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Publication numberUS847105 A
Publication typeGrant
Publication dateMar 12, 1907
Filing dateNov 3, 1906
Priority dateNov 3, 1906
Publication numberUS 847105 A, US 847105A, US-A-847105, US847105 A, US847105A
InventorsWilliam H Parrish Jr
Original AssigneeWilliam H Parrish Jr
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Signal.
US 847105 A
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Description  (OCR text may contain errors)

N0. 847,105. PATENTED MAR. 12, 1907. W, H. PARRISH, JR.

SIGNAL APPLIGATION FILED NOV. 3. 1906.

2 SHEETS-SHEET l attoznuz 7 0 9 1 2 l R A M D E T N E T A P um J H BL MA N AG AM H W 5 O 1 7 4 8 m N APPLICATION FILED NOV. 3. 1906.

2 SHEETS-SHEET 2.

98 ha macs adapted to automatically control the travel man of the approaching electric train of any nnrrn s r are WILLIAM H. PARRISH, m, or NASHVILLE, TENNESSEE.

sac-anal.

for service at a gradecrosslng of electric and steam railroads, the apparatus'in use bemg of the electrically-operated train.

The main object, of the present invention is the production of a signaling apparatus for indicating to the motorman of an approach-- ing electric train the presence of a train upon the steam-railroad within a specified distance of the crossing, the construction of the apparatus providing for the automatic cutting out of the power-to the electric train in the normal operation of the device. 9

A further object of the invention resides in the combination, with the. signaling and controlling apparatus referred to, of an automatic testing apparatus constructed and ar-. ranged to automatically advise the motordefect in the -main signaling and controlling apparatus, whereby failure of the main signaling and controlling apparatus is automatically guarded against.

The invention will be" described in the following specification, reference being had to' the accompanying drawings, in which Figure 1 is a vertical sectional view, partly in elevation, illustrating the signal-box in use with my signaling apparatus. Fig. 2is a transverse section of the same on line 2 2 of Fig. 1. Fig. 3 is a diagrammatic view -0f the wiring forthe signaling apparatus.

Referring particularly to the drawings,

wherein similar reference-numerals indicate like partsthroughout the several views, my

' nal box creasing improved signaling and controllin apparatus comprises in its essential detai s a sig- 1, preferably of rectangular shape-in cross-section and constructed. of sheetimetalor the like, so as to be wholly inclosed, a hinged cover, as 2, being provided to aflord access to the, interior of the casing. The signal-box is supported through the medium of suitable brackets 3 on a post or standard 4, the latter being arranged at one the grade-crossing. The signal-box is so ar l Specification of Letters Patent.

Application filed November 8,

supported on Patented March 12, 1907.

1906. Serial No. 341,952.

ranged relative to the respective tracksthat the signals operative within the box are visible only to the motorman of the electrically-- controlled train and invisible to the engineer of the steam-operated trains.

. The signaling and controlling apparatus includes a visual signal, as an incandescent lamp 5, arranged within the signal-box,

preferably in the upper portion thereof, and visible through bulls-eyes sides of the box and colored green to indicate the usual caution-signal.

Supported upon a'base 7, arranged within the lower part of the signal-box, is an automatic circuit-breaker, including a stand lever 9, one terminal of the lever, as 10, being. arranged in the normal position of the lever to engage a contact-post 11 secured in the base 7, the opposite end of the lever, as 12, carrying a contact-plate 13, disposed within the influence of an electromagnet 14, also the base 7. The contact-lever 9 and contact-post 11 form a part of the feedcircuit for the trolley wires or conductors 15 of the electrically-operated railroad. The feed-Wires 16 are contact-post 1 1 and the lever 9, as shown in Fig; 1, the connection to, the lever being directly connected to the I 6, securedin the ard ,8, on which is pivotally' supported a contactpreferably through the medium of a bindingpost 17 and a coiled'strip of conductor, as 18, to permit the necessary movement of the lever without destroying the contact.

The track rails 19 and 20 of the steam-railroad are for a specified length on each side of the electric road-crossing to be so arranged as to provide uninterrupted metallic conductors such, for instance, as bonding the meeting ends of the rails of each track.

terminal of the normally main signaling and controlling system, which circuit includes conductors 21 and 22, terminally connected to the respective track-rails, as shown, and including in series in the cir- Each of these independent, track-rails constitute one open circuit of the cuit the signal 5, the electromagnet 14, and a suitable source of energy, as a attery 23.

. As above constructed and arranged it will be apparent that the normally open circuit referred to will become a closed circuit by the presence of a steam-o erated train upon the particular section 0 track adjacent the grade-crossing, the wheels and axles. of the car of the train serving to electrically con nect the normally spaced terminals. Upon the closing of the main circuit the green sigiro I depriving the approaching electrically-open ated train of power. I v N As is well understood inthe'art, the feed- I wires for an electrically-operated circuit are arranged to feed and control only a certain block or length of the trolley-conductors; In the present'instance the feed-wires controlled by the signalingapparatus described are to be arran ed to feed and control a certain length or bi ock on each side of the gradecrossing, while that portion of the trolleyconductors directly overlying the crossing, as at 24, is to be so arranged in the trolleyfeeding system as to he at all times energized or live conductors. This particular arrangement Will'prevent the use of the signaling apparatus from depriving the electric train of powerin the event the steam-operated train enters the prescribed section of track while the electrically-operated train is on orimmediately adjacent the crossing.

' y In this event, notwithstanding the complete operation of the operated train will be given power to cross I I return of thecontact-lever 9 to normal posii -use of which the electrically-operated train is at once notified I 66' section of track.

device,

the track and avoid being stopped immediately upon the steam-tracks. The use of the abovedescribedsignaling and controlling apparatus thereby insures that the presence of a steam-operated train Within the prescribed section of track adjacent the, gradecrossing will be immediately signaled to the motorman of the advancing electricallyoperated train and the latter train automatically deprived of power to advance, thereby compelling the stopping of the electrically-operated train until after the passage of the .stean1operated trainyashsuch electrically-operated train I can receive no motlve power until the main circuit is broken,

by the steam-operated train traveling beyond the prescribedtrack-section and the tion by gravity. I

Asthe signaling and controlling apparatus is,entirely automatic in its operation, it vis possible that such apparatus may fail of actuation notwithstanding steam-operated train upon the prescribed As such failure would'be mainly liable through a defect in the main circuit, I have arranged for combination with said circuit an auxiliary or test circuit, in the motorman of the advancing of any defect in the main circuit. To this end I secure within the signal-box two visual signals 25 26, preferably incandescent lights and showing through white bulls-eyes fixed 1n openings in the opposite side walls of the trolley-feed-post terminal 11, thereby the electricallythe presence of a.

clear-signals. Above the lamps 25 and 26 I arrange two additional visual signals 27 28, also preferably incandescent lamps, arranged to show in the side walls of the casing, these signals being hereinafter -termed danger-signals. The respective clear and danger signals are Q arranged in alinement, so that, one clear-signal is directly beneath a danger-signal, as shown in Fig. 1. A pivot-rod 29 is mounted in' the side walls of the casing, centrally between and equally spaced from nals just referred to.

Independent shutters 30 and 31 are iv otally mounted upon the rod 29, each 0 the shutters. comprising quadrant-shaped plates 32, maintained in spaced relation, so as to lie adjacent the respective side walls of the signal-box and beyond the plane ofthe respective signals. The plates 32 are of such size box through which the signals are visible, the

clear and danger signals being so spaced relative to each other thatwhen 'the shutters are in the upper or normal position, as shown in Fig; 1, the danger-signals are concealed and the clear-signals exposed, while in the lower or operative position of the: shutters the clear-signals are conceal'ed'and the danger-signals exposed. Each shutter is preferably provided with a counterweight 33, connected to the shutter through the medium of an arm- 34, the respective arms being of course connected to opposing plates of the respective shutters to operation.- The plates of each of the respective shutters are connected by a transversely-disposertbar 34 35, and electromagnets 36 37 are secured to the interior of the box in such position that when the respective shutters are in normal position and concealing the danger-signals the bars 34 and 35 form armatures for the respective electromagnets 36 and 37. I

portioir'of the conductors of the main circuit system beyond the signalbox, are in circuit with one of the electromagnets and one of the clear-signals, as shown in Fig. 3. For instance, the trackerail 19 is in circuit with a conductor 38,including in series the electromagnet'36 and the clear-signal 26, located remote from said magnet, the terminal of the conductor 38 being in electrical engagement with the conductor 21 of the main circuit immediately beyond the signal box. The! track-rail and main conductor 22 is simi larly in circuit with a conductor 39, electro- I magnet 37, and clear-signal 25.- The respective test-circuits thus include one of the prescribed sections of rail'and all that portion of l the conductor of the main circuit connected I with that rail-section.-

box these signals being hereinafter termed 1 As the test-signals noted are primarily dethrough red bulls-eyes fixed- I avoid interference in Each track-rail 19 and 20, as well as that i the four sig- I as to close the openings in the side Walls of the respective signal showing openings of the IOO TJI

- signal-circuits is a normally closed circuit, in-

cut-out' he knows that there is no steam signed to provide a means for automatically indicating any defect in the main circuits of the system, the entire length of such circuit beyond the signal-box is included in the particular test-circuit, the ends of the conductors 38 and 39 being connected to the respective track-rails and to the main circuit-conductors; As thus connected each of the test cluding the entire length of the main circuit beyond the signal-box, and in the event the electrical continuity of such circuit is broken for any reason whatever the particular testcircuit immediately becomes an open or broken circuit. v

As the test-circuits are normally closed circuits, the electromagnet' and clear-signals included in such circuits are normally energized. With the test-signals energized the respective shutters will be maintained in normal position through the holding power of the respective electromagnets, and the clear-signals will be visible through the sides of the box. The motorrnan of the approaching electrically-operated train will thus be advised that the prescribed track-section of the steam-operated train is in proper circuit,

and if he does not receive the main signal and operated train approaching the crossing and within the prescribed section. If, however, either of the prescribed track-rails or the main conductors connected thereto should for any reason be disturbed, so as to prevent completion of the man circuit or the bonding between the rail ends become broken-as, for instance, the track-section 19 the particular test-circuit will be broken, with the effect to deenergize the electromagnet 36 and the clear signal 26. The deenergization of the I electromagnet 36 releases the shutter 30, enl abling the latter to gravitate to the lower or- I operative position, in which position it will shut out the clear-signal 25 and expose the danger-signah27. As the opening of the test- 1 circuit referred to extinguishes the clear- I signal 26 and by the operation of the shutter 30 shuts elf the clear-signal 25, the effect of 1 the opening of either test-signal will eliminate 1 both clear-signals and expose one or the other of the danger-signals.

In the operation of either test-circuit as described the motorman' of the approaching electrically-operated train will by the elimination of the clear-signals and the showing of the danger-signal be at once advised of the defect in the main signal system. Hence said motorman will exercise every possible caution in approaching and before crossing i the steam-railroad. The test-circuits therel fore serve as an automatic check on the main signal system, providing a means whereby a defect in the main system is at once signaled l to the motorman of approaching trains.

of any of the signal-circuits being, in the event such danger-signals are incandescent lamps, connected in an independent lamp-circuit 40, as shown in Fig, 3. It is to be understood, of course, that as the danger-signals are wholly inde endentof any of the signal-circuits-thelights of said signals may be incandescent lamps, oil-lamps, or any preferred means of transmitting light.

The above description and drawing deas particularly designed scribes the invention for use with a railroad-crossing with the respective tracks used for a steam-operated railroad and an electrically-operated railroad. I In the invention the steam-operated railroad is given the right of way and the'signals always set against the electric-railway. It is to be understood that the invention is equally applicable to railroad-crossings wherein the crossing roads are both electric,

as an urban and interurban road, and that v either may be given the right of way in accordance with the arrangement of the signals.

The invention is equally a plicable without material variation to railroad-bridges, including electrically-operated draws. In such use of the invention the prescribed length of protected track will extend from the draw in both directions and the circuitbreaker or current-controller will be included in the draw-operating power-circuit. In this applicationof. the invention the described main and test circuits are to be used, so that the operator of the draw will be notified as to the condition of thecircuits exactly as is the operator of the controlled train. The pres ILC ence of a train Within the prescribed limits of' the draw will, in the event the main signal is fully operative, automatically cut off power from the draw-motors and revent movement of the draw, the signalights being so placed as to be seen both by. the. engineer of the steam-train and the operator of the drawbridge.

While preferring the specific details of con-,

struction and arrangement of parts described in the above specification and illustrated in the drawings, it that I do not limit myself thereto, considering as within the spirit of the present invention all such changes of structure and variations or modifications of parts as may legally fall within the scope Having thus described the invention, what is claimed as new is 1. A crossing signaling system, including a means operated byone train for signaling the crossing train, and means for operating. an independent signal in the event of defect of the first-mentioned means.

2. A crossing signaling system, including a means operated by one train for signaling and controlling a crossing train, and test means for signaling to the crossing train the The danger-signals 27 28 are independent tcondition of the first-mentioned means.

of the appended claims.

is to be understood erator of the crossing train the condition of the first-mentioned circuit.

- 4.- A crossing signalingsystem, including a main circuit having a signal and controlling means for the crossing train, said main circuitlbeing normally open and arranged to be closed to operate the signal and controlling closed to operate'the signal and controlling means by the passage of a train, and a testcircuit including a part of the main circuit.

' 5. A crossing signaling system, including a main circuit having a signal vand controlling means for the crossing train, said main circuit being normally open and arranged to he means by the passage of a train, and a testcircuit including a part of the main circuit, said testcirc uit being normally closedand including a clear signal.

6. A crossing signaling system, including a main circuit having a signal and controlling means for the crossing train, said main circuit being normally open and arranged to be closed to operate'the signal and controlling means by the passage of a train, a test-circuit including a 'part ofthe main circuit, said testcircuit including a clear signal, and a danger-signal controlled by the test-circuit.

7. The combination with a steam-railroad and electric-railroad crossing, of a signaling system comprising ainain circuit including a prescribed lengthoftihe steam-railroad tracks, a signal arranged in said circuit, a poWe-r circuit for the electric railroad, and means included in the main signal-circuit for breaking the power-circuit uponthe closing 01 the main circuit, I

8. The combination with a railroad-crossing of a steam and electric road, of a main signal-circuit including :a signal for the motorman ofthe electric road, said circuit being normally open and including a rescribed length of the steam-railro'zad trac s, and a test-circuit normally closed and including the prescribed len th of the steam-railroad track.

9., The combination Witlra railroad-crossing (of a steamiand electric road, of a main signal-circuit includinga signal for the motorman of the electric road, said "circuit being normally open and including a rescribed length of the steam-railroad trac s, and a test-circuit normally closed and including the prescribed length of the steam-railroad track, said test-circuit including a clear signal.

10. The combination with a railroadcrossing of asteam and electric road, of a main signal-circuit including a signal for the motorman of the electric road, said circuit being normally open and including a prescribed length of the steam-railroad tracks, a test-circuit normally closed and including the pre- -of track-rails of one scribed length of the 'steam-irailroad track, said test-circuit including a clear signal, and a danger-signal controlled by the testcircuit.

11. The combination with a railroad-crossing of a steam and electric road, of a main signal-circuit including a signal for the motorman of the electric road, said circuit being normally open and including a prescribed length of the steamrailroad tracks, a testcircuit normally closed and including the prescribed length of the steam-railroad track, said test-circuit including a clear signal, a danger-signal normally concealediwhile the testcircuit is closed, and means operative upon the breaking of the test-circuit to expose the danger-signal.

12. The combination with a railroad-crossing, of a signal-box arranged adjacentv the crossing, a main signal-circuit including a prescribed length of one of the crossing tracks, a signal and power controlling means for the train of the other crossing track lo cated Within the signal-box, said signal and power controlling means being influenced by the main circuit, duplicate test-circuits each including the prescribed'length of one of the respective tracks and normally closed, clearsignals and danger-signals carried by the signal-box, and means for controlling the signals in accordance with the condition of the test-circuits.

13. The combination with a railroad-crossing, of a signal-box arranged adjacent there to a main circuit includinga prescribed length of track-rails of one of the tracks, a signal and power controlling means arrangedwithin the box and adapted to be influenced, by the presence of a train upon the prescribed length of track, test-circuits, each including one ofthe prescrilel lengths; of track andrbeing normally closed, a clear signal included in each test-circuit and arranged within the box, a danger-signal ar ranged within the box, and a shutter controlled by the test-circuit to conceal the danger-signal while the test-circuit is closed and to exposesaid signal upon the opening of the test-circuit. i

14. The combination with a railroad crossing, of a signal-box arranged adjacent thereto, a main circuit including a prescribed length of the tracks, a signal and power controlling means arranged within the box and adapted to be influenced by the presence of a train upon the prescribed length of track, test-circuits, each including one of the prescribed lengths of track and being normally closed, a clear signal for each testecircuit, said clear signal being arrangedwithin the box, a pluralityof danger-signals arranged within the box, and means whereby the opening of a testwircnit extinguishes the clear. signal in said circuit, exposes one of the danger-signals, and i conceals the clear signal of the other testcircuit.

15. The combination with a railroad-crossing of a signal-box arranged adjacent thereto, a main circuit including a prescribe length of track-rails of one of the tracks, a signal and power controlling means arranged within the box and adapted to be influenced by the presence of a train upon the prescribed length of track, test-circuits, each including one of the prescribed lengths of track and being normally closed, a clear signal for each test-circuit; said clear signal being arranged within the box, a plurality of dangersignals arranged within the box, shutters pivotally supported Within the box, electromagne'ts inc uded in each test-circuit and operating when energized to maintain the shutters in position to conceal the danger-signals, said shutters upon the deenergization of t maignets gravitating to conceal the clear-sig na s. In testimony whereof I affix my signature in presence of two witnesses.

WILLIAM H. PARRISH, JR. Witnesses:

G. S. MOORE, JNO. T. BANKS.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US8028961Dec 26, 2007Oct 4, 2011Central Signal, LlcVital solid state controller
US8157219Jan 15, 2008Apr 17, 2012Central Signal, LlcVehicle detection system
US8469320Sep 30, 2011Jun 25, 2013Central Signal, LlcVital solid state controller
US8517316Mar 27, 2012Aug 27, 2013Central Signal, LlcVehicle detection system
Classifications
Cooperative ClassificationA63H19/24, B61L3/08