US787419A - Electric block-signal. - Google Patents

Description

PATENTBD APR. 18, 1905.

W. WILLIAMS. ELECTRIC BLOCK SIGNAL.

APPLIOATION FILED 0OT.1. 1904.

2 SHEETS-BHEET 1.

' Inventor Witnesses 6 Hctomegs No. 787,419. PATENTED APR. 18, 1905. W. WILLIAMS, ELECTRIG BLOCK SIGNAL.

APPLICATION TILED OCT. 1, 1004.

2 SHEETS-SHEET 2.

Witnesses ij iilzljmkglnventor Patented April 18, 1905.

UNTTEE STATES PATENT @EEICE.

\I AL'ITER WILLIAMS, OF \YADICSVILLE, INDIANA.

ELECTRIC BLOCK-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 787,419, dated April 18, 1905.

Application filed Octohe: 1,1904. Serial No. 226,810.

Be it known that l, \Vuxrnn \Vnamnrs, a citizen ol the l nitedStates, residingatlVadesville, in the county of losey and State of Indiana, have invented a new and useful IClectric Block-Signal, of which the following is a specification.

This invention relates to electric railway signaling systems; and it has tor its principal object to provide a signaling system whereby all stations and all trains in the line may be notilied when a train passes a predeter mined point.

A l'urther object of the invention is to provide means whereby the passing ol' the trains will operate signals ot distinctive character to denote the exact position of the train.

still lurther object ol' the invention is to provide a signaling means by which the direction of travel of the train may be made known.

it still further object ol the invention. is to provide a signaling system in which provision is made tor keeping a record of the passage ol' trains.

A still turther object ol" the invention is to provide a recording mechanism in which dilteren t records will be made of trains traveling in ditl'erent directions.

A still l'urther object ol' the invention is to provide means whereby a warning-signal will be sounded or displayed in the cab ol an engine approaching an open switch or similar point where the continuity ol the main line is interrupted.

'ith these and other objects in view, as will more lully hereinalter appear, the invention consists in certain novel l'eatures of construction and arrangement of parts, hereinalter tully described, illustrated in the accompanying drawings; and particularly pointed out in the appended claims, it being understood that various changes in the lorm. proportions, size. and minor details ol the structure may be made without departing l'rom the spirit or sacrilieing any ol' the advantages ot' the invention.

In the accompanying drawings, Figure I is a diagram of an electric railway signaling system arranged in accordance with the invention. Fig. 2 is an enlarged detail view of the variable-signal transmitter. Fig. 3 is a similar view ol the alarm and recording mechanism. Fig. -t is a view similar to Fig. 3, showing a slightly-modified construction, in which the alarm and recording device are operated by a local battery, the circuit being closed by a relay in the main line. Fig. 5 is a view illustrating the application of the invention to a switch. Fig. 6 is a sectional elevation of the trolley and trolley-support which it is preferred to employ. Fig. 7 a transverse sectional elevation ol" the same. Fig. 8 is a detail view of the split sleeve used l'or taking up wear.

Similar numerals of reference are employed to indicate corresponding parts throughout the several ligures ol the drawings.

The tralIic-rails I are ot the usual character, and between or at one side ol the railway is a third rail or wire 2, mounted on supports and engaged by a traveling contact that preterably is in the l'orm ol a trolley-wheel 3. This wheel is connected to suitable mechanism on the engine, and said mechanism is bridged between the wire 2 and the trallicrails by a wire -I-, that is connected to the frame olthe engine, the circuit being com pleted through the wheels to the rails.

At suitable points along the line--as, l'or instance, at every mile, two miles, or other predetermined points are stations, each ol' the character shown in the diagram, Fig. 2. At each ol' the stations are two clock-trains It) II, that are ot similar construction, with the exception that the clock-train II is so geared as to operate twice as long as the clock-train It). lCach clock-train includes a motor-spring 13;, a train ol' gears II, and a governor 15. ()n the shalt 1(3 ol one ol the gears is secured a disk IT, from which projects a lug lb, and said lug is adapted to engage an arm It). At a point between the two gear-trains is a pivotally-mounted lever 20, normally held in the central position by springs 21. This lever carries the arms It), and when engaged by the lug 18 ot clock-train its outer end will be moved into engage ment with a contact 22. \Vhen engaged by the lug 18 ot the clock-train II, it will receive similar movement.

()n the spring-barrel of the clock-train 1t) is a disk 24, provided with peripheral teeth 25, between which may engage a catch 26, pivoted at 27 to the carrying-frame. This catch is connected by a flexible chain, cord, or similar device to a tappet-arm 28, that is pivotally mounted adjacent to the railwaytrack in position to be engaged by a lug or tappet carried by the locomotive or other portion of the train. The lever 28 is normally maintained in the central position by a pair of springs 28 and is yieldable in both directions. The teeth are comparatively narrow, and after the catch 26 has been raised the motor-spring turns the clock-train and the disk 24, the end of the catch then riding on one of the teeth until said tooth has passed beyond the catch andmay then fall into the space beyond said tooth and again lock the train from movement. This occupies a predetermined period of timeas, for instance, a period of fifteen or twenty seconds.

The actuating-spring of the clock-train 11 serves to rotate the disk 30, having teeth 31, between which may bear a catch 32, connected by a flexible cable or chain 33 to the tappet-lever 28. The width of the teeth is much greater than the width of the teeth 25, so that there will be a longer period of operation of the clock-train 11 than the period of operation of the clock-train 10 say, for instance, thirty to thirty-five seconds. The lug 18 of clock-train 10 is comparatively short, and when it has moved the lever 20 into engagement with the contact 22 it will retain said lever in circuit-closing position for a comparatively short time. The lug of the clock-train 11 is longer and will hold the circuit closed for a longer period of time. The mechanism is such, therefore, that a train traveling in one direction, as north, will move the lever 28 and release the disk of the clock-train 10, thereby holding the circuit closed for a predetermined period of time as, for instance, ten or fifteen seconds-while a train traveling in the opposite direction, south, will engage the lever 28 and release the clock-train 11, the latter holding the circuit closed for a longer period of time say thirty or thirty-five seconds. From this difference in the length of time the circuits are held close, the operator or other person may determine the direction in which a train is traveling.

At each station is a single-stroke electric bell 38, that is connected in a circuit leading from the traffic-rail through a wire 39, wire 40, to a contact 41, with which the lever 20 engages when at rest, and from the lever 20 leads a wire 42 to the trolley-wire or third rail 2, so that should the circuit be closed at any point on the line and energized the alarm will be sounded. At each end of the line the trolley-wire and traffic-rails are connected, so that a continuous circuit is formed, the

several alarms being bridged between the limbs of the circuit, or connections may be made in series in the manner well known to persons skilled in the art.

At each station is a battery or other source of electrical energy 43, that is connected between the wire and the contact 22. Normally, however, the battery is cut out owing to the fact that the lever 20 is normally disengaged from the contact 22;.but should a train pass and the traffic-lever 28 be actuated the lever 20 will be moved into engagement with the contact 22 and will place a battery 43 in the circuit, thus sounding the alarm at every station along the line, and this circuit is held closed for a period of time depending on the direction in which the train is moving.

In order to determine the station at which the circuit is closed, each station has a different numberthat is to say, the first station from a given point will be No. 1 and will contain one lug for engagement with the arm 19, so that the circuit may be closed once, and a single stroke of the bell will result at all of the stations along the line, thus notifying all of the operators that the train has passed station No. 1. At station No. 2 the clock-train will be provided with two lugs 18 and the alarm sounded twice, thus notifying the operators that the train has passed station No. 2, and in similar manner three lugs will. be provided at station No. 3, four lugs at station No. 4, and so on.

At each station is a recording mechanism that is arranged within a casing 48. The recording mechanism comprises in general a pair of rollers 49 50, the roller 50 containing a strip of paper on which a record may be made. This strip of paper is wound over a platen 51 to the roller 49, the latter being connected to a clock-train or similar motive power 52. One of the shafts of the recorder is provided with a wheel 53, having peripheral teeth for the reception of the pivot-catch 54, having an armature 55, that is disposed within the field of force of an electromagnet 58, connected in series with the alarm 38. When the line is energized, the armature is attracted and the catch 54 is raised from engagement with the wheel 53, permitting the motor to rotate, and thus wind the strip on the roller 49. If the clock-train 10 is actuated by a train going north, the circuit will be held closed for, say, ten or fifteen seconds and the strip will continue to move for that period of time. If actuated by a train going south, the record-strip will move in the same direction, but for a greater length of timesay for thirty or thirty-five seconds.

On the clapper-arm 58 of the bell is an arm 59, carrying at its outer end a clasp 60, in which is placed a marking device in the nature of a pencil or fountain-pen that engages the record-strip. As soon as the line is energized the electromagnet 58 releases the strip, and the latter starts its movement l across the platen. At the same time the bellmagnets move the clapper-rod and the bell is sounded. The movement of the clapper-rod results in drawing the pencil or pen across the record-strip, making a line which extends in a direction practically transverse of the strip, owing to the quick movement. The clapper-rod is held so long as the circuit is closed, and the record-strip travels for a length of time dependent on the direction in which the train is moving, so that a line is drawn lengthwise of the strip, and the length of this line may be, say, one-half inch for a train traveling north, but when the train is traveling south and the strip is actuated for a longer length of time the length of the line so drawn may be an inch or more. As soon as the circuit is again opened the returnspring of the armature moves the clapperrod back to its initial position and a third mark is made. The distance between the two connecting transverse marks determines the direction in which the train is traveling. \Vhen the circuit is broken, the electromagnet is deenergized and the catch 54 again engages and locks the motor. It the strip continues to move for the recording ol" operation ol devices at stations 2, 3, 4, and so on, the record made will be of the character shown in Fig. 3 or that shown in Fig. 4, in accordance with the direction of travel of the train.

In the cab ol each engine or at other convenient point on the train is placed a similar alarm and recording device, so that the en gincer will he notified of the position ol trains on the same line and the direction in which such trains are moving.

In many cases, especially where there a long distance between stations, it maybe dcsirable to connect the alarm and the motorreleasing magnet in a local circuit. as at 51, having a battery 52, and the main circuit will then be connected to a relay 53 of ordinary constrinrtion.

The invention is further applicable to switch-signals and in other places where it is desired to notil y an approaching train in case the main line is open, as at sidings, drawbridges, and the like.

In Fig. 5 is illustrated a switch 60, operated by a switch-lever 61. At the center of the trackway is a conductor 62, extending for any suitable distance and connected by a wire 63 to contact 64, adjacent to the switchlever 61. The switch-lever 61 is connected by a wire 65 to one ol the traffic-rails 66, and in this line is a battery 67. \"Vhen the switch is closed that is to say, when the main line is mmtinuous the lever 61 in position to break the circuit. \Vhen the switch is open,

the lever engages contact 6 t and closes the circuit lrom conductor 62, rail 63, contact 64, lever 61, wire 65, battery 67, and wire 66.

hen the locomotive approaches the switch, a trolley-wheel 68, carried thereby, will engage the conductor 62, and said trolley-wheel is connected to the framework of the engine and completes the circuit, thus sounding an alarm in the cab 01 the engine and notifying the engineer of the danger ahead.

The trolley-wheel carried by the train is suspended from a bracket 70, having two-part bearings 71. The trollcywhecl is provided with an elongated spindle 72, that extends into cages 73, forming guides for bearingrollers 7- Over the cage bearing-rollers is placed a split sleeve 75, and the whole is then placed in the two-part bearing 71. Should any wear on the spindles or rollers occur, the bolts which unite the parts ol the hearing may be tightened in order to contract the split sleeve.

Having thus described the invention, what is claimed is 1. In an electric railway signaling system, a third rail or conductor, and a traflicrail constituting a non energized circuit, an alarm connected in said circuit, a batterynormally cut out ol the circuit, a tappct-actuated member for connecting the battery in the circuit, and means controllable. by the d irection in which the train is traveling for determining the length ol time the circuit is held closed.

2. In an electric railway signaling system, a third wire or conductm' l'orming in connection with the trallic-rails a non-energized circuit, a battery, means operable by a passing train for connecting the battery in the circuit, and an electromagncticallyactuated recording means also connected in the circuit.

3. In an electric railway signaling system, a current-comluctor arranged parallel with the trallic-rails and forming in connection therewith a normally closed non-ciwrgized circuit, independent sources ol electrical energy arranged at dillerent stations along the line, train-actuated means lor connects ing said source of energy in a circuit, alarms in the circuit, and means whereby the circuit is held closed l'or dill'crent periods ol time by trains moving in dill'erent directions.

1. In an electrical railway signaling system, a signaling-circuit, a recording means, and means operable by passing trains for holding the circuit closed dillerent lengths of time in accordance with the direction in which the train is traveling.

5. In an electric railway signaling system, a normally closed non-energized circuit, a recording means operable by said circuit, and means operable by passing trains for ell'ecting the energizing ol the circuit for dill'erent periods of time.

6. In an electric railway signaling system, a normally closed non-energized circuit, a re cording device including a normally locked for making the same connection for a greater period of time when the train is traveling in the opposite direction, and a recording means also connected in said circuit.

8. In a railway train-signaling system, a non-energized circuit, a recording means controlled thereby, a source of electrical energy,

train-actuated means for connecting said source of energy to the circuit for a definite period of time when the train is traveling in one direction, and for a greater period of time when the train is traveling in the opposite direction, and an alarm also connected in said circuit.

9. In an electric railway signaling system, a non-energized circuit, an alarm connected therein, a source of electrical energy, and means arranged at each station and operable by passing trains for closing the circuit with the battery a number of times dependent on the number of the station.

10. In an electric railway signaling system, the combination with a normally nonenergized circuit, of a single-stroke bell connected therein, batteries or similar sources of energy at each station, and a train-actuated means at each station for closing the circuit with the battery a number of times dependent on the number of the station.

11. In an electric railway signaling system, a normally non-energized circuit, a single-stroke electric bell connected therein, batteries or similar sources of electrical energy at different stations along the line, train-actuated means arranged at the different stations and serving to close the batteries with the line a number of times dependent on the number of the station, a normally locked recording device, and an electromagneticallyactuated releasing device connected in the circuit.

12. In an electric railway signaling system, a circuit-closing means including a movable arm, a pair of normally locked geartrains, means movable thereby for engaging and holding said arm for different periods of time respectively, and means operable by passing trains for releasing the gear-trains.

13. In an electric railway signaling system, acircuit-closing device including a pair of motors, lugs carried thereby, the lugs being, respectively, of different size, trainactuated releasing means for said motors, and a circuit-closing member adapted to be engaged and moved by the lugs to circuit-closing position.

14. A variable-signal transmitter compris ing a circuit-closing member, a pair of normally locked motors, lugs or projections carried thereby and adapted to engagethe circuit-closing member, and a means operable by passing trains for releasing one of the motors when the train travels in one direction, and the other motor when the train travels in the opposite direction.

15. A variable-signal transmitter comprising a pivoted circuit-closing member, a pair of arms extending therefrom, a pair of normally locked motor-trains having arm-engaging lugs of different width, respectively, catches for holding said motor-train, a pivotally-mounted tappet-lever operable by passing trains, and means connecting said lever to the catches whereby one motor-train is released on the passage of a train in one direction, and the other on the passage of a train in the opposite direction.

16. In electric railway signaling system, a recorder including a normally locked recordstrip carrier, and motortrains connected thereto, means controllable by the signalingcircuit for releasing the record-strip, a marking device, and means for moving the marking device transversely of the record-strip carrier during the movement of the latter.

17. In an electric railway signaling system, a pair of record-strip-carrying rollers, a platen between them, a motor for the takeup roll, an electromagnetically operated means for locking and releasing the motor, a single-stroke electric bell, a circuit in which the bell and locking device are stored, and means controlled by passing trains for energizing said circuit, and a marking device car ried by the clapper-rod of the bell.

18. In signaling systems, an open-switch signalingcircuit comprising a third rail or conductor arranged parallel with the traflicrail and forming in connection with the latter a normally opened circuit means controlled by the position of the switch-operating lever for making and breaking the circuit, and means, including a signaling device, arranged on the train for completing the circuit when the switch is open.

19. In a railway signaling system, a con ductor forming in connection with the trafficrails a normally closed non-energized circuit, alarms disposed therein, an alarm carried by the train and bridged in said circuit, and

means operable from the train for effecting the energizing of the circuit.

In testimony that I claim the foregoing as my own I have hereto affixed my signature in the presence of two witnesses.

WVALTER WILLIAMS.

WVitnesses:

KELLY DEFUR, CHARLES RAMSEY.

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