US532633A - Railway block-signal - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1. W. BERRIG'AN 8v W. H. MQGLUBE.

RAILWAY BLOCK SIGNAL.

PatentedrJan. 15

S. R INVENTOB at W . ATTO R N EY (No Model.)-

I 2 Sheets-Sheet 2. W. BERRIGAN 81; W. H. MGGLURE.

RAILWAY BLOCK SIGNAL.

. m W m m 1% N m N m w m am w w m UP WITNESSES. 0%;

0.. mum-1.1750,. wnsumutou n c I WILLIAM BERRIGAN AND WILLIAM H. MOOLURE, OF ELMIRA, NEW YORK.

UNITED STATES PATENT OFFICE.

RAILWAY BLOCK-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 532,633, dated January 15, 1895. Application filed September 18, 1894. Serial No. 523,358. (No model.)

7 in Railway Block-Signals, of which the following, taken in connection with the accompanying drawings, is a full, clear, and exact description.

This invention relates to the class of railway block signal systems in which the semaphores are set to automatically indicate danger by means of mechanisms actuated by an instrument placed by the side of the track-;

rail so as to be traversed and depressed by the wheels of the cars and engine passing the semaphore; and the invention consists'in a novel organization of the aforesaid mechanisms combined withelectrically controlled de- Vices for temporarily retaining the semaphore in position to indicate danger while the train of cars or engine is passing over the block as hereinafter more fully described and specifically set forth in the claims.

In the annexed drawings Figure 1 is a plan view of two blocks of a railway equipped with our improved automatically operated semaphores. Fig. 2 is an enlarged vertical transverse section on line XX in Fig. 1 showing the mechanical and electrical devices for operating the semaphores. Fig. 3 is a horizontal transverse section on line YY in Fig. 2. Fig. 4 is a transverse section on line -Z-Z in Fig. 3. Fig. 5 is a side view of the track-instrument, and Fig. 6 is an en larged transverse section on line OO in Fig. 5.

Similar letters of reference indicate corresponding parts.

B- represents one of the rails of one of the tracks of the road. -AA--A'represent three semaphores for guarding two blocks of said track. Said semaphores are of the usual form,- consisting of arms pivoted to tall posts -B: so as to swing from a suspended to a horizontal position, which positions indicate respectively safety and danger over the block of track i'nifront of the semaphore.

For operating the semaphores automatically, we employ opposite each one of them, a track-instrument or tracklever band mechanisms for transmitting motion from said lever to the semaphore-arm A--. The

track-instruments we prefer to form of a lever about twelve feet more or less in length extending along the outer side of and contiguous to the track-rail R- and pivoted at one end to oscillate vertically and connected at the opposite end to the mechanism which transmits motion to the semaphore as hereinafter described. To obviate weakening the rail, we connect the'lever --bto the rail by placing against'the'outer side of thestem of the rail, the cheek-block awhich bears onthe flange and under side of the head of the rail and is of suificient lengthto brace the rail as shown in Figs. 5 and 6 of thedrawin gs.' This cheek-block. is provided with a longitudinal slot -'a'- in which the heel of the lever is inserted. A bolt -b'-' passes transversely through said cheek-block, lever and rail and servesto pivot thelever and to secure the aforesaid parts to the rail. 3

From the side of the track extends at right angles a sill {l and to this sill and to the cross-tie T- are secured pillo W-blocks O supporting a horizontal rock-shaft c 'lo'the end of this shaft adjacent to the rail R is fastened an arm c" upon which rests the forward and vibratory end of the track-lever b' which normally projects slightly above the plane of the track so as to be depressed by the wheels of the engine and cars passing the semaphore. To prevent the said lever from rebounding from the arm c when released from the pressure of the Wheels we provide said arm with an upwardly projecting ear eand connect the lever to the arm by a pin or bolt f passing through said ear and through a longitudinal slot e in the lever; The strain exerted on the rock-shaft bythe mechanisms deriving motion therefrom causes the arm cto support the lever bso as to project slightly above the rail R- as aforesaid. The motion transmitted to the arm c" is increased by the sagging of the rail -R- incident to the weight traveling over 7 it. To the rock-shaft cis also attached another arm c' which by a rod g is connected to a lever dpivoted at d' to a suitable rigid support -F.

The connection of the rod -g to the lever -d is at one side of the pivot of the latter, and the opposite end of said lever is connected to a pitman --Pconnected to a crank --P- attached to the shaft of the semaphorearm -A--.

A weight wis adjustably connected to the same arm of the lever -d-- to which the rod -gis connected, which weight produces an upward force on the pitman -P- to automatically swing the semaphore-arm -A into a suspended and normal position as indicated by dotted lines in Fig. 2 of the drawwas.

Each block of the signal system is provided with a separate electric circuit in which D-- denotes the battery.

The pitman -P- of each semaphore has attached to it one of the terminals -t-- of acircuit controller or circuit maker and breaker, and in the path of the aforesaid terminal is the other terminal t of the circuit in the block immediately back of the semaphore. Each pitman is also provided with a suitable shoulder or catch h-- which becomes engaged with a detent or hook -ion an arm 2"- pivoted to the post --B or other suitable support, and is drawn toward said catch by a spring,j. Opposite the engaging end of the aforesaid arm are electro magnets I- connected to the circuit in the block immediately in front of the semaphore. The armature -j of said magnets is attached to the free end of the arm -t"- so that the attraction of the armature by the magnets draws the detent out of engagement with the shoulder or catch --h, as represented by dotted lines in Fig. 2 of the drawings.

The operation of our described automatic block signal is as follows: As the engine or train of cars pass one of the semaphores the wheels traversing the track-lever bdepresses the same and causes the arms -c"- to rock the shaft --c-, the motion of which draws down the pitman -P by means of the arm -c'-, rod g and lever --d-. The downward draft of the pitman swings the semaphore-arm A into a horizontal position as shown by full lines in Fig. 2 of the drawings, said position of the semaphore indicating danger over the block which the train or engine is entering. The magnets -I- at said semaphore being in the circuit which is controlled by the circuit making and breaking terminals 't-t at the next semaphore which terminals are out of contact and at rest liberates the armature of the aforesaid magnets and causes said armature to throw the detent t'- into engagement with the shoulder or catch --7t-- on the pitman -P- and thereby retain the semaphore in its aforesaid horizontal position until the train or engine passes the next semaphore which is then set intoa position to indicate danger in the manner before described, and in this action the downwardly moving pitman P- brings the two terminals -tt thereat into contact and thereby closes the circuit in the block just left by the train or engine. The closing of this circuit energizes the magnets I at the semaphore at the rear end of the block and thus causes the armature of said magnets to draw the detent -'iout of engagement with the shoulder hand thereby allows the semaphore-arm A- thereat to drop into a suspended position to indicate that the block between said two semaphores is clear and safe.

In order to allow the semaphore at the rear of the train to be set to indicate safety after the engine or train has passed over the block and run onto a siding without passing over a track-instrument, we provide a push-button U- accessible by a person to press on said button and thereby close the circuit.

To guard against serious concussion of the mechanisms which transmit motion from the track-instrument to the semaphore, we provide the rod -g-- with a cushion Z- of rubber or other suitable material at its connection with the arm --c'- as shown in Fig. 4: of the drawings, and in order to allow the mechanisms to be adjusted so as to prevent the track-instrument from being actuated by hand-cars or other weights lighter than traincars we connect the rod -gto the arm c' adjustably in its distance from the rock-shaft --cand thereby regulate the leverage of said arm so as to require the weight of an ordinary car or engine to depress the track-lever b-. Said adj ustability is illustrated in Fig. 3 of the drawings and consists of the slot -0- through which the rod gpasses, said slot being of sufficient length to allow the rod to be shifted toward and from the rock-shaft cas may be required for the purpose aforesaid.

What we claim as our invention is- 1. A railway block signal system having a separate electric circuit in each block, pitmen connected to thesemaphores, levers connected at one end to the pitmen, track-instruments actuating the levers, stops on the pitmen, detents automatically engaging the stops and thereby retaining thesemaphores set to danger, magnets at the semaphores, armatures drawing the detents out of engagement by energy of themagnets, and circuit-closers at each semaphore in circuit with the magnets at the next semaphore at the rear and actuated by the pitmen as set forth.

2. In a railway block signal system, the combination with the two semaphores of a block, of a track-instrument opposite each semaphore to be actuated by the passing train or engine,a pitman connected to each semaphore, a lever pivoted to a fixed support and connected at one end to the pitman, a weight attached to the opposite end of said lever, a rock-shaft having two arms connected respectively to the track-instrument and to the aforesaid lever, an electric circuitexelusively for the block between the aforesaid semaphores, electro-magnets at the rear semaphore of the block, the armature provided with a hook, a catch on the pitman receiving said hook when the pitman is moved to set the semaphore to danger and the armature released from the magnet, an electric terminal carried on the pitman of the front semaphore of the block, and a terminal traversed by the aforesaid terminal to make and break the circuit during the movement of the pitman substantially as described and shown.

3. In combination with the track-rail, semaphore and its actuating lever -d the rockshaft --c' at right angles to the track-rail and having the arms c'- and c" extending in opposite directions from said shaft, the rod g connected to the aforesaid lever and to the arm c adjustably in its distance from the rock-shaft, the ear eon thearm 0", the lever b pivoted at one end to the side of said rail and having its opposite end provided with a longitudinal slot -e' and the pin f passing through said ear and slot as described and shown.

In testimony whereof we have hereunto signed our names this 4th day of August,

WILLIAM BERRIGAN. [L. s.] WILLIAM H. MGOLURE. [L. s.]

Witnesses:

- L. A. BAKER,

H. H. MURPHY.

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