US783511A - Railway-signal. - Google Patents

Description

PATENTED FEB. 28, 1905.

J. DOYLE. RAILWAY SIGNAL.

APPLICATION FILED AUG. 1, 1903.

2 SHEETS-SHEET 1.

(Zr/ 02% M16 7165565. W 2? Qu m (Roma/9i PATENTED FEB. 28, 1905 J. DOYLE.

RAILWAY SIGNAL.

APPLICATION FILED AUG.1, 1903.

2 EHEETS-SHEET 2.

STATES rrn Patented February 28, 1905.

RAlLWAY-SlGNAIL.

SPECIFICATION forming part of Letters Patent No. 783,511, dated. February 28, 1905.

Application filed August 1. 1903. Serial No. 167,854.

To (1.7% whom it may concern:

Be it known that I, JAMns Down, a citizen of the United States, residing at Niagara Falls, in the county of Niagara and State of New York, have invented new and useful improvements in Railway-Signals, of which the f0llowing is a specification.

This invention relates to a railway signaling mechanism which is more particularly designed for use in connection with the somaphore-signals now commonly in use on railways, but the same may also be used independent of such signals.

The object of this invention is to provide a railway signaling mechanism which when is operated upon by the moving locomotive, coach, or other railway-car and positively indicates that the road ahead is not clear or that other conditions exist which require the train to slow up or come to a stop.

in the accompanying drawings, consisting of two sheets, Figure 1 is a sectional elevation showing my improved signaling mechanism applied to a railway-car and semaphore. Fig. 52 is a top plan view of the same. Fig. 3 is a fragmentary top plan view, on an enlarged scale, of the torpedo-carrier. Fig. 4 is a crosssection of one of the torpedo-holders in line 4: A, Fig. 7. Fig. 5 is a fragmentary sectional elevation, on an enlarged scale, showing the means for rendering the signal mechanism inoperative. Fig. 6 is a vertical longitudinal section, on an enlarged scale, of the signal mechanism. Fig. 7 is a horizontal section in line 7 7, Fig. 6. Fig. 8 is a fragmentary vertical section in line 8 8, Fig. 7, showing the ratchet mechanism for intermittently rotating the torpedo-carrier. Fig. 9 is an end view of the bearing-shoe on the torpedo-hammer.

Fig. 10 is a vertical cross-section in line 10 10, Fig. 6. Fig. 11 is a fragmentary cross-section in line 11 11, Fig. (i. Fig. 12 is a fragmentary side elevation, on an enlarged scale, of the tension device, whereby the tappet of the brake mechanism is yieldingly held in position.

Similar letters of reference indicate corre' sponding parts throughout the several views.

A A represent the wheels of a locomotive,

tender, coach, car, or other vehicle of a ailway-train running upon the tracks a. (1-.

B represents the standard of a semaphoresignal, which is arranged. adjacent to the railroad and provided at its upper end with a vertically-swinging signal-arm I), which is shifted for indicating the condition of the railway ahead of the train. When this semaphorearm is in a pendent position, it indicates that the road ahead is clear; but when the same is swung upwardly at right angles to the standard, as shown in Fig. 1, it indicates that the previous train has not yet cleared the block ahead, and it is therefore dangerous for the succeeding train to follow close behind. The semaphore-arm may be operated either by hand, compressed air, electricity. or any other suitable way. For convenience in illustrating 1 have shown the semaphore-arm operated by means of a vertical rod [2, which is connected at its upper end with the heel or crank of the semaphore-arm and which raised and lowered for shifting the semaphore-arm by means of a hand-lever 7) pivoted on the standard.

One part of my improved railway-signal is designed to signal the conductor or engineer of the train by exploding a torpedo if the signal is set for indicating that the road ahead is not clear. This part of my improved signal i'nechanism is constructed as follows: C represents an inclosing casing or housing, which arranged adjacent to the railway-track and preferably between one of the rails and the standard of the adjacent semaphore-signal. \Vithin this casing is arranged a torpedopxploding device, which can be set so that a passing train will not operate the same or that said train will cause a torpedo to be exploded, thus signaling the attendant on the train that the road ahead is not clear and that the train must stop or proceed with caution. This exploding device consists, essentially, of a torpedocarrier 1) and a hammer E, whereby the terpedoes are struck and exploded. The torpedocarrier preferably consists of a hru'izontally rotating disk, which is pivoted on the bottom of the casing by a pin mi and provided on its periphery with a plurality of holders mi, upon -hammer forward and backward lengthwise of each of which a torpedo F is mounted. These l torpedoes are preferably of the same kind l which are commonly employed in the railway service for signaling passing trains by fastening the same upon the rail by means of metal straps f, depending from opposite sides of the torpedo. A torpedo is placed upon each holder, and after engaging its straps with recesses f on opposite sides of the holder the lower ends of the straps are turned or clenched inwardly against the under sides of the holder, as shown in Fig. 4. The arm e of the hammer is arranged horizontally and lengthwise in the casing above the torpedocarrier and projects at its contracted front end through a vertical slot 0 in the front end of the casing. The bifurcated rear end of the hammer-arm is pivoted upon a carriage G, so that the hammer can turn in a vertical plane. This carriage is designed to move the the casing and transversely relatively to the railway for moving the front end of the hammer into or-out of the path of the tread of the car-wheels. The hammer-arm is normally held in an elevated position by means of a follower H which is arranged in a guide-socket it in the front head of the casing and bears against the under side of the hammer and which is yieldingly pressed upwardly by a spring 71., interposed between the under side of the follower and the bottom of its socket. Upon shifting the hammer into its operative position its front end is arranged close to the outer side of the adjacent rail and the same projects upwardly into the path of the wheels, thereby causing this end of the hammer-arm to be depressed by the wheels as the same engage the arm upon rolling over the track. In order to permit the wheels to depress the hammer-arm gradually, the same is provided at its outer end with a T-shaped bearing-shoe'I, having a convex upper side 2 which is curved in the direction of the rail, thereby causing i the wheels to depress and release the hammerarm gradually, whereby an injurious blow or shock is avoided. The return or upward movement of the hammer is cushioned by means of a buffer 1', of rubber or other elastic material, which is secured to the under side of the top of the casing above the front end of the hammer-arm and with which the latter is adapted to engage. \Vhen the hammer-arm is retracted, so that thebearing-shoe clears the path of the car-wheels running over the track, the hammer will remain undisturbed in its elevated position. The hammer is provided on its under side between its ends and within the casing with a head Z5. In the foremost or operative position of the hammer its head is arranged over the adjacent topedo on. the carrier, so that if the hammer is depressed while in this position its head will strike the torpedo underneath the same and produce an explosion which serves to warn the engineer of the train that there is danger ahead. After a torpedo has been exploded the carrier is turned the extent of one space for bringing a new torpedo beneath the place where the hammer strikes for setting the signal against the next train which may pass the danger-signal. This intermittent turning of the torpedo-carrier is preferably effected automatically by means actuated from the same source which move the hammer forwardly and backwardly. The preferred means for this purpose (shown in the drawings) consist of a horizontally-swinging ratchet-arm L, which is pivoted concentrically with the torpedo-carrier, a spring-pawl l, mounted on the ratchetarm and engaging with an annular row of ratchet-teeth Z on the upper side of the carrier, and alink Z, connecting the ratchet-arm with the carriage G. As the carriage moves forward, together with the hammer, the link also moves the ratchet-arm in the same direction, thereby causing its pawl to engage the teeth of the torpedo-carrier and rotate the same the extent of the space between two ad- 'jacent torpedoes, whereby a new torpedo is presented to the head of the hammer. During I the backward stroke of the carriage for carrying the hammer clear of the path of the carwheels the ratchet-arm is carried backwardl y by the link independently of the torpedo-carrier, so that this pawl takes up a new tooth on the torpedo-carrier. Inasmuch as the longitudinal movement which is required for moving the hammer into and out of its operative position is greater than that required for shifting the carrier the extent of one torpedo, provision is made so as to compensate for this difference. The preferred means for this purpose consists in connecting the inner end of the link with the carriage by means of a pin m and a slot, the latter being equal in length to the excess movement of the hammer over that required for shifting the carrier. In order to prevent backward movement of the torpedo-carrier with the ratchet-arm, a detent device is provided consisting, preferably, of a pawl 71., pivoted on the under side of the carrier and engaging with an annular row of ratchet-teeth a on the bottom of the housing. For preventing the torpedo-carrier from moving forward more than one space during each forward movement of the carriage the latter is provided with a nose g, which engages with the front side of the adjacent torpedo-holder in the foremost position of the carriage, as shown in Fig. 7, thereby arresting the forward movement of the torpedo carrier when the hammer carriage reaches the end of its forward movement. As the latter moves backwardly for retracting the hammer the nose clears the respective torpedo holder, permitting the carrier to be turned another space during the next following forward movement of the hammer-carriage. Each of the torpedo-holders as it arveasii rives at the firing position underneath the hammer-head passes over an anvil 0, which is formed on the adjacent part of the bottom of the housing, thereby firmly supporting the carrier at this point and preventing the same from being injured or displaced by the blow of the hammer while firing the respective torpedo. For the purpose of reducing the friction the carriage G is supported upon the bottom of the housing by means of rollers g, which are pivoted on the under side of the carriage. 9 represents flanges or .rails arranged lengthwise on the inner side of the casing and overhanging opposite sides of the carriage. These rails prevent the carriage from being lifted as the outer end of the hammer-bar is depressed by the car-wheels.

Although the torpedo-firing mechanism may be operated independently of any other signaling device, the same is preferably connected with the semaphore-operating mechanism in such manner that when the latter is shifted into the danger-signaling position the hammer will be simultaneously moved forward into the path of the car-wheels. This connection is preferably so effected that the hammer can be retracted into its inoperative position for preventing the torpedo-signal from operating when it is desired to permit a train to pass the torpedo-signal while the semaphore is still in a danger position. For this purpose the connection between the torpedo-signal and the semaphore is constructed as follows: l. represents an elbow-lever hav ing one of its arms connected with the lower end of the semaphore-rod, while its other arm is connected with a short horizontal link 71. The opposite end of this link is connected with the hammer-carriagc by means of a toggle, consisting of a toggle-lever 7), pivotall y connected with the link, and a toggle-bar p, connected at one end with the toggle-lever between the ends thereof and at its opposite end with the hammer-carriage. in the operative position of the parts the toggle is locked in its straightened position by fastening the free end or handle of the toggle-lever by means of a lock 7) between a pair of retaining-straw 7)" on the toggle-bar, as shown in Fig. 1. Upon raising or lowering the semaphore-rod while the toggle is straightened for shifting the semaphore-arm into the danger or safe position the hammer is likewise shifted into its operative or inoperative position relatively to the car-wheels and the torpedo-carrier. in order to compel the toggle whilein its straightened position to move horizontally under the action of the elbow-lever, a guide is provided for the same consisting of upright plates q arranged on opposite sides of the toggle and link and provided with horizontal slots 1 receiving the pivot-pin which connects the toggle-lever with the link. i

in order to supplement the audible signal which is given by the explosion of the torpedo by mechanism which will positively arrest the movement of the train if the same should pass the signal-station when the same is set at danger, a trip device is provided which automatically sets the brakes of the train. This brake-applying mechanism is constructed as follows: E represents a valve which is connected with the train-pipe of the airbrake mechanism in such manner that the opening or closing of this valve controls the operation of the brakes. This valve may be mounted on any suitable part of the locomotive, tender, coach, or other car in the train, and its'plug is connected with a horizontal shaft v", extending transversely of the car. This shaft is provided at opposite ends with depending tappets 1', which are arranged outside of the rails upon which the car-wheels of the train run. S represents a transverselymovable trip-slide with which one of the tappets is adapted to engage for turning the valve so as to operate the brakes when the signal is set against the train. This slide is movable transversely relatively to the main tracks into and out of the path of the adja cent tappet, and consists, essentially, ofa horizontal base s and an upright web or abutment s, arranged on the upper side of the base and extending lengthwise thereof. The slide preferably mounted on top of the housing of the torpedo-signal, which is provided on its upper side with longitudinal tracks s upon which rollers .s of the slide run. A guideway a for the trip-slide is also secured to the top of the housing, said guideway extending over the slide and forming an inclosureor housing therefor. W hen itis desired to automatically apply the brakes of a train which passes the signal-station when there is danger ahead, the trip-slide is projected into its outer or forward position, so that it stands in the path of the air-braketappet on that side of the train, as represented in Figs. 1 and 6. 1f the train should pass the signal-station while the trip-slide is in this position, the respective tappet will engage the web of the trip-slide and be turned thereby sufliicitmtly to operate the valve and cause the brakes of the train to be applied, thereby automatically bringing the train to a standstill. By this means the safety of the train is not endangered in case the engineer fails to see the semaphore when set against the train or to hear the warning explosion of the torpedo.

In order to hold the valve reliably in position, a frictional detent device is provided,

consisting, preferably, ofa holding-plate T,

secured to the valve-shaftand provided with a segmental row of notches or recesses t on its periphery, and aspring-pressed detent or pawl t mounted on the car and yieldingly engaging with said notches. This detent serves to hold the tappets yieldingly in a pendent position ready for engaging the trip slide if the same is projected. As the tappet engages the trip-slide the detent is pushed baclnvardly against the resistance of its spring and caused to trip from one notch to another until the tappet has cleared the trip-slide, after which the detent retains the tappet in its shifted position. By this means the movement of the car or other light force is prevented from turning the tappet out of its normal pendent position and accidentally applying the brakes, and the tappet is also held in its shifted position, so as to retain the brakes in their operative position until the train has come to a standstill.

Although the trip-slide may be operated independently of any other signal mechanism, I prefer to operate the same in harmony with the-semaphore and torpedo signaling mech anism, so that the trip-slide is projected into its operative position into the path of the brake-tappet at the same time that the semaphore is raised into the danger position and the torpedo-hammer is moved into the path of the car-wheels. For this purpose the tripslide is connected with the semaphore-rod by an intermediate mechanism, which is constructed the same as the means for connecting the hammer-carriage with the semaphore rod. This mechanism consists, essentially, of a bell-crank lever U, having one of its arms connected with the semaphore-rod, a link a, connected with the other arm of the elbowlever, a toggle-lever u, pivotally connected at one end with the link, a toggle-bar "U72, connecting the middle portion of the toggle-lever with the trip-slide; a fastening u for holding the toggle in its straightened position, and a guide 1? for the pivot of the toggle-lever. By providing a toggle in the actuating mechanism of the trip-slide the latter can be moved into an inoperative or safety position independently of the torpedo-firing device and the semaphore.

Instead of employingseparate actuating devices for the torpedo-hamn'ier and the trip slide these parts may be coupled together and operated by the same mechanism from the semaphore-rod. hen separate devices are employed for connecting the trip-slide and hammer-carriage with the semaphore-rod, these devices are arranged vertically out of line with each other, as represented in Fig. 2, for permitting either of these devices to be shifted into a safety or inoperative position independent of the other. By providing the valve -shaft with tappets at both ends the brakes can be applied regardless of which side of the car faces the trip-slide.

For the purpose of giving a signal remote from a station where the main signal is set against the train when the latter passes said station an auxiliary signaling device is provided which is operated by the moving train. Such an auxiliary signal may be arranged some distance ahead of the main signal on the road for signaling a train which is in advance of the following one which passed the dangersignal. I prefer for this purpose an electrically-operated signal which gives either an audible or a visual signal. The audible signal may consist of an electric bell V, arranged in an electric circuit containing a battery 0; and a switch composed of two stationary insulating-contacts '0' and a movable spring-contact '0 The stationary contacts are arranged on the bottom of the housing which incloses the torpedo firing mechanism, adjacent to the front head thereof. The spring-contact is mounted on an arm '0 secured to the springfollower H, and projecting into the housing through a vertical slot in the side of the socket, as shown in Fig. 6. In the elevated or inoperative position of the hammer the spring-contact o is raised out of engagement from. the contacts e, together with the follower. Upon the depression of the hammer due to a car-wheel passing over the same the spring-contact is depressed, together with the follower, and engaged with the stationary contacts 71, thereby closing the circuit of the bell and sounding an alarm.

Instead of employing an audible auxiliary signal a visual signal may be used. A suitable signal for this purpose consists of a'torpedo or fusee connected with the terminal of an electric circuit containing a battery w and a switch operated by the train and consisting of a pair of stationary contacts to, mounted on the housing, and a movable contact 10 which is mounted on the followerarm T3. Normally the contacts w Q02 are separated; but when the danger-signal is set against the train the contacts 10 w are closed by the car-wheels depressing the torpedohammer, thereby igniting the auxiliary torpedo or fusee and warning the train ahead.

I claim as my invention 1. A railway-signal comprising an engaging member ,on the car, an engaging member on the road movable into and out of operative relation to the ear member, an actuating mechanism for the road member, a toggle interposed between the road member and the actuating mechanism, and means for retaining the toggle in its straightened position, substantially as set forth.

2. A railway-signal comprising an engaging member on the car, an engaging member on the road movable horizontally into and out of operative relation to the ear member, asemaphore having a vertically-movable actuatingrod, an elbow-lever having one arm connected with said rod, a toggle connecting the other armof said lever with said road member, and means for retaining said toggle inits straightened position, substantially as set forth.

3. A railway-signal comprising an engaging member on the car, an engaging member on the road movable horizontally into and out of IIO operative relation to the ear member, a semaphore having a vertically-movable actuatingrod, an elbow-lever having one arm connected with said rod, a toggle comprising a lever connected by a link with the other arm of the elbow-lever and a bar which connects the central part of the toggle-lever with said read member, a guide for the pivot of said togglelever, and means for securing together the handle of the toggle-lever and bar and holding the same in a straightened position, substantially as set forth.

4:. A railway signal com 'irising a valve mounted on the car and controlling the airbrake thereof, a rock-shaft connected with the plug of said valve and provided with adepending tappet, a trip-slide movable horizontally into and out of the path of said tappet and comprising a base, rollers mounted on the base and an upright web arranged on the base, a track upon which said rollers run, and a housing extending over said slide, substantially as set forth.

5. A railway signal comprising a valve mounted on the car and controlling the airbrake thereof, a rock-shaft connected with the plugof said valve and provided with a depending tappet, a plate secured to said shaft and provided with a segmental row of notches, a spring-detent engaging with said notches, and a trip-slide arranged on the road and movable into and out of the path of said tappet, substantially as set forth.

6. A railway-signal comprising a torpedosupport, a hammer having a head for striking said torpedo and adapted to be engaged by the car-wheel for operating the same, and a horizontally-movable carriage which supports said hammer and whereby the same is moved into and out of the path of the car-wheel, substantially as set forth.

7. A railway-signal comprising a torpedosupport, a hammer having its arm provided with a head for striking said torpedo and adapted to be engaged at one end for operating the same, and a horizontally-movable carriage upon which the opposite end of the hamn'ier-arm is pivoted, and whereby the same is moved into and out of its operative position, substantially as set forth.

8. A railway-signal comprising a torpedosupport, a hammer having its arm provided with a head for striking said torpedo and adapted to be engaged at one end for operating the same, a carriage upon which the opposite end of the hammer-arm is pivoted, and a guideway for said carriage, substantially as set forth.

9. A railway-signal comprising a torpedosupport, a hammer having its arm provided centrally on its under side with a head for striking the torpedo and a shoe at one end which is adapted to be engaged by a car-wheel for depressing the hammer, a carriage upon which the hammer is pivoted at its opposite end, and a spring-follower for raising the hammer, substantially as set forth.

10. A railway-signal eom 'irising a hammer adapted to be operated by a ear-wheel for striking a torpedo, a rotary carrier provided with a plurality of holders for supporting torpedoes, and means for rotating said carrier intermittently comprising a rock-arm pivoted concentrically with the carrier and provided with a pawl engaging with ratchetteeth on the carrier, substantially as set forth.

11. A railway-signal comprising a hammer adapted to be operated by a car-wheel for striking a torpedo, a rotary carrier provided with a plurality of holders for supporting torpedoes, a rock-arm provided with a pawl engaging with ratchet-teeth on the carrier, a reciprocating carriage supporting said hammer, means connecting the liammer-carriage and rock-arm for operating the torpedo-carrier, and a detent-pawl for preventing backward movement of the carrier, substantially as set forth.

12. A railway'signal comprising a rotary carrier having a fixed pivot and provided with a plurality of holders which receive torpedoes, a hammer adapted to be depressed by a carwheel for striking the torpedoes, and a carriage upon which said hammer is mounted and whereby the same maybe moved into and out of the path of the car-wheel, substantially as set forth.

13. A railway-signal comprising a hammer which is adapted to be depressed by a carwheel, a torpedo-support arranged underneath the hammer, means for moving the hammer into and out of its operative position, a valve mounted on the car and controlling the airbrake thereof, a tappet connected with said valve, and a trip-slide movable into and out of the path of said tappet, substantially as set forth.

14. A railway-signal comprising a hammer which is adapted to be depressed by a carwheel, a torpedo-sup iiort arranged underneath the hammer, means for moving the hammer into and out of its operative position, a housing inclosing said hammer and torpedo-support, a valve mounted on the car and controlling the air-brake thereof, a tappet connected with said valve, a trip-slide movable into and out of the path of said tappet, and a guide for said trip-slide mounted upon said h(. using,substantially as set forth.

15. A railway-signal comprising a torpedosupport, a hammer arranged to be depressed by a car-wheel for striking the torpedo, and and an electric signal which is operated during each depression of said hammer, substantially as set forth.

16. A railway-signal comprising a torpedosupport, a hammer arranged to be depressed by a car-wheel for striking said torpedo, a spring-follower for elevating the hammer, and an electrical signal controlled by a switch Which is connected With said follower and which is operated during each depression of the hammer, substantially as set forth.

1?. A railway-signal comprising a torpedoholder having a groove in its sides for receiving the fastening-straps of the torpedo, and a hammer for striking the torpedo operated by a car-Wheel, substantially as set forth.

18. A railway-signal comprising a movable tappet depending from the side of the car and operatively connected With the air brake mechanism thereof, a trip member arranged adjacent to the outer side of one of the rails and movable laterally relatively thereto, a guide for said trip member arranged on the JAMES DOYLE.

\Vitnesses:

Trmo. L. PoPP, EMMA M. GRAHAM.

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