US1499982A - Automatic railroad signal - Google Patents

Description

A, B.-HARPER AUTOMATIC RAILROAD SIGNAL Filed April 5, 1924 4 Sheets-Sheet 1 ATTORNEY.

m id w July 1 19249 1,499,,982

A. a. HARPER AUTOMATIC RAILROAD SIGNAL Filad April 5, 1924 4 Sheets-Sheet 2 ATTORNEY.

A-BpHARPER AUTOMATIC RAILROAD SIGQNAL Filed April 5, 1924 4 Sheets-Sheet 3 H 51521131283; INVENTOR.

\ ATTORNEY .Hufi 1 ,1924; 1,499,992.

A. B. HARPER AUTOMATIC RAILROAD SIGNAL Filed April 5 1924 l Sheets-Sheet 4 Patented July 1, 1924.

PATENT OFFICE.

ALLEN B. HARPER, F 'TIPTON, INDIANA.

AUTOMATIC RAILROAD SIGNAL.

Application filed April 5, 1924. Serial No. 704,480.

T 0 all whom it may concern:

Be it known that I, ALLEN B. HARPER, citizen of the United States, residing at Tipton, in the county of Tipton and State of Indiana, have invented certain new and useful Improvements in Automatic Railroad Signals, of which the following is a specification.

This invention relates to signalling devices for railway crossings and operative by a train or vehicle approaching from either direction, and has for one of its objects to provide an apparatus of this character of improved construction. and increased efficiency and utility.

Another object of the invention is to provide a device of this character including a signal device arranged to be projected transversely of the roadway and in the path of an approaching vehicle and operative by an approaching train and the vehicle or draft animals, thereby prevented from crossing the tracks so long as the signal device is in position transversely of the roadway.

l Vith these and other objects in view the invention consists in certain novel features of construction as hereinafter shown and described and then specifically pointed out in the claims, and in the drawings illustrative of the preferred embodiment of the invention.

Figure 1 is a plan view of a. section of a.

railway track and a portion of a roadway crossing the track, with the improved signalling apparatus arranged in connection with the track.

Figure 9, is a side elevation of the parts shown in Figure 1, together with a diagram of the forward or pilot portion of a locomotive illustrating the portion of the tripping mechanism associated therewith.

Figure 3 is an enlarged side elevation of the tripping mechanism from the side next to track.

Figure 1 is an enlarged detail of the tripping mechanism operative by the arriving train, to operate the signalling elements in advance of the train, and

Figure 5 is a similar view illustrating the construction of the. tripping mechanism operative by the departing .train'to return the signalling elements to normal or inoperative position.

Figure 6 is an enlarged detail of the trip operating mechanism attached to the locomotive, or other vehicle moving on the track.

Figure 7 is a section on the line 77 of Figure 6.

Figure 8 is a sectional detail.

Figure 9 is a section on the line 9-9 of Figure 6.

Figure 10 is an enlarged longitudinal sec.- tion of the casing containing the tripping mechanism and its contents.

7 Figure 11 is a transverse section enlarged on the line 1111 of Figure 1.

Figure 12 is an enlarged elevation of one section of the traveller member within the trip casing.

Figure 18 is a plan View of the traveller member.

Figure 14 is an enlarged transverse section on the line 1414 of Figure 10.

Figure 15 is an enlarged section on the line 15-15 of Figure 10, looking in the direction of the arrow.

Figure 16 is a section on the line 1616 of Figure 10 looking in the direction of the arrow.

Figure 17 is an enlarged perspective of one section of the traveller member.

Figure 18 is a detached perspective View of the shipper rod.

The improved apparatus may be adapted without material structural change to steam or electrically operated railways, trolly lines or the like, and it is not desired to limit the improved apparatus to any particular construction of track or line, but for the purpose of illustration is shown installed in connection with an ordiary railway track in which the rails are represented at 10 and the ties at 11, while a portion of a roadway crossing the tracks is indicated at 13.

Located alongside of the track and relatively near the crossing 13 is an oblong casing or support represented-as a. whole at 15 and having one side 14: detachable.

The casing 15 is supported in any suitable -manner, for instance by standards 16 em bedded in concrete blocks 17, as shown in Figures 2 and 11.

Formed within the casing 15, near the ends are transverse partitions, and located in the bottom of the casing is a track member having reverselyinclined ends 21 and 22 the latter spaced inwardly from the partitions 18 and 19, as shown. I I

Movably disposed within the casing 15 is a traveller member formed in two sections 23 and 24 united as by bolts 25. Formed respectively in the sections 23 and 24 are semicylindrical guideways 26 and 27, the guide way 26 having an intermediate integral stop or partition 28.

The two guideways 26 and 27, when the sections 23 and 24 are united form a com plete cylindrical cavity with reduced semicircular inlets in the ends of the sections.

Movably disposed in the guideway 26 27 are follower members 29 and 36., and bearing against the followers andagainst the partition 28, are springs 31 and 32, the partition 28 having studs 33 extending fronrits opposite sides to receive and support the conpierced by guide slots 40 and 41 as shown in Figures 3 and 10, to slidably receive the oifset portions 36 and 37 of the rod 35.

The terminals 38 and 39 of the portions 36 and 37 of the rod extend through the partitions 18 and 19, in position to alternately engage the follower members 29 and 30, the object to be hereafter explained.

Located opposite the casing 15, preferably between the rails 10 is a stud 42, the latter preferably supported in a concrete block or footing 43 embedded in the founda tion of the track as shown in Figure 11.

Pivoted intermediate the ends upon the stud 42 is a lever arm 44, and pivoted intermediate the ends upon a pivot 45 is another lever arm 46, with one end pivoted at 47 to the adjacent end of the lever 44, and the other end pivoted at 48 to the rod 35. The

pivot member 45 is preferably supported in a concrete block 49 as shown.

By this arrangement when the lever arm 44 is oscillated on its pivot 42, reciprocatory motion will be imparted to the rod 35 and its terminals 38 and 39.

Attached to the traveller member formed by the portions 23 and 24, is a bracket device 50 having spaced ears 51 in which a rod 52 is pivoted at 53. c

The rod 52 extends throughout the whole length of the casing 15 and through a slot 54 in the partition 18 and through an aperture in the adjacent end of the casing and thence upturned at 55 and connected to a frame or plate 56 in which warning characters, such as the word Stop or the like are disposed, for use in the day time and a red light indicated at 57, for use at night.

By this arrangement, when the follower member 2324 is in withdrawn position, or as shown in full lines in Figures 1, 2, 3 and 1.0, the member 2324 will be in engagement with the inclined end 22 of the track element 20, or as shown more fully in Figure 10.

Located at opposite sides of the roadway 13 at suiiicient distances for an approaching train to give timely warning, are two signal actuating devices, one of the devices at each side of the roadway and operative to set the signal to give warning of an approaching train, and the other devices operative to restore the signal device to its normal or inoperative condition.

One of the tripping devices for setting the signal and one of the tripping devices for withdrawing the signal will be located at each side of the roadway, so that as a train approaches the roadway it will operate to set the signal and withdraw the signal as it leaves the roadway, and by locating two sets of the tripping devices at each side of the roadway, the device will be actuated by a train approaching and departing from either direction.

The tripping devices whereby an approaching train operates to project the signal are alike, except that they are right and left, while the tripping devices whereby the departing train operates to withdraw the signal are also alike except that they are right and left.

The description of one of the signal projecting devices and one of the signal withdrawing devices will suflice for both sets.

One of the tripping devices whereby the signal is projected, is illustrated more fully in Figure 4, and comprises a standard 58 suitably supported, for instance in a concrete block 59 near the track, and provided with a pivot pin 60 on which a bell crank lever 61 is mounted to swing.

Pull cables 62 are coupled respectively to the lower arms of each of the levers 61 and to the opposite ends of the lever arm 44.

The upper arms of the levers 61 extend into the path of an operating element carried by an approaching locomotive, trolley car, or the like, as hereafter described.

One of the tripping devices whereby the signal is withdrawn is represented more fully in Figure 5, and comprises a standard 63 suitably supported, for instance by a concrete block 64 near the track, and provided with a pin 65 on which a lever arm 66 is mounted to swing. Pivoted at 67 in the standard 63, is a small bell crank lever 68, the'latter coupled by one of its arms to the lever 66 by a link 69. Pull cables 70 are coupled respectively to the other arms tances between the trip levers 61 and the,

roadway 13 will be great enough to cause the signal to be projected across the roadway in ample time to warn an approaching vehicle of the approach of the train and this distance will be varied to suit the circumstances and the condition of the land where the roadway crosses the tracks, and the cables 62 and 7 will be supported at suitable intervals by carrier pulleys 71.

The vehicle moving over the rails will be equipped with suitable tripping member, and for the purpose of illustration a device of this character is illustrated in Figures 2, 6, 7, 8 and 9, attached to the forward or pilot portion of a locomotive, in which 72 represents the pilot frame, 7 3 a portion of the boiler, and 74 one of the pony truck wheels.

Attached at 75 to one of the pilot frame members 72 is a hanger 76 having a longitudinal slot 77 with the upper portion ver tical and the lower portion inclined rearwardly. Slidably disposed in the slot of the hanger is a cross head member 78 carrying a stud 79 on which a flat faced wheel 80 is mounted. A pull cable 81 is attached to the head member 78 and leads thence over guide pulleys 82 to a convenient position for the operator of the vehicle. hen the device is associated with a locomotive the pull cable will lead to the engineers cab, and when associated with a trolley line, or the like, the pull cable will be conducted to a point convenient to the motorman. By this means the position of the wheel 80 may be controlled by the engineer or motorman, as will be obvious.

In Figure 6 the pull cable 81 is shown attached to a notched bar 83 operative over a stop member 84 adapted to be located at a point convenient to the operator on the vehicle, to enable the head member 7 8 and its wheel 80 to be held in adjusted position.

While the train is running between crossings, the member 83 will be drawn backwardly to cause the pull cable 81 to move the head member into the upper vertical portion of the slot 77 and thus locate the wheel 80 above the line of the trip levers 61 and 66, and pass over them without actuating them. In approaching a crossing the operator on the vehicle releases the member 83 and thus permits the head 78 to move by gravity into the rearwardly inclined part of the slot and dispose the wheel 80 into the paths of the levers 61 and 66, and when the crossing is passed, the member 83 is again actuated to elevate the-trip wheel into ino erative position. Initially the parts will be 1n the position shown in Figures 1, 2, 3 and 10 with the. traveller member 23, 24 at the right end of the casing 14 and engaged with the track with the portion 38 of the trip rod 35 against the follower member as shown in Figure 12, and with the signal element 56 in withdrawn position.

If the train approaches the crossing 13 from the right the wheel 80 depresses the trip lever 61 at the right and causes the pull cable 62 to exert a pulling force directly on the lever arm 46 and moves the rod to the left and causes the portion 38 to compress the spring 32, and when the spring has been thus compressed until all of its whorls are in contact, pressure will be applied to the stationary stop 28 and the continued movement of the rod 35 will cause the portion 38 to force the member 2324 upwardly over the incline 22 and thus release the spring 32 and the reaction of the latter will carry the traveller member 2324 longitudinally of the casing 14 and seat it upon the inclined portion 21, this movement ofthe member 23-24 carrying the rod 52 with it and projecting the signal 56 over the roadway 13 as illustrated by dotted lines in Figure 2.

As the train leaves the crossing, the wheel 80 engages the lever 66 and causes the pull cable to actuate the lever 46 in the reverse order and thus cause the portion 39 of the rod 35 to engage the follower 29 and compress the spring 31 until its whorls are in contact when pressure will be applied to the stop 28 and force the member 23-24 again upon the track 20, when the reaction of the spring 31 will carry the member 2324 into its former position as shown at the right of Figure 10, and disposing the signal 56 in its withdrawn position.

When the train approaches from the left, the wheel operates in the same manner on the levers 61 and 66, butthe pull cables 62 and 70 are coupled to the intermediate lever arm 44 and thence to the lever arm 46.

Thus the signal will be projected across the roadway by a vehicle approaching the crossing on the track from either direction, and withdrawing the signal by the vehicle when leaving the crossing in either direc tion.

The portions 38 and 39 of the operating rod extend through packing devices 85 and 86, to form the lower part of the casing oil tight, to provide means whereby the traveller moves constantly in a bath of a lubricant.

The improved device is simple in construction, can be installed without material structural change in connection with steam or electrically operated roads, and operates effectually for the purposes described.

Having thus described the invention, what is claimed as new is:

1. In an apparatus of the class described, a support including a guide track, a traveller movable on said track and adapted to be initially seated beyond the same, a signal device associated with said traveller, a compression spring connected to said traveller, an operating member adapted to transfer said traveller to said track and to compress said spring prior to said transfer and releasing the spring when the transfer is cornpleted to cause the reaction of the spring to move the traveller over the track and project the signal.

2. In an apparatus of the class described, a support including a guide track having seats at the ends, a traveller movable on said track and adapted to be alternately engaged in said seats, a signal device associated with said traveller, reversely operat ing compression springs connected to said traveller, an operating member adapted to alternately transfer said traveller to opposite ends of said track and to alternately compress said springs prior to said transfer and releasing the springs when the transfer is completed to cause the reaction of the spring to move the traveller over the track and alternately project and withdraw the signal.

3. In an apparatus of the class described, a supporting casinghaving transverse guide partitions spaced from the ends, a guide track within the casing and spaced at the ends from the partitions, a traveller movable on the track and adapted to be alternately seated beyond the ends of the same, a signal device associated with said traveller, an operating rod movable relative to said casing and having terminals movable through said partitions and adapted to alternately transfer said traveller to said track and to alternately compress the springs prior to the transfer and alternately releasing the springs when the transfer is completed to cause the reaction of the springs to move the traveller over the tracks and project. and withdraw the signal.

4, In an apparatus of the class described, a supporting casing having transverse guide partitions spaced from the ends, and including receptacle for a lubricant, a guide track within the casing and spaced at the ends from the partitions, a traveller movable on the track and adapted to be alternately seated beyond the ends of the same, and constantly within the lubricant, a signal device associated with said traveller, and operating rod movable relative to said casing and having terminals movable through said partitions and through packing elements in the partitions, said terminal portions adapted to alternately transfer said traveller to said track and to alternately compress the springs prior to the transfer and alternately releasing the springs when the transfer is completed to cause the reaction of the springs to move the traveller over the tracks and project and withdraw the signal.

5. In an apparatus of the class described,

a support adapted to be located near a railway line and a roadway crossing the same, said support including a guide track having seats at the ends, a traveller movable on said track and adapted to be alternately engaged in said seats, a signal device associated with said traveller, reversely operating compression spring connected to said traveller, an operating member adapted to alternately transfer said traveller to opposite ends of said track and to alternately compress said springs prior to said transfer and releasing the springs when the transfer is completed, atrip device operable by a train approaching the roadway on the track, a trip device operable by the train when departing from the roadway on the track, an operating lever coupled to said operating member, and pull devices coupled respectively to said trip devices and to said operating lever.

6. In an apparatus of the class described, a. support adapted to be located near a railway line and roadway crossing the same, said support including a guide track having seats at the ends, a traveller movable on said track and adapted to be alternately engaged in said seats, a signal device associated with said traveller, reversely operating compression springs connected to said traveller, an

operating member adapted to alternately transfer said traveller to opposite ends of said track and to alternately compress said springs prior to said transfer and releasing the springs when the transfer is completed, a trip device operable by a train approaching the roadway on the track, a trip device operable by the train when departing from the road way on the track, an operating lever coupled to said operating member, pull devices coupled respectively to said trip devices and to said operating lever, a slotted member adapted to be connected to a vehicle moving on said track, a head member mov able in said slot, and a trip operating element carried by said head member and adapted to be projected into the paths of said trip devices and to be withdrawn therefrom.

7. In an apparatus of the class described, a support adapted to be located near a railway line and a roadway crossing the same, said support including a guide track having seats at the ends, a traveller movable on said track and adapted to be alternately engaged in said seats, a signal device associated with said traveller, reversely operating compression springs connected to said traveller, an operating member adapted to alternately transfer said traveller to opposite ends of said track and to alternately compress said springs prior to said transfer and releasing the springs when the transfer is completed, a trip device operable by a train approaching the roadway on the track, a trip device operable by the train when departing from the roadway 011 the track, an oper ating lever coupled to said operating member, pull devices coupled respectively to said trip devices and to said operating lever, a slotted member adapted to be connected to a vehicle moving on said track a trip operating element movable relative to said slot and adapted to be projected into the paths of said trip devices and to be Withdrawn therefrom.

In testimony whereof, I affix my signature hereto.

ALLEN B. HARPER.

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