 and G is an electrode-armature, which is included in the alarm-circuit s. It forms one and G forms the other electrode of that circuit. The magnet G is included in the closed switch-circuit 19. If the switch-circuit is in working condition, G will be constantly energized and, attracting the armature G, will hold the alarm-circuit 8' open.

HandIare the danger and safety leads, respectively. They are small plates made of brass or other suitable material, and are connected with two of the wires 1" and r in the semaphore-circuit, and so arranged on the frame as to permit the switches c c to move freely from one to the other.

J, K, L, M, N, O, P, Q, R, and S are electromagnets employed for actuating the armatures a, which in turn move the switches of the annunciator c and c.

T, T, T T and T are the batteries used in the difierent circuits.

U is the signal-arm of the semaphore. It is made of wood or other suitable material and firmly attached to the end of the shaft u and placed on the outside of the semaphore.

Y and Y are two incandescent electric lights, and Y and Y are'the globes of the lamps, Y being a white globe and Y a red one, the White being used to indicate safety and the 'red danger.

Z is an electrode-switch in the semaphorecircuit, and is actuated by means of the electro-magnet Y which magnet is included in the antecedent circuit t.

Z is the other electrode of the same circuit.

c is the annunciator rail, to which the switches c and c are hinged. It is preferably made of brass and is included in the semaphore-circuit.

d and care cog-wheels. e being fixed on the shaft of the motor Y communicates its motion to cl, around the shaft of which is an endless chain d, which in turn transfers its motion to the shaft u, to which the signal-arm is attached.

f and g constitute a brake, the object of which is to stop the wheel d when the signalarm shall have reached ahorizontal position. g is made to fit over the cogs and is held, when desired,by means of the thumb-screw h.

'i is a rubber cap fixed on the end of f.

j is a bolt, and 7c is a fish-plate, I being a leather tube placed over j for the purpose of insulating it, and having suflicient length to insulate the fish-plate is from the T-rail.

b is a support or tie on which the annunciator-rail c and switches a 0 rest.

at and 0 are switches in the semaphore-circuitm', 0', and 0 being commutators. I use those switches for the purpose of cutting out either the motor or safety light Y.

'0 is a small coil-spring for the purpose of restoring the switch a to its normal position upon the safety-lead I after the magnets R.

and S have become demagnetized.

It will be seen by reference to 0, Fig. 2, that the rails and switches of the annunciator are made in duplicate-one to the right and another to the left-giving it the appearance of a railroadtrack. Those switches move from one lead to another simultaneously. It will also be noticed that those switches at the left are hinged at one end and those at the right at the opposite end. This arrangement enables me to include both in two separate semaphore-circuitsone for either end of the yardand have the switches of each move in such a manner that the current willfirst pass through them, thence to whichever lead they happen to be resting on at the instant the semaphorecircuit is closed. There can be as many switches brought into use as necessary, it being the most desirable practice to have a corresponding switch for each switchin the yard leading from the main track. The Wires toand from the switches, side tracks, and semaphores can be run underground to the nearest telegraph-pole.

The operation of the device described is as follows, reference being had to Fig. 11. p, p, and p is a three-wire closed circuit used in the switches. In the position illustrated there is a constant current passing through the circuit 19, Tip, and 10", energizing the electro-magnets G, O, and P. This attracts the armature G, raising it from a support at G". It also attracts and holds the annunciator-switches c c on the safety-lead I. Now if the switch is turned the commutator V will be removed from X over to W, X springing up and holding the circuit till V reaches WV, when the circuit willbe broken in X and the circuit will be made through 19, T 29,19, and NV. This change of circuit will not affect G, since one circuit is not broken until the other is made, and G therefore remains constantly energized. The circuit being broken through 0 and P and being made through N and P, the switches a will be drawn from the safety-lead I to the danger-lead H. When the switch is again turned back, the switches 0' will be drawn by a like action to the safety-lead I again. Now, should anything happen to this switchcircuit, incapacitating it, such as a Wire becoming destroyed from any cause or the battery giving out, the magnet G will lose its energy, releasing its hold upon the armature, and G will drop by gravitation onto G closing the circuit G, T q, s, g, F, and G". The result of this will be to set the alarm-bell Fringing, energizing the magnets R and S, which are in the circuit, and draw the annunciatorswitches c" from the safety-leadI to the dangerlead I-I. Again, if a train or engine goes upon the terminal rails A and A of the side track, those rails being so near the main track that a car on them would be struck by a train passing the main track, the axles and wheels being metallic, a circuit will be made through 8 T S s R 8 A"", the wheel, axle, and Wheel of the car, and A energizing the magnets S and R and drawing the switches c from the safetylead I to the danger-lead I-I. Those switches will remain on the danger-lead H so long as the car remains on the terminal rails A and A or, in other words, so long as the circuit remains closed, being held there by the magnetic action of S and R. When the car is removed from the terminal rails A and A or when the circuit is broken, S and R, becomingdemagnetized, will release their hold upon the switches c" and the springs n will draw them back to their normal position on the safety lead I. This represents the action that the switches and side-tracks have upon the annunciator, their condition being constantly indicated. The semaphore acts as follows: \Vhen a train on the main track comes upon the terminal rails A and A, the antecedent circuit will be closed, a current will flow through 15 T Y A", the wheel, axle, and wheel of the engine and A energizing the magnet Y and drawing the switch Z. up to and holding it against Z. This closes the semaphore-circuit and a current will fiow as the switches on the aununciators are located through Z r and the motor Y by way of the shunt 7?, n, and n to 0, thence through 0 r, the incandescent light Y, r, o", r", T, r, c, c, I, c, c", I, 2", and Z, completing the circuit. By thisaction the motor Y will be set in motion and the electric light Y will be lighted. The motor will transfer its motion through c, d, and d, Fig. 6, to the shaft 16, to the end of which is the signal-arm U, raising the signal-arm to a horizontal position, at which position it is stopped by the lug g, Fig. 10, coming in contact with the brake f, the rubber cap 2' preventing its being too suddenly stopped. The arm will be held in this position so long as the current continues to pass through the motor, and the lamps will remain lighted until the current passing through the circuit in which it is included ceases. \Vhen the circuit is broken, the signal-arm will fall by gravitation to its normal or dangerous position. This circuit will remain closed until the antecedent circuit is broken by the cars passing from off the terminal rails A and A Should any of the switches on the annunciator be resting on the danger-lead II at the instant the train came upon the terminal rails A and A the danger-leads being conneeted with each other, the circuit would be completed through the wire r and the incandescent lamp Y Y, being the dangenlamp,

lighting and keeping it lighted until the circuit is broken, as aforesaid.

Ground-circuits can be employed in all the circuits instead of return-wires, if desired.

Having fully described my invention, what Iclaim, and desire to secure by Letters Patcut, is

1. A semaphore having a signal-arm and incandescent electric signal-lights, said arm being actuated by a suitable electro magnetic device, in combination with a railroad commutating-switch and track-annunciator, suitable electric circuits provided with circuit-controllers for automatically opening and closing them, connecting theannunciator with the electronnagnetic device for actuating the signal-arm and the incandescent lights, said annunciator being electrically connected with the railroad track and switches, so that it will indicate the position of switches and the pres ence of cars upon the track so connected, whereby danger and safety signals will be automatically displayed on the approach of a train.

2. A semaphore having a signal-arm and two incandescent signal-lights, said arm being actuated by means of an electric motor, in combination with a railroad commutatingswitch and track-annunciator, said annunciator being connected in circuit with said motor and incandescent lights by means of two conductors in such a manner that a current passing through the annunciator-will complete the circuit through said conductors, said circuit having a circuit-controller operated by a magnet in an independent circuit, the terminals of which independent circuit are in the rails of the main track, said independent circuit being completed by cars-passing upon said terminal rails, one conductor being in circuit with the motor and one incandescent lightand the other conductorbeing in circuit with the other incandescent light, said annunciator being so connected that a change in the position of. av switch and the presence of cars upon the track so connected will be indicated by the commutating-switch of the annunciator, whereby danger and safety signals will be automatically displayed on the approach of a train, substantially as shown and described.

3. In railroad-signaling, an incandescent electric signal-light, in combination with a comlnutating-switch and track-annunciator, suitable electric conductors connecting said incandescent electric light with said annunciator, said annunciatorbeingin electrical connection with the railroad track and switches, whereby danger and safety signals will be automatically displayed on the approach, of a. train, substantially as shown and described.

at. In railroad-signaling, a semaphoric arm, said arm being actuated by asuitable electromagnetic device, in combination with a railroad-switch and track-annunciator, suitable electric conductors connecting said electromagnetic device with said annunciator, said annunciator being in electrical connection with the railroad track and switches, whereby danger and safety signals will be automatically displayed on the approach of a train, substantially as shown and described.

5. In railroad-signaling, a commutatingswitch and track-annunciator, said annunciator having a commutator adapted to play from one electrode to another in such amannor that it will direct an electric current through that electrode in which it maybe in contact when a circuit is made through the commutator, in combination with visual signals, said signals and commutating-annunciator being connected by suitable electric conductors, said conductors constituting part of an electric circuit, said electric circuit being provided with suitable means for being in combination with visual signals, said signals and commutating-annunciator being connected by suitable electric conductors, said conductors forming part of an electric circuit, said circuit being provided with suitable means for being automatically opened and closed, whereby danger and safety signals Will be automatically displayed on the approach of a train, substantially as shown and described.

WILLIAM ALFRED LUBY.

I Witnesses:

BENJ. F. PARKER, W. Y. PENDLETON.

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