US515469A - Railroad signaling apparatus - Google Patents

Description

(No Model.)

3 Sheets'-Sneet 2. S. H. HARRINGTON. RAILROAD SIGNALING APPARATUS.

Patented Feb. 27

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INVENTUR! M 64 (No Model.)

S. H. HARRINGTON. RAILROAD SIGNALING APPARATUS- No. 515,469. Patented Feb 7N! rumor; uruoummmu cowAmz wunmevcu n c HUGH; i-

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SAMUEL H. HARRINGTON, OF EASTON, PENNSYLVANIA.

RAlLROAD SIGNALING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 515,469, dated February 27, 1894. Application filed January 31, 1898. Serial No. 460.245. (No model.)

To all whom it may concern.-

Be it known that I, SAMUEL H. HARRINGTON, of Easton, county of Northampton, State of Pennsylvania, have invented a certain new and useful Improved Railroad Signaling Apparatus, of which the followingis a true and exact description, reference being had to the accompanying drawings, which form a part of this specification.

My invention relates to the construction of apparatus by which a signal is actuated ing blocks, and showing also the electrical,

connections used in actuating my signals in the positions they occupy when the block controlled by them is empty. Fig.2 is a similar diagram illustrating the position of the electrical connections when a car is upon the block. Fig. 3 is an elevation showing a semaphore signal and its immediate connections, showing also the railroad track and the mechanism by which my apparatus is actuated by a passing train and also the casing containing the signal actuating mechanism, with such mechanism partly indicated therein. Fig.4 is a plan viewof a portion of one track, and Fig. 5 a cross-sectional view of the same portion illustrating the action of what I may call the track instrument with the rail. Fig. 6 is a sectional view of my apparatus. Fig. 7 is a sectional view taken on the line 1-2 of Fig. 8; Fig. 8 an enlarged sectional view on the same section line as that indicated in Fig. 6. Fig. 9 is a sectional view of the reservoir H and Fig. 10 a cross section on the line 5-6 of Fig. 8.

Referring firstto the diagrams of Figs. 1 and 2, A, A and A indicate electricallyinsulated blocks or sections of the track; the one rail .being indicated by a. and the other rail by a.

B, is a track battery, the poles of which are connected as at b and b with the tracks a and a. From said tracks CL and on lead also electric connections (1 and d which are connected through the electro-magnet or relay D.

E, is a pivoted switch lever having secured to it an armature D lying in front of the magnet D normally tending to move away from said magnet. This switch lever is pivoted at E and is connected through awire 0 through the coils of an electro magnet O to a wire a connected with one pole of the battery (J; the other pole of said battery connecting through a wire c with a contact point 0 lying in the path of the lever E with which it is in contact when said lever is raised or attracted toward the magnet D. The magnet G above mentioned maybe called the prime mover of my signal apparatus and its function will be hereinafter described.

F, indicates a pair of wheels and connecting axle running on the tracks a, and a, and G indicates a semaphore signal.

When the block A is empty the current from the track battery B forms a circuit through the magnet or relay D, attracting the switch lever E to said magnet and closing the circuit from the battery G through the magnet G as indicated in Fig. 1. hen, however, a car is standing upon the track section A the current from the battery B is short circuited through the wheels and axle, and the magnet D is cut out of the circuit, permitting the leverE to move away from the magnet and opening the circuit of the battery 0, thus throwing the magnet C out of operation as indicated in Fig. 2.

All of the above described arrangement. is old and well known in connection with various kinds of signaling apparatus, but I have shown and explained it here, because it'is peculiarly adapted for use with the mechanism which I am about to describe, and because the action of said mechanism apart from these electrical connections might not otherwise be clearly understood.

Referring now to Fig. 6, H, indicates a reservoir for fluid under pressure, and is particularly adapted for a liquid. In connection with this reservoir or chamberH I use a plunger L weighted to the proper amount as at L and constantly acting upon the fluid con ICC tained in the ,chamber H, moving up when additionallfluid is forced into the chamber and moving down when any portion of the fluid is permitted to escape. In connection with this chamber I em ploya reservoir chamber h preferably of, considerably greater cat-i pacity than the chamber H, and preferably also formed as shown, of the same casting and in the form of an annular surrounding cham her to the chamber H. In connection with these two chambers I provide a pump, the cylinder of which is indicated at I, and the plunger of which is indicated at J. Thecylinder I is connected through a passage 1 with a passage h leading from the lower part of the reservoir chamber h, said'passage containing a valve as indicated at K which opens to permit the passage of fluid from the reser-. voir chamber to the pump cylinder.

through an opening'l' with a passage H leading to the chamber H, the connection being made through a conduit H and having in it; a Valve K which permits the passage of fluid; from, but not to the pump cylinder. Disre= garding for the present the extension of the pipe H it is obvious that when the piston J is operated, it will draw fluid from the reservoirh and force it into the chamberI'I. Thej piston J is normally forced and held above the entrance port I as by means of aspring J acting against a flange I of the cylinder I and a flange J at the head of the-piston, that is to say, when no counteracting force pushes; the piston into the cylinder it is lifted and held by the spring in the position shown in; Fig. 6. \Vhile this is true,I will explain here, that except during the intervals when a train; is passing the spring is compressed and the piston forced down into the cylinder by the action ofa weight, which weight is the powerl? rely uponto accomplishthe work of pumping. 1

To explain more in detail, J is the pistoin rod which is connected with a lever J which said lever is pivoted as at J- to a plate J Frest ing on the ties near one of the rails; the shorter end of the leverJH'esting against the! base of the rail as indicated at J Arranged in some way to bear down upon the piston J, and conveniently attached to the long .end of the lever J is weight J the amount of which; should be amply sufficient to press-the ipis-i ton J down into the cylinderlagainst there-5 sistance of the weight L, operating throughi the plunger L in the chamber H. 5

The operation of this device can be readilyf followed. A train passing over the track aboveg' the point where the end J of the lever J rests? against it will depress that end raising thei longer end of the lever and the weight con-5 nected therewith, and permittingthe spring: J a toforce the piston J up; as soon as the weight of the truck is removed from the-leverit will fall to its normal position, the weight J- then forcing the piston down into the cylinder I and forcing the fluid which has been sucked in through the opening I out through the open- Thel lower part of the cylinder I is connected:

under pressure, indeed, an excessive supply,

is attainable by this device and it will be no- ,ticed, that as theenergy used in forcing the fluid' into the reservoir is only that of the weight J there is no danger of an excessive pressure; in-fact, when the reservoir is filled and the upward movement of the plunger L stops, the plunger J will simply remain in its 5 uppermost positio'mthe weight J1 being insufficient to force it down. In connection with the casting H I will here note that 71 indicates a stuffing box through which the plunger L works, and that the lower ends of the chambers H and h are open,'but connected by means of webs h into which bolt holes are tapped, and an end plate or head H secured in place by means of bolts 71 N, (Fig. 6) is a cylinder in which works a piston G8 to which isattached arod G which said rod (see Fig. 3) extends up out of the casing B through a pipe G6 and is connected with one end of a counterweighted lever G a cap G being attached to the rod G and extending over the mouth of the pipe G to prevent the entrance of water into said pipe. The lever G is connected by a rod G to a counterweighted semaphore blade G which said blade as well as the lever G is pivoted to on a post G The weights of all the parts above mentioned are to be so balanced that the piston G will normally tend to descend in the cylinder N carrying the signal G by the connections mentioned to the position indicating danger; indeed, the proper construction is one in whichthe counterweight proper of the signal blade will normally :hold the blade to the position indicating danger so that in case of a'breakage in any of the connections the signal :will' assume this danger posit-ion.

From the lower part of the cylinder N I provide connections, one as H leading directly to the reservoirI-I and the other as M serving as an exhaust passage and preferably leading to an opening h 'in theupper part of the reservoir h, and I provide mechanism :in the nature of a controlling valve by which the cylinder "N can be at will connected with the chamber H and'cutoff from the exhaust, or connected with the exhaust and cutoff from the chamber H; 'obviouslya connection with the chamber-H permits the (fluid under pressure to How into the cylinder N and acting against thevpiston G -forces it up, through it forcing and holding/the signal in theposition indicating safety, which position is unchanged until the chamber H is cut off and the exhaust passage opened, when the fluid .netO already described, said electro magnet,

when the block is empty being energized and acting upon the valve system in such a way as to connect the chamber H and the cylinder N, and, when the block is occupied, being thrown out of action efiecting a connection between the cylinder N and the exhaust.

To effect the changes in the connections of the cylinder N I prefer to use a chamber or cylinder M having a passage M leading from a point below one end to the bottom of the cylinder N, and a passage N leading from near its other end to the reservoir h. In said chamber M I secure a piston O of athickness which will permit it to pass between the mouth of the passage M and the adjacent end of the cylinder, thus opening the passage M M, M, to the reservoir h and I make a connection above the piston into the upper part of the chamber M from the pipe H leading from the chamber H, and provide a valve controlled by the electro magnet G which, when said magnet is energized, will open the said passage, and, when the said magnet is thrown out of circuit, will close the said passage. The piston O is normally held above the passage M by a spring 0 or any other force, but when the fluid under pressure is admitted, its upper face is forced down to a position intermediate between the passages M and M permitting the fluid under pressure to pass into the cylinder N and closing the connection from said cylinder to the exhaust. Preferably I provide a by-pass M M leading from the upper part of the cylinder M to the exhaust passage for the purpose of permitting any fluid in the upper part of the cylinder M to be forced out through the by-pass into the exhaust, when the connection with the chamber H is closed and the counteracting power acting on the piston O forces it up. This bypass should be provided with a valve which will close it when the fluid.under pressure is I admitted to the top of the chamber M.

The specific construction for effecting the operations above described which I have shown in my drawings and prefer to use include a plunger extension 0 extending. down from the piston 0 through a stufiing box M into the conduit II. This plunger serves as a movable valve or partition, preventing the entrance of the fluid under pressure into the chamber M below the piston 0, but a channel 0 is formed through the plunger and piston by which the fluid under pressure can pass to the top of the chamber M above the piston. In line with the top of this channel or perforation 0 and extending through a passage M in the top of the cylinder M I provide a valve spindle P having on its end a valve P adapted to close the passage 0 1 The spindle P is secured to an armature Q which is' weighted sufliciently to hold the valve in position to close the perforation O and which is arranged in relation to the electro magnet C so that it will be lifted, and will lift the valve P when said magnet is energized, consequently, when a current is passing through the magnet the armature Q and the valve attached to it are drawn up opening the passage O permitting the fluid under pressure to flow through the same to the top of the chamber M and acting against the piston O forcing it down against the pressure of the spring 0 and against the pressure of the fluid on the base of the piston, until it passes below the passage M through which the fluid under pressure enters the cylinder N, and, acting against the piston G raises and holds the signal arm to the position indicating safety. On the other hand, as soon as the current through the magnet 0' is cut oh? the armature'Q is permitted to fall bringing the valve P into position to close the orifice 0 thus cutting ed the supply of fluid under pressure. At the same time the by-pass M M is open permitting the piston O to rise under the forces acting to lift it until it passes the mouth of the passage M when the fluid in cylinder N will flow out to the exhaust or reservoir. In the plan shown, the upward motion of the piston O of course carries with it the valve and the armature connected with the valve bringing said armature into proper position to be acted on by the magnet when it is next energized. It will be noted that the portion M of the by-pass M M is led out not directly from the top of the cylinder M, but from the channel M a short distance above the top of the cylinder, and I form the valve P in such a way that it will close the mouth of the passage M when the cylinder 0 is in its uppermost position, and I recess the valve stem Pas indicated at P so that when the valve moves down the channel is opened through the passage M into the passage M In this way it will be noticed the by pass is closed when the piston O is in its'uppermost positionand also while the magnet is in operation, but is opened when the magnet releases the armature and the piston is in its lower position.

The by-pass M M is conveniently formed as shown by boring two holes M M which cross each other and thus form a conduit from the passage M to the inside M; this passage may obviously be formed in the cylinder when it is cast.

In this application I have not claimed various details of my apparatus which may obviously be used in other connections than with a railroad signaling device, such, for instance, as the specific form and details of the chamber M, and the connection of the governing valve of this chamber to an electromagnet in the manner described; these I have claimed in an application filed by me on the 17th day of November, 1893, which bears Serial No. 491,097.

I Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is-

l. The combination of a reservoir for fluid under pressure with a pump arranged to force fluid into saidreservoir,a pump actuating letoo ver arranged: in position with respectflto a rail-waytrack so as to be operated by the;

trucks of passing trains, a cylinderhaving connections to the reservoir containing fluid under pressure and :to an exhaust, a valve system controlling both said connections so as to connect said cylinder alternately with the reservoir andexhaust and means operated by a passingtrain for actuating said valve system. a

2. In atrack signaling apparatusthe com-.

bination with a source offluid under press-g: ure,of a'cylinder having a plungertherein which tends to'take a-definite position in said cylinder,-a signaloperated by said plunger,a:

passagei-connectingl the cylinderwith the source :of fluid supply and with an exhaust:

opening,- a;valve system arranged to alter-- nately connect the cylinder with the source of fluid. supply and Withthevexhaust and means operated by a'passing train for controlling said-valve systenn 3. The, combination in a railway signaling apparatusof a source of supplyof fiuidunder1pressure,; a cylinder having a plunger therein which tendsnormallyto take a definite position in said cylinder, a signal actucombination with an accumulator and a:res-. ervoir GODILGCIGCl"fth6IBW'llIl1,'Of a' pump arranged-to force liquid from the reservoir into the accumulator, acylinder having: a plunger therein which tends normally to take a .defi- V nite position in said cylinder, a signaltactuated by said plunger,connectionsunitingthe cylinder both ,with the; reservoir and the accumulato'r, a valve system arranged "to alternately connect the cylinder with thereservoir and accumulator and means actuated by a passing train for actuating saidvalve system.

5. The combination of a hydraulic accumulator and areservoir connected therewith, with a pump arranged to pump liquid from the reservoir into the accumulator, apumpactuating leverarranged in position with respect to a railway track so, as to be operated by the trucks of a passing train; a cylinder and plunger moving in said cylinder and normally tending to take a definite positiontherein; a signal actuated by said plunger, con nections uniting the cylinder both with the reservoir and the accumulator; a valve system arranged to alternately connect the cylinder with the reservoir and accumulator, and means operated by a passing train for actuating said valve system.

6. In combination with a reservoir for fluid undenpressureiand: a signal-actuating cylin-- system operated automatically by a passing der connected therewith as described, a valve train to controlthe connectionshetween; the A inder, and apumpeactnatingleyenJ f jarranged, I

with one endxso placed :With regard to, a railway track that? it will be depressedby the trucksofa passing train and havinglitsother 'end so connected With plunger-J as to, normally force it down :into the cylinden'isaid end beingraisedand the ,plunger permitted 1 to move outrby the actionlof ay train ,on the 1 oppositezendof: the lever.

7. The combinationwith an accumulator:

scribed andoperating to pump fluidfrom-the reservoir into'theaccnmulator chamber, a sig-,=

' nal actuating cylinder N, connectionfrom the; v I cylinder to the chambers and a.valve,systemoperated by apassing train adaptedato conr,

' trol the connections fromthe signalloperats in g cylinder to the accumulator and reservoir chambers, all operating substantially as de--- I scribed.

8. ThevchamberM having a passage M? lead-, in g therefrom at some distance from'one-end,

and an exhaust passageM! near therother end. in combination with a piston-Oandmeans for i normally holding the same abovepassage-M? 1 so as to, connect passagesaMi M through ohamberM; ,a reservoir of fluid under pressureand a conduit leading therefrom to the chamber,

M on theupper sideqotfpistonO; a valvearranged to control =said conduit, andasignal,

actnatingcylinder andpiston connected with passage, M

9. The chamberMhaving-a passage-Mikading therefrom at some distance from oneend,-; and an exhaustpassage M n'eartheother end in combination with a piston-O;andrmeans,

for normally holding the sameabovepassage M so as to connect passages-lil- M' through chamber M, a by-pass M M leading: from the top of chamber Mto: theexhaust passage; a

reservoir of fluid under pressure and aconduit leading therefrom to the ,chamberM- on the upper side ofipiston O; a valve;arranged to control said conduit, and the by-pass as described, and a signal-actuating cylinder and piston connected with passage M i 10. The combination of a reservoir offiuid under pressure, acylinder N- and a signalactuating plunger, moving in said cylinder working in said chamber and having a piston-bead O fitting in the same; a valve P arranged to normally close the passage through perforation O and cut-off the supply of fluid from the reservoir; a by-pass M M from the head of chamber M opened by the downward movement of valve P beyond a certain line but normally closed by said valve, and an electro-magnet arranged to lift and hold the valve P away from its seat, all substantially as described and so as to alternately connect the cylinder N with the reservoir and the exhaust by the movement of piston 0 below and above passage M 11. In a railroad signaling apparatus the combination with a reservoir for fluid under pressure, of a signal actuating cylinder conneeted therewith as described, a valve system operating to control the connection between the cylinder and reservoir, a pump cylinder I connected to the reservoir and having a plunger 3, means as the pivoted lever J 4 connected at one end to the plunger and normally operating to force the plunger into the cylinder I by means of a weight and having its other end so placed relatively to a railroad track that it will be depressed by the weight of a passing train, the whole operating to raise the plunger out of the cylinder by the action of the train and to permit it to be forced therein by a suitable weight.

S. H. HARRINGTON.

Witnesses:

ALF. H. FABER, DOUGLAS STEWARD.

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