US634187A - Railway-signal. - Google Patents

Description

No. 634,I87. Patented on. 3, I899.

J. SARGEN T.

RAILWAY SIGNAL.

(Application filed Apr. 22, 1899.1 (No lhdol.) s Sheets-Sheet a Jame% atto amqs THE Noam: min on, mow-Luau. WASHINGTON n. c.

No. 634,l87. Patented D-ct. 3,1899.

J. SARGENT. RAILWAY SIGNAL.

(Application filed Apr. 22, 1899.} I {No Model.) 3 Sheets$heet 2.

m: NORRIS PETERS co, mommmu, WASNINGTOL n. cy

N0. s34,|a7. Patented on. 3; I899.

J. SABGENT.

RAILWAY SIGNAL.

(Application filed Apr. 22, 1898.] (No Model.)

UNITED STATES P TENT Orricn.

JAMES SARGENT, OF ROCHESTER, NEW YORK, ASSIGNOR TO THE SARGENT AUTOMATIC RAILWAY SIGNAL COMPANY, OF SAME PLACE.

RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 634,187, dated October a, 1399.

Application filed April 22, 1899. Serial No. 714,087. (No model.) I

To all whmn it mctyconccrn:

Be it known that I, J AMES SARGENT, a citizen of the United States, residing at Rochester, in the county of Monroe and State of New York, have invented certain new and useful Improvements in Railway-Signals, of which the following is a specification.

My invention relates to improvements in signals adapted to automatically indicate whether a section of railway-track is cleanor occupied. It is applicable to all places where railway-tracks are crossed by other tracks or roadways, and also applicable as a block-sig nal to indicate whether a block is occupied or vacant.

The object of my invention is to simplify and cheapen the construction of such signals, to render them more perfect and reliable, and, in general, to produce a signal which will fulfil the various conditions imposed by railway companies, railroad commissioners, and others having supervision of this class of devices.

The invention will be described in detail in connection with the accompanying drawings, in which Figures 1, 2, and 3 are front elevations of my improved signal provided with different forms of semaphore-blades. Fig. 4 is a rear view of the operating mechanism, showing also, in diagram, the railway-track, batteries, and circuits. Fig. 5 is a side view of a portion of the mechanism, the casing being shown in section. Fig. 6 is a rear view of what may be termed a switchboard. Fig. 7 is a bot tom plan view of the parts shown in Fig. 6, and Figs. 8 and 9 are details.

Referring to the drawings, A indicates a casing or house in which the apparatus is mostly inclosed and protected. The house consists of front and rear walls 1 2, inclined roof-sections 3, and side walls 4. On the ridge of the roof is an angle-plate 5, upon which is cast or suitably attached a tube 6, forming a casing and a bearing for a shaft which sustains the lamp, as will be hereinafter explained.

Within the house is a horizontal shaft 7, which has bearings in plates 8, which may, if

return the blade to its normal position.

desired, be cast integral with angle-plate 5. The shaft projects through the front wall and carries on its forward end a suitable semaphore-blade. As shownin Fig. 1, there is a double blade B extending in both directions from the shaft. In Fig. 2 is shown a single blade B, extending to the left, and in Fig. 3 is a single blade B extending to the right. The semaphore shown in Fig. 1 is provided with an adjustable weight 10, which slides on a rod 11, supported by brackets 12. The blade is shown in full lines in its normal or danger position, which is horizontal,

and in dotted lines in its inclined position, indicating safety. The weight 10 is adjustable on the rod 11 to vary the force tending to In Fig. 2 the blade is returned to normal position by its own weight. In Fig. 3 the blade Works down instead of up, and it is returned to normal position by a counterweight 13. 7c

The apparatus is supported by suitable posts 14, andaccess is provided by means of a ladder 15.

The shaft 7, which carries the semaphore,

is connected by bevel-gears 16 to a vertical 7 shaft 17, extending throughthe roof and having a tapered angular portion 18 for supporting a suitable lamp 19. The lamp is preferably provided with four lenses 20, two opposite lenses being of one color to indicate 8c safety and the other two lenses being of another color to indicate danger. The shaft 17 is provided with a collar 21, which rests upon ball-bearings supported bya ring 22 on top of the tube 6.

The semaphore-shaft 7 is provided with an operating-arm 23, which serves to move the semaphore from the horizontal to the inclined position. To impart this movement to the "semaphore, an electric motor M is provided,

the plunger and a head or disk 29 on the barrel, Fig. 9. The spring device prevents shock to the mechanism when the motor is suddenly started. \Vhen the parts are released and the semaphore swings back to normal position by reason of its weight, the sudden stoppage of the movement is relieved by the buffer on the plunger 25 striking an abutment 31 and again compressing the spring 27. The arm 23 is drawn by the motor to the right, as shown in Fig. 4, until a pin or roller 32 carried by said arm reaches a position to be engaged by a hook on a mechanical magnetic lock L.

The magnetic lock L comprises a magnet 70, which at the proper time is energized and attracts and holds an armature 71 on a weighted latch 72. The hook S3 is on the lightend of thelateh 72. The latchnormally rests upon a suitable support 73, as shown in full lines in Fig. 4, in which position the hook ol the latch is raised and the pin or roller 32 is free to pass under it. Beneath the latch 72 is an elbow-lever 7t, hung on a pivot 75. The lower arm of the lever 7% is in the path of the operatingarm 23, and its upper arm lies under the latch "2. When the operatingarm is drawn to the right by the motor, it ongages the lower arm of lever 74 and causes the upper arm to raise the weighted end of latch 72. This takes place just as the roller 32 passes under latch-hook 33. At the moment when the armature 71 reaches the magnet and the hook has fully engaged the roller 32 the circuit energizing the motor is broken and the circuit energizing the magnet is completed, as will be hereinafter explained, and the lock,which may be termed a mechanieal magnetic lock, will hold the operatingarm in the position shown in dotted lines in Fig. i and hold the semaphore in the safety or clear position until the magnet-circuit is broken. The arm 23 is guided and prevented from vibration by a pair of rods 76.

Near the magnetic locking devices is a butter 80, having a spring-plunger 81, against which the arm 23 strikes just prior to being engaged by the latch of the magnetic lock. The ofiice of the buffer is to receive the shock caused by stoppage of the operating-arm and the semaphore. hen the arm comes to rest and is engaged by the hook, the spring in the butter 80 is under compression, and when the hook is released the expansion of the spring tends to start the operating-arm and to cause the semaphore to work more quickly. The butter 80 may be constructed similar to the butterD (illustrated in Fig. 9) or in any other suitable manner.

The devices for switching the electric current from the motor to the magnet, and vice versa, are for the most part mounted on a switchboard 34, which is supported upon a cross-piece 35 in the casing. Referring to Figs. at to 7, inclusive, 36 indicates a bar of suitable metal, which is attached by means of .carries a binding-post 38.

lugs 37 to the switchboard ll. The bar 36 Near the ends of the bar are circular openings in which are fitted bushings 39 of rubber or other non-conducting material. At the ends of the bar 36 are bearings 40, in which slide a rod 41, carrying a switch-pin 42 and an arm 43 for a purpose to be explained hereinafter.

Above the bar 36 is a divided bar comprising two parts 44: 44L. These bars are united by a strip of insulating material 45, and they are pressed down toward the bar 36 and upon the switch-pin -12 by a suitable spring 47. The bars 4d 44" carry, respectively, binding-posts 46 which posts slide in bushings 39.

The arm is attached by means of suitable bolts to a short rigid arm 48 on the shaft- 7, Figs. 4: and 5. nected a loop 49, having two members 50 51, which alternately engage the arm 43 and carry the switch-pin 42 alternately into contact with the plates Jr-l at".

T indicates a section of railway-track of any suitable length insulated at its ends. The rails of this portion of track form part of a normally-closed track-circuit 5b, which circuit includes a track-battery 57 and a relay 58. The relay normally breaks the continuity of a wire 5.) running from an operating battery 60 to binding-post 38. The motor-circuit includes the wire 59, the bar 36, the pin 42, the plate 44:, the post 46, a wire 61, and a return-wire 62 leading from the motor to the battery. The magnet-circuit includes the wire 59, bar 36, pin 42, plate 44 post 46, wire 63, and wire (34 running from the magnet back to the battery.

The operation is as follows: \Vhen a train is on the block, the track-battery 57 is shortcircuited through the wheels and axles of the train, the relay is cut out, and the main battery-circuit is broken at the relay, thus cutting out both the magnet and the motor. The semaphore and lamp then come to a position indicating danger, as shown in Fig. 4:, the semaphore being horizontal and indicating that the block is occupied. VJ hen the train passes off of the block, the track-circuit is restored through the relay and the motor-cir-' cuitimmediatelycompleted. Themotordraws the arm 23 downward until the part 32 reaches a position under the hook The bufier 80 stops the movement of the semaphore-blade and operating-arm at the proper time. As arm is stopped the buffer or cushioning device D comes into action to relieve the shock upon the motor, thus effecting a gradual stoppage of the motor and preventing an excessive rebound. The arm 23 now engages the lever 74, which in turn raises the weighted latch 72, carrying the armature 71 up to the magnet and bringing the hook down over the projection or roller At this point the pin 42 is carried by the loop member 50 across the gap between M an d 4t",thus break- To this arm 48 is also con-' ing the motor-circuit and completing the circuit through the magnet. The magnet-circuit remains active as long as the block is clear, thus holding the semaphore and the lantern in the safety position. It would of course be possible to hold the operating-arm and semaphore by means of the magnet and the armature connected directly to the operatingarm, but in such case the magnet would have to sustain the weight of the semaphore-arm and much greater battery-power would be required than is necessary to operate the mechanical magnetic lock. In the use of the lock it is only necessary to use current sufficient to sustain the latch 72, thus saving about eighty per cent. of the battery force. When the block is again occupied, the trackcircuit is immediately short-circuited and the magnet-circuit broken at the relay, thus releasing the arm 23 from the hook 33 and permitting the semaphore to return to its normal or horizontal position by gravity, the shock of the return movement being taken up by the spring-buffer 30. The loop member 51 returns the pin 42 to contact with plate 44. It will be seen that any break in the track-circuit or any wreck or other obstruction upon the track which connects the rails will immediately place the semaphoresignal in the danger position and that it cannot be moved from said position until the track-circuit is restored through the relay.

Having described my invention, What I claim, and desire to secure by Letters Patent, 1s

1. In a railway-signal,the combination with the semaphore, the lamp, and their connecting mechanism, of a motor for throwing the signals into the safety position, a magnet for locking the signals in said position, a battery for said motor and magnet, and a device for switching the current from said motor to said magnet, and vice versa, comprising contactplates, a sliding switch-pin, and a pair of arm members connected with the semaphore and arranged to move said switch-pin back and forth in contact with said plates as the semaphore nears the end of its travel in opposite directions, substantially as described.

2. In a railway-signal,the combination with the semaphore, and lamp, of the motor for moving the semaphore in one direction, the magnet for looking it, the circuits for said motor and magnet, and the switching device for said circuits comprising the bar 36, the divided plate 44, 44 the spring device for pressing said plate toward said bar, the switch-pin between said plate and bar, and means for moving said switch-pin to connect said bar electrically alternately with the parts of said plate, substantially as described.

3. In a railway-signal, the circuit-switching devices comprising the bar 36, the divided plate 44, 44*, the switch-pin between said bar and plate, the sliding rod upon which said pin is mounted, the horizontal shaft carrying the semaphore and the members upon said shaft adapted to alternately move said switchpin as the semaphore nears the end of its travel, substantially as described.

4. In a railway-signal, the circuit-switchin g devices comprising the bar 36, the bushings of non-conducting material supported on said bar, the divided plate comprising two separate sections connected by non-conducting material, the posts connected to said divided plate and extending through said bushings, the movable switch-pin between said divided plate and the bar 36, and means for moving said switch-pin alternately into contact with the parts of said divided plate, substantially as described.

5. In a railway-signal, the combination of the semaphore-blade, the horizontal shaft therefor, the operating arm fixed on said shaft, the spring-buifer connected to said arm, the motor connected to said buffer, and the abutment in the rear of said buffer, the shock of starting or stopping the semaphore being neutralized by the buffer, substantially as described.

6. In a railway-signal, the combination of a semaphore-blade, a horizontal shaft therefor, an arm fixed on said shaft, a motor for moving the semaphore connected to said arm, and a retaining device for said arm comprising a latch adapted to engage with the arm, and a magnet for retaining the latch, said latch constituting an armature for the magnet, substantially as described.

7. In a railway-signal, the combination with the semaphore, and the operating-arm connected to said semaphore, of a motor con nected with said arm and adapted to actuate the semaphore, a mechanical magnetic lock for said arm comprising a weighted latch adapted to engage the arm, an armature on said latch, a lever in the path of the operating-arm and adapted to turn the latch into engagement with the arm, and a magnet arranged to hold the latch in engagement with the arm, after it is raised by the lever, substantially as described.

8. In a railway-signal, the combination of a horizontal shaft, a semaphore thereon, an operating-arm connected to said shaft, a motor connected to said arm, a projection on said arm, a pivoted latch having a hook adapted to engage said projection, a lever in the path of the arm and adapted to throw the latch into engagement with said projection, and a magnet for holding the latch in such engagement.

9. In a railwaysignal, the combination of a semaphore-blade, a shaft therefor, an arm fixed on said shaft, a motor for moving said arm and semaphore, a retaining device for said arm, a buffer for stopping the arm in position to be engaged by the retaining device, and a second buffer in the connection between the arm and the motor whereby the shock of sudden stoppage of the motor is re lieved.

10. In a railway-signal, the combination with a semaphore-blade, a shaft therefor, an operating-arm on said shaft, means for looking the arm to hold the semaphore in a given positiomand a spring-buffer arranged to have its spring under compression while said arm is iockedgvhereby the expansion of the spring 10 will start the arm and semaphore when the arm is released, for the purpose set forth.

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

J AMES SARGENT. Witnesses:

L. B. PARTRIDGE, PHILIP L. KosoIALowsKL

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