US542699A

US542699A - Railway-signal

Info

Publication number: US542699A
Authority: US
Publication date: 1895-07-16
Anticipated expiration: 1912-07-16

Description

(No Model.)

P. B. WETHERBEE.

' RAILWAY SIGNAL.

No. 542,699. I Patented July 16, 1895.

UNrrn STATES n'rnnr rrror;..

FREDERIOKB. VVETHERBEE, OF WALPOLE, MASSACHUSETTS.

RA! LWA Y-SIG NAL.

SPECIFICATION forming part of Letters Patent No. 542,699, dated July 16, 189 5.

Application filed May 3,1895. Serial No. 547,977. (No man.)

To aZZ whom it may concern;

Be it known'that I, FREDERICK B. WETHER- BEE, a citizen of the United States, residing at \Valpole, in the county of Norfolk and State of Massachusetts, have invented certain new and useful Improvements in Railway-Signals, of which the following is a specification, reference being had therein to the accompanying drawings.

My invention relates to railway-signals of that class wherein an alarm is sounded at a crossing through electrical connections while the train itself is some distance from the crossing. I am aware that this idea is not broadly new; but in the devices heretofore pat.- ented or now in use the mechanism for operating the signal, which is usually a bell, is very complicated as well as defective in many respects, notably in the manner of stopping the ringing of the alarm after the train has passed the crossing if it should be sidetracked before reaching the contact-points that wouldoperate to stop the ringing of the alarm.

My invention, therefore, is designed not only to lessen the parts and simplify the ordinary mechanism but to insure the perfect working of the signal and to preventthe alarm ringing after the train has passed the cross ing, even though it should be side-tracked before reaching the opposite contact-points from those that set the bell into operation.

The invention is illustrated in the accompanying drawings, in which- Figure 1 represents a diagrammatic view of a section of arailway-track and the accompanying signal and operating mechanism therefor, and Fig. 2 represents a modification.

The track is shown at 1, and arranged a convenient distance therefrom are the electromagnets 2 2 supported in a suitable frame. Between the front ends of the magnets and extending from the frame is a vertical standard 3, and pivoted to the upper end thereof is the rocking bar 4 having the

hooked ends

4 and 4 which extend when the bar is in normal position in close proximity to the up per ends of the armatures 6 6 and slightly overhang the same.

The rocking bar 4. is designed to lock one of the armatures when the opposite armature is attracted by the energizing of its magnet, aud thisis accomplished by the tilting of said bar, thus bringing one of the hooked ends into engagement with the corresponding armature. To accomplishthis the bar 4 carries on opposite sides of its pivot-point depending arms 7 7, which have their lower ends connected with the armatures by means of the spiral spring 8 8 To prevent the armatures being drawn out of their proper relation relative to the magnet a laterally-extending bar 9 isrigidly attached to the standard 3, and this prevents the armature being displaced by the tension of the spring 8 8.

The wires 1O 10 and 11 ll lead, respectively, from the

electromagnets

2 and 2 to a suitable distance on each side of the track where they are connected to the rails.

The rails are provided with insulators 11 located at the crossing, so that the section of track on each side is insulated from that on the other side of the crossing.

A supplemental circuit is provided which is closed by the movement of the armatures, as follows: A post 12 in proximity to each magnet carries a contact-point 12 located in the path of the armature, which is provided with a second contact point 12*. From the armature 6 or its contact-point a wire 13 extends through a battery and alarm-bell and thence back to the post 12, while a similar circuit is provided for the armature 6*. It will thus be seen that the attraction of one of the armatures will cause points 12"' and 12 to contact, closing the circuit and ringing the alarm.

The operation of the device is as follows: Supposing the train to be approaching in the direction of the arrow, it will be seen that the circuit will be closed through the magnet 2, wires 11 11, track and wheels, and axle of car and the armature 6 will be attracted and the supplemental circuitbrought into action, sounding the alarm. The movement of the armature 6 will tilt the bar i and bring the hook 4: into engagement with the armature 6 and lock this armature securely against movement. The onward progress of the train will now bring it-over the insulators 11 and as the last car passes the circuit through the magnet 2 will be broken. The spring 8 would then draw the armature 6 back into ICC position and allowthe bar A to resume its normal position were it not that before the circuit through the magnet 2 was entirely broken the circuit is closed through the magnet 2 and the armature 6 attracted, but is prevented from moving by the rocking bar 4. When the armature 6 is released it can return to normal position; but the attraction of the armature 6 by its magnet causes the hook P to bind against and securely hold itself against movement until in the onward movement of the train the circuit through magnet 2 is broken, when all the parts return to normal position.

In the device shown in Fig. 2 the arrangement of armatures and the methods of energizing and de-energizing the magnets are reversed-What is to say, the magnets are normally energized and attract and hold the armatures, said armatures being pivoted near their upper ends to the extension as. A lateral arm 00' extends from the lower end of each armature, and this arm isconnected to the locking-bar by a spiral spring similar to those used in the main form. As will be seen, the circuit through the bell is closed by break 'ing the circuit through one of the magnets, which will permit the armature to be drawn out of engagement therewith and close the circuit for operating the signal. As soon as the magnet on one 'side ot'the central standard isdemagnetized andthe armature drawn position. Any suitable circuit-breaking device may be used to be operated bythe wheels of the car to break the circuits through the coils of the magnets.

I claim- 1. In an electrical signal for railways, the two oppositely arranged magnets separately in electrical connection with the track, the two armatures therefor, the bell circuit arranged to be closed by the movement of the arm atures, the vertical standard arranged be.- tween said magnets and the hooked bar pivoted intermediate of its length to said standard, said bar being adapted to be operated to lock either of said armatures, substantially as described.

2. In an electric signal for railways, two magnets separately in electrical connection with the track, the two armatures, the standard interposed between the same, and the rocking bar mounted on the standard having hooked ends overhanging the arinatures and connections from said bar to each armature whereby the movement of one armature will rock the bar and lock the otherarmature, substantially as described.

3. In an electric railway signal, the oppositely arranged magnets and armatures, the

vertical standard intermediate of the same,

the rocking bar pivotedto said standard, the spring connecting said armatures to said bar whereby when one of said armatures is operated by the oncoming train, the bar will be tilted to lock the opposite'armature.

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

FREDERICK B. WETIIERBEE. Witnesses:

CHARLES H. WARNER, E. LESTER BOWMAN.