Year: 1886

page_text: I WILLIAM JAY TRIPP of Grand Boulevard, New York City, in the County and
State of New York, United States of America, Physician, do hereby declare the
nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement:-
My Invention relates to a time signal provided with a stationary index or dial,
and with a pointer or pointers arranged to be moved by clock-work or other
motive mechanism over the dial, and arranged also to be reset to an initial point
on the dial by passing trains.
The Invention also relates to a danger signal arranged to be operated by the
opening and closing of a drawbridge, and switch (either or both) and arranged also
to be operated by a breaksman at any point along the track.
Reference is to be had to the accompanying drawings forming a part of this
Specification; in which figure 1 is a front elevation of the signals, shewing the
railway track and one of the arms of the operating shaft in cross-section.
Figure 2 is an enlarged sectional plan view taken on the line x-x of Figure 1.
Figure 3 is a detailed sectional view taken on the line y-y of Figure 2.
Figure 4 is an enlarged side view of the signal, parts of the base of the standard
being broken away to show the construction.
"
Figure 5 is an enlarged view of the time signal casing with the face removed,
showing the mechanism for resetting the pointers to the " zero or initial point.
Figure 6 is an enlarged detailed sectional view of the resetting mechanism taken
on the lines of Figure 5.
Figure 7 is a plan view showing the signals complete applied to a railway switch
and draw-bridge.
Figure 8 is a side elevation of the draw-bridge and track, showing the signal
operating devices, and
Figure 9 is an end view of the draw-bridge showing the inclines for operating
the signal.
•
Similar letters of reference indicate corresponding parts in all the figures.
A represents the dial or stationary index of the time signal, graduated like the
face of a clock. In front of the dial A, move the pointers a a¹ attached respectively
[Prins 1171

page_text: to the tubes 6 6¹, placed upon the spindle B, which latter is turned by clock springs,
held in barrels 6, and which act directly or indirectly upon the cog-wheels C, C,
which. mesh with the pinion C¹ on the spindle B. The tube b which carries the
minute hand a, is provided with a heart cam D, the notch or point of least
eccentricity of which is exactly in line with the hand a, so that when the member f
of the lever F is brought down upon the cam by a passing train, as herein-after
described, the cam will act to turn the tube b, so as to set the hand a back to the
initial point XII on the dial. Upon the tube b¹ is secured another heart cam D¹
with its notch or point of least eccentricity in line with the pointer a¹, so that
when the member f¹ of the lever F, is brought down upon this cam, it will act
also to set back the tube b' and hand a¹ to the initial point XII upon the dial.
The lever F which, together with the said heart cams constitute the principal
features of my invention, is fulcrumed at f' to a bent arm F, secured to the main-
casing E of the signal by the arm E¹ shown clearly in Figure 2. From its fulcrum
the lever F, passes through a slot made in the operating bar F and reaches to a
point so that its members f f come immediately over the centre of the spindle B,
of the clock mechanism. This simple arrangement causes the lever F when
depressed by downward movement of the operating bar F; as described below, to
act upon the heart cams D, D¹, and reset the hands a a¹, accurately back to XII
no matter what position they may occupy at the time upon the dial.
At the time the lever F, is operated to set back the hands, the tubes b b¹ must
be free to turn upon the spindle B, independently of the clock mechanism, and
after the resetting, the tubes must again connect with the clock mechanism as
soon as the lever F is elevated out of contact with the cams D, D¹, so that the
hands will be carried on by.the clock mechanism to indicate the interval of time
between trains. While various friction and other clutching devices may be
successfully used for thus disconnecting the tubes from, and connecting them to,
the clock mechanism, I prefer to give the tubes a positive sliding movement upon
the spindle B-an outward movement, to disconnect them from, and an inward, or
reverse movement, to connect them with, the clock mechanism. This inward
movement of the tubes is effected by the coiled spring G, attached at one end to
the frame of the clock mechanism, and at the other to the lever H which is pivoted
to the bent arm F¹, and connected to the tube 61 by the flanges B³ on the tube,
and the forks h of the lever. The inner end of the tube b is formed with clutch
points to enter corresponding small recesses in the pinion C¹, so that when the
tube b is moved toward the pinion C¹, by the spring G, the clutch points will enter
said recesses so that the said tube will revolve with the pinion C¹, and spindle B.
Upon the tube b¹ is placed loosely the gear wheel J which is held from sliding
upon the tube by suitable flanges as shown in Figure 6; and it is formed with
numerous small recesses to receive the clutch points at the end of the tube 6¹, to
lock the tube to the said wheel; and when the tube 61 is forced inward by the
spring G, and lever H, the pressure of tube b¹ upon the flange c³ of tube b,
slides the tube b so that both tubes 6 6¹ move together. The pinion J meshes with
the pinion J¹ secured upon the shaft J, of the clock mechanism, so that when the
tubes are arranged as just stated, the tube b and pointer a will receive motion from
the spindle B and cog-wheel C₁ to indicate the minutes, while the tube 6¹ and
hand a¹ receive slow motion from the cog-wheel J, and pinion J¹ to indicate the
hours, the shaft J' being turned by the cog-wheel J and pinion J'.
The lever H also serves to force the tubes b'b', outward to release the tubes 6 61
from the clock mechanism. The outward movement of the tube b' upon the tube b
after disconnecting points c¹ from wheel J, strikes the flange c³ of tube b and then
acts to slide the tube b. This movement caused by lever H, takes place just before
the lever F descends to act upon the cams D, D¹, and the movement of the lever H,
for this purpose viz., to disconnect the tubes from the clock mechanism, is produced
by the operating rod F* acting through the wiper or cam wheel K see Figures 2, 3
and 5. This wheel K is formed upon the side next to the lever H, with a series of

page_text: inclines or cams & which when the wheel is rotated, successively strike the lip or
projection on the lever H, and force the lever outward to slide the tube as
stated. As the notches.d pass the projection or lip d, the spring G, acts to return
the lever and connect the tubes with the clock mechanism, as above described,
The wheel K, is turned by the spring pawl d secured upon the side of the
operating lever F which pawl engages with the teeth ď³ formed upon the wheel K,
as shown in Figures 2 and 3, and each notch d³ is formed below its corresponding
notch d, so that the advanced position of the notches d relatively to the notches d,
will cause the latter to shift the lever H outward, and effect the disconnection of
the tubes from the clock mechanism, before the operating rod F³, sufficiently
depresses the lever F, to cause it to strike the heart cams D, D¹.
:
The operating rod F reaches down through the hollow standard E, and it acts
by gravity, which is another principal feature of my invention, so that the signal
mechanism is entirely relieved of excessive shock by passing trains. Normally
this rod rests upon the lever L, shown in Figures 1 and 4. This lever is connected
to the shaft L¹ which is set at the side of. the track and provided with the crank L'
arranged near the rail to be depressed by passing trains, which will lower the
forward end of the lever L, and permit the operating rod F to drop and thus
operate the wheel K, and the levers F, and H, as and for the purposes above
described. The shaft L' after the passing of each train may be returned by a
weight or any other suitable mechanism to cause the lever L, to lift the operating
bar F ready for another action, but for causing the lever L, to dwell a short space
of time after being depressed, to permit the train to pass on without each truck in
the train operating the signal, I connect to the rear end of the lever L, by the
links g g, and slotted cross-head g¹ the piston rod m of the pneumatic check
cylinder H, the spring m¹ of which returns the lever L, as the air slowly leaks out
of the cylinder through a small opening n¹. It will be understood that when the
rear end of the rod L is elevated by a passing train the piston rod m, and piston
head m³ will be moved in the cylinder to compress the spring m³, and at the same
time air will be taken freely into the cylinder through the inwardly opening
valve n, which air, when the piston returns will close the valve n, and retard the
piston a greater or less length of time according to the size of the small escape n¹.
The face or dial A, is transparent, and back of it is placed the lamps N; which
serve to illuminate the signal, and also to keep the interior of the casing E, warm, to
ensure the proper working of the clock mechanism in cold weather, and back of
the lamps N, is fixed a reflector N¹ shown in Figure 2.
Connected to the casing E, by a casting E' is a semaphore or plate signal O, the
arm O¹ of which is connected to the shaft O, so that by turning this shaft by the
crank O thereof, the plate O may be turned to danger position in front of
the dial A, or to a position back of the guard plate P, held by the arm P¹, of
casting E, to indicate a clear track. The shaft O' is journaled in an arm E³
of the casting E' which overhangs the main casing E, and holds the crank O' in
position for connection with the operating rod Q, which passes down through the
main casing E, and hollow support E¹, to the lever R', to which it is connected as
shown in Figures 4 and 7. The lever R¹ is attached to the shaft Ron which is
secured the pinion R³, beneath which is a rack R³, which is adapted to be moved
longitudinally for turning the shaft R for operating the signal plate O. 'In
Figure 7 I have shown the rack R³ connected by the bell crank S, rod S¹, lever S*,
and rod S³ to the switch rails T, arranged so that when the switch is opened, the
rack R will be drawn forward, which will cause the signal plate O to drop in
front of the dial A, to indicate danger. When the switch is closed the rack R³ will
be forced backward and will cause the pinion R², and shaft R, to turn, which will
draw downward lever R¹, rod Q, and lever 0 and swing the signal plate O back
of the plate P, indicating a clear track.
.
;
The signal plate O, is also arranged to be operated by the opening and closing of
the draw-bridge U. To the end of the bridge is secured a plate V bent to form

page_text: the double inclines v v. Parallel with the end of the bridge when closed is the
shaft V, which is provided with a horizontal arm V', in line with the centre of
the bridge, and provided also with the vertical arm V outside of the railway
track. The arm V³ is connected by a stiff rod W, to one end of the centrally
fulcrumed levert which is connected at its other end with the rack R. When the
bridge is swung open the under surface of one of the inclines v will depress the
horizontal arm V, and turn the shaft V, and force backward the vertical arm V³,
and rod W, and cause levert to move the rack R', which, through pinion R,
will turn the shaft R, and lower the signal plate O, in front of the dial A, thus
indicating that the draw bridge is open.
Upon closing the draw bridge the upper surface of the same incline v will lift
the horizontal arm V' and through the shaft V₁, and parts connected therewith,
swing the plate O, behind the guard P, indicating safety.
The arm V of shaft, V₁, is provided at its end with a pivoted plate or point 8,
(see Figure 8) which is acted upon by a spring 81, which lifts it slightly so that in
closing the bridge the incline v will strike under the said point and ensure the
proper action of the signal; and at the crown of the inclines vis formed a slot v
through which the points drops at the time the bridge is fully closed, so that the
said arm will be in position to be acted upon by the under surface of the incline at
the next opening of the bridge. The arm V' is caused to drop through the slot s
by the weight W, attached to the horizontal arm W of the vertical arm V³, and a
small projection or plate s³ is placed immediately below the slot v to support the
arm V against the downward tendency of the weight W', at the time the bridge is
closed. The instant the bridge is moved to open it, the support 8 moves from
under the arm V* (or rather its hinged plate 8,) and permits the under surface of
the incline, or the weight W³, to act upon the plates and arm V* for turning it,
and the arm V³, with the result above described.
Connected to the rack R' is a levert to which is connected a wire t* which runs
along the track and which when grasped and pulled will set the signal plate O, to
danger position, so that in case of delay or accident between signal stations a
brakeman or train hand can easily set the signal O, to block on-coming trains.
Having now particularly described and ascertained the nature of my said
Invention and in what manner the same is to be performed, I declare that what
I claim is
1. The combination with a clock or motive mechanism, a stationary dial, a
pointer operated by the clock mechanism, and a shaft and lever connection
arranged to be operated by trains passing along the railway track, of a heart cam,
and lever arranged to be depressed upon the heart cam by passing trains for
resetting the pointer back to the initial point upon the dial, substantially as
described.
2. The pointers a a¹ placed upon tubes provided with heart cams, combined
with a lever F arranged to be depressed by passing trains to reset the pointer and
combined also with means for connecting the tubes to and disconnecting them from
the clock or motive mechanism, substantially as described.
8. The combination with the clock or motive mechanism of an operating bar
attached to the lever F for resetting the pointer, said bar being arranged to act by
gravity whereby all shock to the mechanism is avoided, substantially as described.
4. The combination with the operative parts of the signal of the pneumatic check
cylinder M for preventing the operation of the signal but once while the train
passes, substantially as described.
5. The combination with the time signal arranged to be operated by passing
trains of a plate signal O, substantially as described.
6. The draw-bridge U provided with a signal operating device combined with
connections with the signal, substantially as described,

page_text: 7. The draw-bridge provided with an incline v in combination with the arm V
hinged point or finger s, and signal connections, substantially as described.
8. The draw-bridge U provided with a signal operating incline and with the
projection 8 in connection with arm v pivoted plates and signal operating con-
nections, substantially as described.