US284670A - Bailway aates or signals - Google Patents

Description

1 (No, Model.) 4SheetsSheet 1. T. A. B. PUTNAM.

ELEGTRICALLY OPERATING RAILWAY GATES OR SIGNALS. No. 284,670. Patented Sept. 11, 1883.

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ELEGTRIGALLY OPERATING RAILWAY GATES OR SIGNALS.

No. 284,670. Patented Sept. 11, 1883.

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ELEGTRIOALLY OPERATING RAILWAY GATES 0R SIGNALS. No. 284,670. 1 Patented Sept. 11, 1883.

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T. A. B. PUTNAM. ELEUTRIGA-LLY OPERATING RAILWAY GATES 0R SIGNALS.

No. 284,670. Patented Sept. 11, 1883.

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By his JIH'OT'lZ-QZ/S, A MM N PETERS. Phakwhlhognphar, Washington. a. c.

NITED STA ES PATENT OFFICE.

THEODORE A. B. PUTNAM, OF NEXV- YORK, N. Y.

ELECTRI CALLY OPERATING RAILWAY GATES OR SIGNALS.

SPECIFICATION forming part of Letters Patent No. 284,670, dated September 11, 1883. Application filed April 16, 1883. N model.)

To aZZ whom it may concern:

Be it known that I, THEODORE A. B. PUT- NAM, a citizen of the United States, and a resident of the city, county, and State of New York, have invented certain new and useful Improvements in Means for Electrically Operating Railway Gates or Signals, of which the following is a specification.

In my application for patent on improvements in railway-crossing gates or signals, filed September 27, 1882, I have illustrated and described a gate for road or street crossings 011 railways which closes automatically in advance of a train and opens automatically after the train has passed. My present application is designed'to cover the electro-magnetic means which I have devised for actuating that gate or other gates of similar character.

In order to facilitate an understanding of my invention, I have illustrated my said gate in Figure 1 of the accompanying drawings, which is a front elevation, showing the gate open, the railway-track being in longitudinal section. Fig. 2 is a' fragmentary front elevation of the same, showing the gate closed. Fig. 3 is an enlarged front elevation of one of the electromagnetic detents, and Fig. 4 is a plan of the same. The remaining views are diagrams illustrating my present invention in its various applications and modifications. Figs 5 shows a portion of a double-track railway, illustrating. the preferred disposition of electrical circuits connecting the distant signaling-points with the gate. Fig. (Sis a similar diagram, showing the circuits for a singletrack railway. Fig. 7 shows a modified arrangement for 'a double-track road. Fig. 8 shows a simplified arrangement for a singletrack road, and Figs. 9 and 10 show two'other modified arrangements. Fig. 11 is a similar diagram, showing the application of my invention to a different kind of gate.

In all the figures, A designates a railwaytraek, and B a road or street which crosses it, the latter being denoted in Figs. 5 to 11 by a tint.

Referring to Fig. l, O is the vertical framing of the gate, (shown as consisting of three upright posts, D D D, and a horizontal crossbar over the top to brace them.) To the midbeyond the outer posts.

bears a track on which rolls a carnage, G,

dle post, near the top of the latter, is pivoted or fulcrumed a vibrating lever or walkingbeam, F, which extends to the right and left forming part of the gate. From this carriage is suspended the gate proper, whlch I have shown as consisting of a series of strips, 6 e, of flexible substance, as canvas, leather, or sheet metal, painted in a conspicuous manner and designed to present an impassable appearance, so that a driver, finding the gate closed, will not attempt to pass. These strips and the carriage together constitute the gate, which I shall refer to as a whole by the letter H.

Fig. 1 shows the parts in their normal positions. is tilted, with its arm supporting the gate uppermost, so that the gate tends to roll down along, the beam and close itself; but it is restrained from so doing by an electromagnetic detent, I, which engages a pin, f, on the righthand end of the upperbar, a, of the carriage. The lever g of the detent is normally pressed forward by a spring, h, (shown best in Fig. 4,) and continues to engage the pin f until drawn back by the attraction of an electro-magnet, M, thearmature i of which is fixed to the rear side of the lever g. At the left-hand end of the apparatus is another detent, I, identical in construction with the one just described, and operated by a magnet, M. Directly beneath the detent I is a mechanical detent or spring-pawl, J, and beneath the detent I is another like mechanical detent or pawl, J. The detents J J form downward continuations of the detents I I, and the two might be made in one piece, but for the disadvantage of requiring the magnet to operate so large and heavy a part. The detents I J engage a pin, f, on the left-hand end of the bar a. The detentsJ J are beveled in order that the pins ff may wipe past them and press them back in passing, or the ends of the pins may be beveled instead.

The walking-beam F is capable of tilting from the position shown in Fig. 1 to that shown in Fig. 2; but is normally maintained in the former position by the action of a counter weight, F, on its left-112.1161 end. It is tilted into the position shown in. Fig. 2 by pulling This beam forms or The gate is open and the walking-beam down on a rod or chain, attached to its righthand arm. The bottom end of this rod is connected to a lever, .75, which extends thence beneath the track, and is acted on by a treadle. K, which consists of two levers, ll, arranged close alongside one of the track-rails, and hinged or jointed together at their abutting ends. 'When a locomotive passes, its wheel rides over the levers Z Z and depresses them, bearing down the lever k, pulling down the rod j, and so tilting the beam F and lifting its weighted end. As soon as the beam assumes this position it is caught by a spring-pawl, L,

at its right-hand end, and is held'in this position until the pawl is withdrawn.

Referring now to Fig. 5, the tracks A A and road B are shown in plan, the posts D D in cross-section, the beam F. and treadle K in front elevation, and the magnets M M and circuit-wires in diagram. Each track A is provided with two signaling-points, S and S, on opposite sides of the crossing. The point S is that from which the impulse is sent which causes the gate to close, and should be located a considerable distance up the track from the crossing-say, for instance, half a mile. The point S is that from which the impulse is sent to close the gate, and should be only as far beyond the crossing as the length of the trains ordinarily run, so that the gate will be opened as the last car passes by. At each point S S there is formed a break or insulation in the track-rails, the same as described in my Patents No. 243,619, dated June 28, 1881, and No, 258,600, dated May 30, 1882. The locomotives used will each be provided with an electriccurrent generator, its terminals connecting, respectively, with two conductors traversing the track, one in advance of the other, being preferably the wheels, respectively, of the engine and tender, which are insulated from each other, as shown in my said Patent No. 258,600.

I thus adapt my present invention to form part of the system of electric signaling embodied in my Patent No. 243,619.

The opposite terminals of the magnet M are connected, respectively, to the rails on opposite sides of the insulation at each signalingpoint S, and the opposite terminals of the magnet M are connected in like manner with the corresponding rails at each point S. These connections are effected in the following manner; One terminal of the magnet M connects with a contact-spring, m, which, when the gate is open, contacts with a spring, a, on the back of the beam F. (See Fig. 1.) The magnet M connects in like manner with a spring, at, which contacts with a spring, a, on the beam when the parts are in the position shown in Fig. 2. Thus one magnet or the other is always in connection with the beam, which is of conducting material, and the other magnet is out of circuit. The beam is connected by a wire,

1, with the rails 2 2. The rails 3 3 at the points S S connect by wires 4 4with the other terminal of the magnet M. The rails 5 5 at the points S S connect by wires 6 6 with the other terminal of the magnet M. The wires 4 and 6 are shown as merged together for some distance, but are none the less distinct-in their functions. Thus in the normal position olthe parts, as shown in Fig. 5, the magnet M is included in two open circuits extending to the two points S S, where each is broken by the insulation between the rails 2 3. If, now, alocomotive, provided as described, running on either track in the direction of the arrow, reaches the position denoted on the lower track at W, a current will pass from one pole of its battery or other generator through its forward wheels, the rail 2, wire 1, beam F,

springs 01 m, magnet M, wire 4, rail 3, and the rear (or tender) wheels to the other pole of the battery, thereby exciting the magnet M, which draws back the detent I, Fig. 4, and releases the carriage G, which rolls down to the left in Fig.1, thereby closing the gate. The parts remain in this position until the locomotive reaches the crossing, when it depresses the treadle K, thereby tiltingthe gate into the position shown in Fig. 2, thereby connecting magnet M to the beam F through the springs m a. When the locomotive reaches point S and its connecting-wheels bridge the insulation there, a current is sent through rail 5, wire 6, magnet M, springs m a, beam F, wire 1, and rail 2,thereby exciting magnet M, which draws back detent I and releases the carriage, which thereupon rolls to the right in Fig. 2, thus opening the gate, until its endstrikes the pawl L and disengages it, when the beam F is tilted by its weight F to its original position, ready for the next operation. Thus the gate is caused to operate automatically, opening a suflicient time in advance of the passage of a train, and closing immediately after the train has passed.

The power required for the mechanical operations is derived from theweight of the locomotive in depressing the treadle K, this power being stored up by the weight F. The gate requires no attention and only an occasional inspection, its advantage for country road crossings being consequently manifest.

Fig. 6 shows a circuit arrangement similar to Fig. 5, adapted to a single-track road. The four signal-points S S S S are all on the one track, and the beam F is connected by a wire, 1, with the rails 2, and by wires 4 4 with the rails 3 3, and the intervening rails, 5 5, are connected with both magnets M M by wires '6 6.

A locomotive passing in either direction first reaches one of the points S and sends a current throughrail 5, wire 6, magnet M, springs in n, beam F, wire 4, and rail 3, thereby closing the gate. On reaching the next point, S, another current is sent through the magnet M; but this produces no effect, the detent I having previously released the carriage. In depressing the treadle K the beam F is tilted, as before, and connection made with the magnet M, and on reaching the point S, beyond the crossing, the locomotive sends another current through rail 5, wire 6, magnet M, spring m a, beam F, wire 1, and rail 2, thereby eX- citing magnet M and opening the gate again.

F This completes the operation; but there is still another insulation at S, the crossing of which would act to close the gate and leave it closed, unless-some means were provided to prevent this result. For this purpose the magnet M may be made a polarized magnet, so arranged relatively to the polar arrangement of the conductorson the locomotives that a current from a locomotive approaching the crossing will cause it to attract its magnetized armature; but a current from a locomotive receding from the crossing will traverse it in the opposite direction and cause it to repel its armature, thus producing no effect; or, in lieu of this,

some suitable mechanical device may be ar ranged at each point S, adapted to bridge or short-circuit the insulation to a train running in the receding direction.

The commutator-springs m n on n are desirable in practice, but are not essential to the operativencss of my invention. Fig. 7 is a diagram designed to show how these springs may be dispensed with on a double-track road by employing more Wires somewhat differently arranged. Both terminals of magnet M are branched into two wires, one leading to one, the other to the other point S. The magnet Mis connected in like manner to the points S S.

Fig. 8 shows a much simplified arrangement adapted to a single track. The points S S are omitted, their function being performed by the points S S. From each point S a wire, 3, leads from the rails 4L 4 to either magnet M or M. From thence another wire, 7, leads to the other magnet, and from thence the wire 1 leads to the rails 2. The two magnets are traversed bythe same current and excited simultaneously, although each time only one performs any useful work; but the excitation of the other does not derange the operation in any way. l

I have thus far described my invcntion'as to lie operated with the system of signaling covered in my said patent of 1881, because I believe that to be the best and most perfect system for the protection of a railway against accidents; but it may be operated in other ways. Two other methods are shown in Figs. 9 and 10, where a battery, 1?, is intercalated in the ground-wire 1, in lieu of a generator onthe locomotive. In Fig. 9 the track-rails are not insulated at the points S S. At each of these points is a contact-spring, s, which, when touched by the wheel of a passing locomotive, makes connection with the continuous rail 2. From the springs s s at points S S wires 4 4 lead to magnet M, and from the springs s s at points S S wires 6 6 lead to magnet M. The circuits are normally broken between sand 2 at the points S and S, and are closed by the passage of a train. Abetter plan is shown in Fi 10, where one rail is insulated at S and S, as in the previous figures, and the opposite terminals of the magnets are connected to the rails on opposite sides of the insulations. On the passage of a locomotive its wheels and iron framework bridge over the insulation and close the circuit. Thus all springs and other mechanical adjuncts are dispensed with.

It will readily be understood thatmy invention is not confined in its application to the particular construction of gate herein shown, but that it is equally applicable to any gate that normally tends to close, but is restrained from so doing by a detent, and after having closed is given a tendency to open-by the passage of a train over a track-treadle or other analogous device, and is restrained from opening by another detent.

Fig. 11 is a diagram showing a swinging gate operated by my invention. The gate swings on a vertical shaft, Q, and in its normal position stands across the track, being there retained by the detent I, as shown in full lines. \Vhen the locomotive reaches the point S, the gate is released and swings to the position shown in dotted lines, across the road, where it is held by the detent I. The depression of the treadle acts, through any suitable mechanism, to impart to the gate a tendency to swing back, and when the locomotive reaches S and the detent I is withdrawn,the gate does swing back.

Instead of a gate or barrier, a mere visible signalas a flag-may be operated according to my invention, either to be moved into View across roads or strcetsor to appear across the track in advance of a train as a signal to the engineer.

I claim as my invention 1. The combination, with a railway-track, of a gate or signal at a road-crossing,a treadle, K, adjacent thereto, a signaling-point, S, 011 the track at a'distance in advance of said crossing, a detent controlling the closing of the gate, an elecro-magnet, M, operating said detent, an electric circuit extending thence to thepoint S, a signaling-point, S, on the track beyond said crossing, a detent controlling the opening of the gate, an clectromagnet, M, operating said detent, and a circuit extending thence to the point S, all arranged and adapted to op crate substantially asset forth.

2. The combination, with a railway-track, of a gate or signal at a road-crossing, an electromagnetic dctent controlling the closing of said gate, an insulation between two successive railsof the track at a signaling-point, S, in advance of said crossing, electrical connection between the rails on opposite sides of said insulation and the opposite terminals of the clectro-magnet M of said detent, another elec tro-magnetic detent controlling the opening of the gate, an insulation betweentwo successive rails of the track at a signaling-point, S, beyond the crossing, and electrical connection between the rails on the opposite sides of said insulation and the opposite terminals of the magnet M of said last-mentioned detent, substantially as set forth. I

3. The combination, with a railway, of a gate or signal normally tending to close itself,

tator, substantially as described, operated by the gate, to break the circuit of magnetMwhen the gate is closed, and of magnet M when the gate is open, substantially as set forth.

4. The combination of tilting beam F, springs n n thereon, magnets M M, springsm m, connected, respectively, thereto, detents I I, and carriage G, substantially as set forth.

In witness whereof I have hereunto signed my name in the presence of two subscribing wit- JJGSSGS.

THEODORE A. B. PUTNAM.

Witnesses:

ARTHUR O. FRASER, HENRY CONNETT. r

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