US899840A - Railway signal device. - Google Patents

Description

-s. PIZIGZIK. lRAILWAY SIGNAL DEVICE.

APPLICATION FILED MAR.3,1908.

Patented Sept. 29, 1908.

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STANISLAUS PIZIOZIK, OF BALTIMORE, MARYLAND, ASSIGNOR OF ONE-HALF TO JOHN ROESSER, OF BALTIMORE, MARYLAND.

RAILWAY SIGNAL DEVICE. j

"Specification of Letters Patent.

'Patented sept. 29, 1908.

Application filed. March 3, 1908. Serial N o. 418,987.

` train entering the danger zone is warned of the presence of the other train, causing the production of the signals. l

Moreover, provision is made by this invention for the warning of pedestrians or persons travelinginvehicles,`of the dangerous proximity of a train.

The invention contemplates not only the warning of enginemen of trains entering the danger Zone of another train upon a single or double track, but the warning ofl enginemen on trains approaching a railroad crossing, that is, where two tracks cross, so that the first train to approach such a crossing will establish conditions giving warning to trains approaching the crossing in any direction.

Furthermore, a train is enabled by this invention, to establish a danger zone to the rearl of the train, the said zone being maintained for a safe distance behind the train and advancing with the train, safety conditions being restored rogressively by the forward movement of t e train. j

For single track roads, the signal devices will be installed on one side of the track, for travel in one direction, and on the other side of the track for travel in the other direction. For double track roads the' signal devicesresponsive to a train traveling in one direction only may be installed alongv each track.

The invention is entirely mechanical and positive in action, the practical embodiment embracing systems of levers and chain and cable connections so disposed that a positive movement imparted to a lever in the path of the wheels of a passing train will be transmitted to distant levers which are thereby brought into a position in the path of a mechanism on another train -or other trains by which a series of signals are produced in the said other train, giving warning that the 'the first train.

second train has entered the danger Zone of The invention, however, will be best understood from a consideration of the following detail description, taken in connection with the accompanying drawings forming a part of this specification, in which drawings Figure 1, is a plan view of the intersection of two railway tracks showing ythe application of the invention thereto. Fig. 2, is a partly diagrammatic elevation of a locomotive showing the relation of the track devices thereto and also showing the cab signal responsive to the track devices. Figs. 8 and 4., are perspective views, partly in diagram showing applications of the invention. Fig. 5, is a detail view of one o f the operating parts. Fig. 6, is a diagrammatic view showing the application of the invention to intersecting tracks. Fig. 7, is an elevation of one -of the track levers by which a passing train is caused to operate the system. Fig. 8, is a diagrammatic view showing the safety restoring mechanism. Fig. 9, is a cross-section through a track, showing the general relation of certain parts of the invention. Fig. 10, is

v a diagrammatic view illustrating the invention, particularly in respect to the means for restoring the fingers to normal osition.

Referring to the drawings an considering first the train operated means, there is best shown in Fig. 7, a lever 1, which may be pivotally mounted between two standards 2, (Figs. 7 and 9) located in a pit 3 which is located alongside a railway track adjacent to one of the rails 4. This it may be made of cement or other suita le material. The lever 1 is of the first order andits longer end is formed into a long easy curve as shown at 5, and the normal osition of the end 5 of the lever is in the pat of a projection 6 on the locomotive. This projection 6 may be carried by the pilot of the engine or may be otherwise located. Fast to the end of each lever 1 remote from the end 5, are chains 7, 8. The chain 7 is the only vone shown in Fig.' 7, and this is shown as passing down around a pulley 9, thence upward and over a pulley 10 on a post 1 1 which may serve as a guide for the lever 1, and the chain 7 is then carried down and around a pulley 12. The pulleys 9 and 12 may be mounted on the ioor of the pit 3. The chain is secured to one end of a' rod or cable 13, the other end of which is fast to another chain 14 passing under a pulley 15 on the iioor of the pit, and thence upward over .another pulley 16, (seeFig. 6), after which,

it may be connected to acable 17, of any suitable length. Wherever it is necessary to change the direction of travel of the rod or cable 17, pulleys 18 are used and chains are used in connection with the pulleys because of their flexibility and ease of movement about the pulleys.

The train or cab signal is illustrated in Fig. 2, where there is shown a bell 19, conveniently located in the cab ol the locomotive 20, and in operative relation to the bell is a clapper lever 21, connected to one end of a spring actuated sliding rod 22, extending downward to one arm 23, of a bell crank lever 24, the other arm 25 of which extends downwardly for a purpose which will presently appear. Alongside of the track are bars or rods 26, slidable longitudinally between rollers 27 mounted in supports 2S erected at suitable intervals on the ties. These bars 26 are longitudinally slotted as shown at 29 and extending into the slots are pivoted 'lingers 30, each provided with a longitudinal slot 31, through which there is passed a pin 32 fixed in the corresponding bar 26, the pin being fast to the bar on each side of a slot 29. Each -ringer 30 is pivoted at one end on a support 33, fast at an approximate point on a tie. There are as many rods 26, as may be necessary for the purposes of the system and each rod may have as many slots 29 as desired and each slot may have a finger 3() extending into it. The arrangement is such that when a rod 26 is moved in one direction the fingers engaged by it are all erected, and when the rod is moved in the other direction the ingers are all turned on their pivots. to the depressed position. When the fingers 30 are erected they are in the path of the arm 25 on the locomotive. Thus, when the fingers are erected the bell is given a series of strokes equal to the number of fingers in the path of the arm25.

It is desirable that the longitudinal movement of the rods 26, should be limited so they may be formed as shown in Fig. 1, where the members of the rod on each side of a slot extend laterally beyond the main part of the rod to form shoulders 34 arranged to engage the supports 2S and thus limit the longitudinal movement of the rod in either direction. l

Reference to Figs. 6 and S will serve to illustrate in a simple manner the working of the device. Let it be assumed that the strand 17 (whether of Wire or cable or rod) extends along the main line of track over such pulleys 18 as may be necessary to direct its course, to a bar 26, at such distance from a lever 1 as will determine the extent of the danger zone in advance of a train. This distance should be sufiicient to prevent collisions and give the engineman in the front train ample warning. Fig. 6, also shows the arrangement for an intersecting track. In

this case another strand 35 extending over such directing pulleys 1S as maybe necessary, is connected to the strand 17 and is carried to a suitable rod 26, located on one side ol" the crossing, and another strand 36, is carried from the strand 17 to another bar26, properly located on the intersecting track at a sufficient distance on the other side of the crossing. lf a train depresses the lever l, then the fingers 3() both in advance of and on each side of' the crossing are erected and a train approaching the crossing in any one oi the three 'directions is warned of the Iirst train. The lever 1, of Fig. 6, is supposed to be located, say, next to the left hand rail and the iingers 3() next to the right hand rail, though this arrangement is not imperative. As best illustrated in Fig. 3, the lever 1 also controls a rod by means of the chain S, so that a series of bell o )erating lingers is elevated at the rear o'l' t ie train considered, so that another train approaching the first train from the rear is apprised of the fact that there is another train within dangerous proximity ahead.

Fig. S, shows the arrangement for restoring the iingers 30 to the safety position, after having been' raised by a train approaching in the opposite direction to that olt Fig. 6. The lever 1A of Fig. S, is located at a point beyond the crossing from which the train is approaching and is connected by a main strand 17 and other connecting strands 35 and 36 to the respective rods 26, by having the direction of movement reversed by being passed over pulleys 18 and then connected to the corresponding rod 26. The lever 1 is depressed by the train in passing, thereby restoring all the rods 26, operated initially by the said train, to safety. This occurs after the train has passed the crossing.

The actuating and restoring devices are shown combined in Fig. 3, the view being more or less diagrammatic. The mechanism as thus shown is located at intervals along the track, the space between constituting a block. In this ligure the lever 1 is shown connected to another strand 17l designed to set signal operating devices, still further in advance, into the danger position while restoring the lirst operated devices in the rear to safety. Thus, the system may he made progressive throughout an entire railway system.

In Fig. 4, there is shown a post 37 supposed to be erected at an ordinary road crossing. Upon the post is a pivoted arm 3S carrying loose dangling rope sections 39, intended to strike pedestrians or persons in vehicles, when the arm is horizontal and so warn them of the dangerous proximity ol the approaching train. Strands 40 and 41 branched oil' from a rod 26 connected to a lever 1, serve to elevate and depress the arm. 3S in accordance with the relative position `wherever necessary by suitable iingers.

sas-io parts are positively operated. The severalA operative parts are inter-connected as necessary or desirable by suitable strands, the direction of travel of which may be diverted pulleys, chains being used in connection with the pulleys. i

Slight changes might be resorted to in the Iform and arrangement of the several parts hereinbefore described without departing from the spirit and scopeof my invention,

hence I do not wish to limit myself to the eX act construction as herein. set forth.

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

1 A railway signal-system, comprising a series of train-actuated levers; and train-signal operating means, each comprising a sliding bar, and pivoted fingers directly engaged by said bar, to move the former into and out of operative position; and operative connections between the levers and the bars Jfor effecting movement of the latter and consequently of the iingers. i

2. A railway signal-system, comprising a series of train-actuated levers; and train-signal operating means, each comprising a sliding bar movable on anti-friction rollers, and

pivoted fingers directly engaged by said bar,

to move the former into and out of operative position and operative connections between the levers and the bars for effecting movement oi the latter and consequently of the 3. A railwaysignal-system, comprising a series of train-actuated levers; and train-signal operating means, each comprising a sliding bar, and pivoted ingers directly engaged by said bar, to move the former into and out oi' operative position; and operative connections between the levers and the bars for effectin movement of the latter and consequent y of the fingers, and comprising connecting strands with intervenin chain sections and direction-changing pu eys co-actingwith the chains.

4. A railway signal-system, comprising a series of train-actuated levers; and train-signal operating means on main and intersectin tracks, each comprising. a sliding bar, an pivoted fingers directly engaged by said bar, to move the former into and out of o erative position; and operative connections etween the levers and said bars on both the main and intersecting tracks within a predetermined danger zone, for effecting movement of said bars and the ingers engaged thereby, on both the main and intersecting tracks within said predetermined danger zone.

5. A railway signal-system, comprising a series of train-actuated levers; and train-sig- `nal operating means, each comprising a slidmg bar, and pivoted fingers directly engaged -by said bar, to move the former into and out of operative position; a roadside danger-indicating means; and operative connections between the levers and the bars and between the bars and said roadside danger-indicating means for effecting movement of the bars and, consequently, simultaneous movement oi said fingers and said roadside danger-indicating means.

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

STANISLAUS PIZICZIK.

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