US619038A - Automatic electric signal for railway-crossings - Google Patents

Description

No. slams. Patented'reb. 7, |899.

. u. .l. FRY. AUTOMATIC ELECTRIC SIGNAL' FDR RAILWAY CBOSSINGS.

(Applicatign led Sept. 26. 1898.)

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No. 6l91038. Y Patented Feb. 7, |899.

U. J. FRY. UTOMATIC ELECTRIC SIGNAL FOB RAlLWAY CBSSINGS.

y 'A lication led 6,1898.) (No Medel.) 2 Sheets-Sheet 2.

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UNITED STATES PATENT FFICE.

'URIAS FRY, OF MILWAUKEE, W'ISCONSIN.

AUTOMATIC ELECTRIC SIGNAL FOR RAILWAY-CROSSINGS.

SPECIFICATION forming part of Letters Patent No. 619,038, dated February 7, 1899.

Application filed September 26,1898. Serial No. 691,885, (No model.)

To all Loh/011e it may concern:

Be it known that'l, URIAS J. FRY, a citizen v of the United States, residing at Milwaukee,

in the county of Milwaukee and State of Wisconsin, have invented certain new and useful vImprovements in Automatic Electric Signals for Railway-Crossin gs, ofv which the following is a specification,reference being had to the accompanying drawings, forming a part thereof.

The main object of my invention is to protect a crossing or other danger-point on a railway by ringing a bell or giving an alarm, which shall begin when a train approaches within a certain distance and continue until 4it has cleared the crossing or other dangerpoint.

It consists in certain novel constructions,ar rangements, and combinations of parts here- -inafter particularly described, and pointed out in the claims.

In the accompanying drawings like letters and numerals designate the same parts in both .y I .Illdl figures.

Figure l is a diagram of signal apparatus embodying my improvements as applied to a single-track railway on which trains are intended to run in both directions, and Fig. 2 is a similar diagram of a modied form of the apparatus as applied to a double-track railway.

Referring to Fig. l, A designates a railwaytrack of a single-track road, and B the crossing of a street or highway or other dangerpoint to be protected by the apparatus. At a suitable distance from and on opposite sides of the crossing or danger-point the track is provided with insulated rails or sections 1,2, 3, and 4 and at or near the crossing or danger-point with an insulated rail or section 5. The rails or sections of track opposite the insulated rails or sections above mentioned are preferably insulated and have ground connections 6, 7, and 8.

9 designates a local electric circuit, which includes a battery C or other source of current and a bell D or other suitable alarmsignal, audible or visible. The terminals of this circuit are attached to binding-posts 10 and 11.

E is a pivoted switch-arm, which may be designated the primary switch. Itis provided with a spring-contact e, insulated therefrom and electrically connected with the binding-post ll of the local or alarm circuit. c is an adjust-able contact arranged to be engaged by the spring-contact e when the switch-arm, E is turned to the left.

circuit. The switch-arm E is also provided on the opposite side with a spring-contact e2, which is insulated therefrom and is adapted to engage with a contact-screw e3 when said arm is turned to the right, as shown in the drawings.

c4 is a contact-screw with which the switcharm E is arranged to engage and with which itmakes an electrical connection when it'is turned to the extreme right.

F is an electromagnet, which may be designated the primary magnet. It is arranged to actupon the switch-arm E and turn it to the right into engagement with the contact c4. e5 is a spring acting on said switch-arm in opposition to said magnet and tending to turn it to the left and to carry the spring-contact e into engagement with the contact e.

G is a pivoted switch-arm arranged to vibrate between two screws or adjustable stops g andg'. The screw g serves as an electrical contact and is connected with the bindingpost lO, and the screw g' serves as a back-stop. The switch-arm G is electrically connected with the binding-post l1. H is an electromagnet arranged to act upon said switch-arm and to draw it into engagement with the contact-screw g. g2 is a spring acting on said switch-arm in opposition to said magnet and tending to hold it normally in engagement with the' back-stop g.

I is a pivoted detent formed or provided with a hook at its free end, which is adapted to engage with the free end of the switch-arm E and hold it normally in the position in which it is shown in the drawings, with its contact c2 in engagement with the contact e3 and its contact c separated from the contact c. Said detent makes electrical connection with said switch-arm when it is in engagement therewith. The hook with which it is provided is beveled, so that the switch-arm E when turned to the right will automatically slip into engagement therewith. i is a backstop which limits the movement of said detent in proper position to engage with said switch- It is electrically con-K. nected with the binding-post l0 of the alarm- IOO arm, and z" is a spring tending to hold said detent in engagement with said back-stop and switch-arm.

J is an electromagnet, which may be designated the releasing-magnet. It is arranged to act on the detent I and when energized to draw it away from the stop i out of engagement with the switch-arm E.

12, 13, 14, and 15 are binding-posts with which the outside electrical connections of the apparatus are made. The binding-post 12 is connected with the switch-arm E. One terminal of magnet J is connected with the detent I and the other terminal with the binding-post 15. The binding-post 13 is connected with one terminal of the magnet H, the other terminal of which is connected with the contact e2 and with one terminal of the magnet F. The other terminal of magnet F is connected with the binding-post 15. The binding-post 14 is connected with the contacts es and c4.

K is the main battery or source of current supplying the outside circuits of the appa-I ratus. One pole of this battery is connected with the bindingpost 15, while the other pole has a ground connection 16. The two outside insulated track rails or sections l and 3 are connected by wires or conductors 17 with the binding-post 12, the two inside insulated rails or sections 2 and 4 by wires or conductors 18 with the binding-post 14, and the intermediate insulated rail or section 5 by a wire or conductor 19 with the bindingpost 13. Y

This form of the apparatus operates as follows: Assuming that a train is approaching from the right in the direction indicated by the arrow, when the first truck or pair of wheels passes upon the insulated rail or track-section 1 the circuit will be completed between said rail or section and the opposite rail or section which is grounded. Current will then pass from the main battery through the coils of magnet J, detent I, switch-arm E, binding-post 12, wire 17, insulated rail 1, the truck or pair of wheels in contact therewith to the opposite rail, and thence through the ground connection 6 to the opposite pole of battery K through its ground connection 16. The magnet J being energized attracts the detent I and draws it out of engagement with the switch-arm E, which is thereupon drawn to the left by the spring e5, carrying the contact e into engagement with the contact e' and closing the local circuit. The bell D is thus caused to ring and will continue to ring until the local circuit 9 is opened, as hereinafter explained. When the rst truck or pair of Wheels of the train passes upon the insulated rail 2, it will have no eect on the apparatus, because the circuit 18, with which it is connected, has been opened between the contacts e2 and e3 by the movement of the switch-arm E to the left, as above stated. When, however, the first pair of wheels passes upon the insulated rail 5 at or near the point to be protected, the circuit 19 will be closed through the coils of the magnets II and F,

battery K, and ground connections 7 and 16. The magnet H being thus energized turns the switch-arm G into engagement with contact g, thus closing the local circuit 9 at that point. At the same time magnet F draws the switcharm E back into engagement with the contact e4, carrying the contact c away from the contact e. The apparatus will remain in this condition and the bell will continue to ring while the train is passing over the insulated rail or track-section 5 g but when the last truck or pair of wheels passes olf from this section, breaking the circuit 19, magnets F and II will be denergized'and the switch-arms E and G will be'released, the switch-arm E will be turned slightly to the left by spring e5 into the position in which it is shown in the drawings, and the switch-arm G will be turned by the spring g2 out of engagement with the contact g, thus breaking the local circuit 9 and stopping the alarm. The apparatus thus left in its normal condition will remain inert until it is brought into action by another train approaching in either direction. When the train which has just passed the crossing or other danger-point to the left reaches the insulated track-section 4, it will close the circuit 18 and thus cause magnet F to draw the switch-arm E against the contact e4. This has the eect of electrically connecting the two insulated track- sections 3 and 4, so that when the last wheels of the train pass over section 3 current will pass through the switcharm E, contacts e4, e3, and e2, thence through the coils of magnet F,thus holding said switcharm in that position out of electrical contact with the detent I, and thereby preventing current from passing through and energizing the magnet J. As soon as the last wheels of the train clear the insulated section 3 magnet F will be denergized, and the switch-arm E, thus released, will be caught and held in its normal position by the detent I. The operation of the apparatus bya train passing in the opposite direction is the same as above described.

In place of the ground connections metallic circuits, as indicated by the dotted lines 2O and 21, may be substituted, and for this purpose wire fences, when accessible, may be utilized.

To insure the catching and holding of the switch-arm E by the detent I, the hook of said detent may Abe attached to a light spring, which in'turn is attached at its end opposite the hook to the main arm of the detent, so that when the switch-arm is drawn to the right by magnet F said hook will yield upward without straining the spring fi', thus opposing Very little resistance to thellocking movement of the switch-arm.

Referring to Fig. 2, showing the apparatus adapted and applied to a double-track rail- IOO IIO

cuit 9 may be operated with either set.

way, two sets oi instruments X and Y, substantially like that shown in Fig. 1, are employed,with the exception that a single alarmcircuit 9 serves for both sets of instruments and the insulated rails or track- sections 2 and 4, the circuit connections 18, and the contacts e2, e3, and e4 are dispensed with. The binding-posts 10 and 11 of the two sets of instruments are connected in parallel by wires or conductors 2 2, so that the bell or alarm cir- As shown in the diagram, the binding-post 12 of instrument X is connected by wire 17 with the distant insulated rail or track-section 1 of track A, on which trains run, as indicated by the arrow, from right to left. The bindingpost 13 of this instrument is connected by wire 19 with the insulated rail or track-section 5 in the same Atrack at or near the crossing B or other point to be protected. Thev binding-post 12 ofinstrument Y is connected by Wire 17 with the distantinsulated rail or track-section 2 of the track A', on which trains are run, as indicated by the arrow, from left to right, and the binding-post 13 of this instrument is connected by wire 19 with the insulated rail or track-section 5 in the same track at or near the crossing B or point to be protected.

This form of the apparatus operates as follows: Assuming that a train is approaching on track A in the direction indicated by the arrow, when the first truck or pair of'wheels passes upon section 1, closing the circuit 17 between the opposite rails, current will flow through the switch-arm E, detent I, magnet J, and battery K of instrument X, and the magnet J ,being thus energized,will disengage the detent from said switch-arm, allowing the latter to close the alarm-circuit 9 and 22 at e e' and ring the bell or give an alarm. The bell will continue to ring or the alarm to sound or be displayed until the first truck or pair of wheels passes upon the insulated rail or section 5, whereupon the circuit 19 will be closed through magnets H and F, thereby closing the alarm-circuit at g and opening it at e e', the switch-arm E being drawn by magnet F into position to be engaged and held by detent I. Vhen the last truck or pair of wheels of the train passes ott from the insulated rail or secltion 5, the magnets H and F will be denergized,the alarm-circuit 9 and 22 willbc broken,

the alarm will cease, and the switch-arm E,

released by magnet F,will be caught and held by the hook of detent I in the position in which it is shown in the drawings and in condition to be operated by another train. T he operation oi' the apparatus by a train passing in the opposite direction on track A is the same, except that instrument Y will be brought into action instead of instrument X in connection with the local alarm-circuit 9.

It will be observed from a comparison of the apparatus shown in the two iigures of the drawings that the function of the switch G and magnet H is to prolong the alarm after the train has reached the crossing or point to be protected and the primary switch-arm E has been retracted by magnet F until the entire train has passed. By this means the alarm is sounded or displayed so that it may be heard or seen by trainmen on any part ot the train. This is an item of importance, since it enables trainmen to easily observe whether the apparatus is in working order, and if it is not to promptly report the fact. It also enables them to determine with certainty whether an accident occurs by reasonof disregard of the signal on the part of a person attempting to cross the track in advance of an approaching train. It will also be observed that the function of the circuit connections 18 and contacts e2, e3, and e4 (shown in Fig. 1) is in the application of the apparatus to a single-track road to prevent a train after it has passed the crossing or dangerpoint from releasing the primary switch-arm E, sounding or displaying the alarm, `and leaving the apparatus in'an inoperative condition for another train.

Metallic return connections in place of the ground connections may be employed in the apparatus shown in Fig. 2 as in the apparatus shown in Fig. 1.

While the electromagnets employed in the apparatus hereinbefore described are subject to the effects of lightning, the instruments will not be left in abnormal or inoperative condition by reason of such disturbance. Each of the circuits 17 and 1S will take up as much of the disturbing element as the other, with the following result: The current passing through circuit 18, which is closed in the normal condition of the apparatus through the contacts e2 and e3 and magnet F, will cause the switch-arm E to move to the right out of contact with the detent I, thus cutting magnet J out of circuit. The magnet F will retain its magnetism until all electrical disturbance has passed from both circuits, whereupon the switch-arm E will drop back into its normal position in engagement with said detent.

Various changes in the minor details of the apparatus may be made without affecting its operation or departing from the spirit of my invention. In place of the 'insulated rails or track-sections shown in the diagrams any form of track instrument or circuit-closing device by means of which passing trains will be enabled to close the circuits 17, 18, and 19 at the points where the insulated rails are 1ocated may be used.

I claim- 1. In signal apparatus for the protection of a crossing or danger-point on a line of railway, the combination of a local circuit includingia signal and source of current, primary and secondary switches each arranged to close said circuit independently of the other, primary and secondary magnets for operating IOO IIO

aux

disengaging said detent and permitting said switch to close, a circuit including the primary switch-arm, the detent, the releasingmagnet and a source of current and adapted to be closed by a train approaching the crossing or point to be protected, and another circuit adapted to be closed by a train at or near the point to be protected and including both the primary and secondary magnets and a source of current, substantially as and for the purposes set forth.

2. In electric signal apparatus for the protection of crossings or danger-points on rail-l ways, the combination of a local circuit including a signal and source of current, a primary switch having a normal tendency to close, a secondary switch having a normal tendency to open, aprimary magnet arranged to open the primary switch, a secondary magnet arranged to close the secondary switch, a deten t normally holding the primary switch open, a releasing-magnet arranged when energized to disengage the detent from the primary switch, a circuit adapted to be closed at a distant point by an approaching train and including the primary switch-arm, the detent, the releasing-magnet and a source of current and another circuit adapted to be subsequently closed by the passing train at or near the point to be protected, and including the primary and secondary magnets and a source of current, substantially as and for the purposes set forth.

3. In signal apparatus for the protection of acrossing or danger-point on a line of railway, the combination of a local circuit including a signal and source of current, primary and secondary switches in said circuit, primary and secondary magnets arranged to operate said switches, a detent normally holding the primary switch open, a releasingmagnet for disengaging the detent and closing the local circuit,a circuit including the primary switcharm, the detent, the coils of the releasingmagnet, and a source of current, and leading to distant points in the track on opposite sides of the crossing or point to be protected, a second circuit leading to points in the track inside of or nearer the crossing than the points in the first circuit, and including contacts of the primary switch, the coils of the primary magnet and a source of current, and a third circuit leading to a point in the track at or near the crossing or danger-point, and including the coils of both primary and secondary magnets and a source of current, substan tially as and for the purposes set forth.

4. In electric signal apparatus for railways, the combination of a local circuit including a signal and source of current, primary and secondary switches each arranged to close said circuit independently of the other, means tending to close the primary switch, means tending to open the secondary switch, a primary magnet arranged to open the primary switch, a secondarymagnet tending to close the secondary switch, a detent normally holding the primary switch open, a releasing-magnet arranged to disengage said detent 'from the primary switch, an insulated contact carried by the primary switch-arm, a second contact arranged to be engaged by the rst contact when the primary switch is held in its normal position by said detent, a third contact arranged to be engaged by said primary switch-arm when it is attracted by the primary v magnet, an electric circuit leading to distant points in the railway on opposite sides of the point to be protected, and adapted to be closed at either of such distant points by an approaching train, said circuit including the primary switch-arm, its detent, and the releasing-magnet; a second circuit leading to distant points in the railway between the point to be protected and the pointsincluded in the first circuit and adapted to be closed by a train approaching in either direction after it has closed the first circuit, said circuit including the aforesaid contacts associated with the primary switch, the primary magnet and a source of current, and a third circuit leading to a point in the railway at or near the point to be protected and adapted to be closed by a passing train, said circuit including the primary and secondary magnets and asource of current, substantially as and for the purposes set forth.

In witness whereof I hereto aiiix my signature in presence of two witnesses.

URIAS J. FRY.

Witnesses:

CHAs. L. Goss, M. L. EMERY.

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