US901899A - Electric signaling system for railways. - Google Patents

Description

APPLICATION FILED 19110.27. 1907.

atented Oct. 1908.

m .m q s,

or h Q0,

mm. m m Mar I Q J H NW Wink J 1 N was wzckzfi r nti m W. J. HIGGINS 9 0. J. SHERIDAN. ELECTRIC SIGNALING SYSTEM FOR RAILWAYS.

APPLICATION FILED DEO.27,1907.

Patented 001]. 20, 1908 2 SKEBTSSHEBT Q,

q tkLS v/ If hwashwjaaw 120712)];

175 am Hi1 (lMnsTb WILLIAM J. HIGGINS AND CHRISTOPHER J.

SHERIDAN, OF BUFFALO, NEW YORK.

' ELECTRIC SIGNALING SYSTEM FOR RAILWAYS.

Application filed December 27, 1907. Serial No. 408,329.

1 b all urlmm it may concern:

Be it known that and CHRISTOPHER J. SHERIDAN, citizens of the United States, residing at lluii'alo, in the county of Eric and State of New York, have invented certain new and useful Improveincnts in Electric Signaling Systems for Railways, of which the following is a specification.

tlur invention relates to railway signaling systems and more particularly to those systems wherein, a cautionary signal and a danger signal is given, not only by means of semaphore. arms located at the side of the track but also by means of signal bells, lights, etc. within the cab of the engineer.

The object of our invention is to provide a mechanism whereby semaphore arms at the side of the track may be set either for danger or for a cautionary signal, whereby either cautionary or danger signals may be given within the cab to warn the engineer, and also whereby the steam valve may be operated to cut oil the supply of steam to the engine and the air brakes thrown on in case the danger signal is set and it is desired to bring the train to a full stop.

ur invention consistsin the general arrangement of parts and detailed combinations of elements set forth in the appended description and specifically stated in the claims.

We have illustrated diagrammatically an embodiment of our system in the accompanying drawings, wherein Figure l is a diagram of our system showing its application to four blocks of track. Fig. 2 is a diagrammatic front View of the cab signal.

Like reference characters throughout the several views refer. to like parts.

roadly speaking,- we use an alternating current of say five hundred volts to the signal to be given rectly into the cab of other part of the train, or wreck is occupying another or the same block. One half of the transformer,the primary, is placed adjacent to the track preferably outside of the rail. The other half of the transformer, the secondary, is carried on the train. The twocoils are so arranged that they arein close each other at the passing point. alternating current is thrown a locomotive or any when any other train When the into the track coil, induced current is set up in the- Speciiication of Letters Patent.

we, \ViLLIAM J. Hrcoms' stop X against the force v induce i automatically and d1- proximity to Patented Oct. 20. 1908.

cab, and this through other circuits to be later described rings a signal hell or blows a light o'rcolor signal,-

air brakes if whistles, actuates cuts oft the steam and sets the desired. Y

There are two series of primary trans-' formers or track coils used, one being set on one side of the track and the other on the other, one series being used for the giving of cautionary signals, the other for the giving of danger signals. There are also on each train a secondary transformer which moves adjacent to' the cautionary si nal track coil which is placed upon the" si e of the train adjacent tothe series of cautionary signal track coils, and a secondary danger coil which is placed on that side of the car adjacent to the series of primary danger coils.

In detail, A designates two rails of a track divided into four blocks or sections b Y proper insulation a.- The two rails of eac block are respectively connected with a battery 13, the rails of each block a metallic circuit including the relays .R, R, R, R, these relays being of any ordinary construction. The terminals of each relay are connected as seen in Fig. 1, with the opposite rails of each block of track. Normally, the two rails of the track, the battery and the relay, are in aclosed circuit actin to hold the switch arm. S over to the back of a spring 2. The switch arm of each relay is connected by a conductor 3 to a primary cautionary signal coil C located at the side of the traclz two blocks ahead,this coil being used for the purpose of inducing a current in a secondary coil carried by the train. This coil is grounded as at 0. After connecting with the coil C, the conductor, now numbered 3, leads to a motor 1V and from thence to the ground 3". This motor raises the coiltionary semaphore C when the switch arm S is retracted by the 5 ring 2 and bears against the back stop X as shown at R This backstop is connected as shown to a main line F carrying an alternating current of say five hundred volts. The switch arm S is also connected by a primary coil D of the same character as the coil C and located at the side of the track but on the opposite track from coil 0. i The conductor is also connected to a motor M being part of conductor 5 to a "an upwardly projecting adapted to operate a semaphore arm D indicating danger. The wire 15 then grounded as at 5. On both the cautlon and danger semaphore towers, there are located the canconductor 3 and the conductor 5. Vhile the wire 3 from each relay runs to. the cautionary coil and signal second preceding block of track/, the danger coil D is located preferably just before the entrance to the block to which the relay belongs. When the block is entered upon by a train the battery B of the block is short circuited. the switch arm therefore is retracted and the alternat- I ing current from the main line F passes into the conductors Ewand 5, and passes to the cautionary coil C and to the danger coil 1). These coils are of a construction well known in the art and need no special description.

They are capable, as before explained, of inducing an electric current in the secondary coil passing. adjacent to them.

It will be seen from the above description and from the drawing that we have provided a system wherein when a train arrives upon a block the alternating current from the main line is transmitted to a danger semaphore motor on the block preceding the one where the train is, and to an inducing primary coil adjacent thereto, while current is also transmitted to the second block preceding where it renders active the primary of an inducing coil and also operates a semaphore indicating caution. An induced current is set. up from this cautionary and danger coil (in any train passing them and this current so induced operates signal mechanism within the cab which will now be described. J

Fig. 2 shows a diagramn'iatic view of the cab signal, also showing diagrammatically the means whereby the steam is cut off or the air brakes set upon the actuation of the signals in passing over a. cautionary or danger transformer (l, and 1) before described.

In essence, the construction comprises a cabinet or other suitable base upon which or within which the various parts of the apparatus may be incloscd. '0 have shown the constiaiction'as comprising a cabinet having a lower enlarged portion fornling a compartment in which the relays are supported and back piece upon which the two signal lamps are supported. These signal lamps are lettered l) to cor respond with the cautionary transformer C and the semaphore arm C, and the danger transformer and sen'ia1' hore arm I), D.

The front 0f the signal lamps is under normal circumstances covered by a shut/t er c lunged in any suitable manner and adapted to drop open upon the actuation of the apparatus. Normally the solid fronts or covers 0 are closed on these lamps so that no light escapes from ,them. The glass of the lamp is suitably colored red or green to correspond with the ordinary signals of the railroad.

Located above the shutter c of the lamp is a latch (3 which normally engages with the cover of the lamp and is provided or formed in one part with anarmature t3 ota pair of elcctromagnets 7; These electronmgnets'are connected in circuit by conductors T with the pivotedarm 8 ofahighly polarized relayS which is normally held against the back stop 8. This relay is connected in circuit with its respective transformer or sec ondary coil 9 near the track. The upper end or the vibrating arm 8 engages against the back and front stops 8 S". Xornially. as before stated, the pivoted arm 8 engages against the back stop 8', being held th reto by the spring S, but when the'secondary transformer coil 9 passes over the cautionary transformer or primary coil C current passes into the relay 8, the arm is drawn over to the trout stop 8" and the c.ircuit is completed through the conductors 7. T, to the elcctromagnets 7. These are energized and withdraw the latch t3. releasing the shutter and allowing it to fall, thus (lisplaying the green signal'light.

In order that an audiblesignal shall be given as well as the visual signal, the under side of the shutter maybe provided with the I contact plug it) which is adapted to engage between the two resilient wings 11 forming part of a circuit 12 in which is located an electric bell 13. It will be seen therefore that when the shutter drops the circuit 12 is completed and the-bell is sounded. In order at the same time to cut oh the stcamsupply to the engine we ha vc provided a like arrangement; that is. the shutter w is provided with the contact plug 10 whiclrengages between the resilient wings 11, thus closing the local circuit 14 in which is an elect romagnet 15. 1t; designates the steam pipe provided with a alvc 17, this valve being connected to a lever 18. This lever is normally engaged by a latch 19 and held in such position that the steam valve is opcn. Upon the energizing of the clcctromagncts 15. however, the attraction exerted upon the armature 19 with- 'draws the latch 1f) 'l'rom engagement with the lever 13, thus allowing the. lever to be drawn over by a spring it) and to shut oh the steam.

It will be seen that. the segment ll on wlnch the lever works is provided with inclined ratchct tccth whichare engaged by a halal-operated pawl 21.; These prevent the steam valve being opened too tar and allow .it to be set by hand but permit. the leverto be drawn inward by the spring 20 immediately upon the actuation of the latch 15).

devices it will be seen, immediately upon the locomotive passing a cautionary track coil C the relay arm 8" is thrown over to the back stop 8, In order to hold it in this position until released by the engineer, we provide a latch 22; this latch is pivoted as at, $252. When the arm 8" is't'hrown over the detent on the under side of the latch will drop over the end of the arm 8 and thus hold the arm 8' over against the back stop 8 untilreleased. One end of the latch 22 is provided with a rod which projects upward through the case: lVhen it is desired to return the parts to their original lo position as after passing a cautionary signal,

the engineer depresses the rod 23 which raises the latch 22 whereupon the spring 8 draws the pivoted relay arm 8 back to its original position breaking the lamp latch.

The bell and throttle lever circuits are decnergiaed by the return of the lamp shutters. The engineer returns the lamp shutter c to its original position where it 1s engaged by the latch 6 and at the same time returns the throttle lever 18 to its original position where it is enp'z 'ed by the latch 19. EX-

3 5t: actly the some arrangement is made with regard to th la o1" .-uginil portion of the ap para? there the lamp ll is protected by the shutter (Z, this shutter being of the constructioi'i as hetero described, hinged atits bottom and adapted to drop down upon the withdrawal of a latch 12%, this latch being actuated by the energizing or" electromagnets which through the conductors 26 are in circuit witi the relay 2?, the relay arm :27 being held by the spring 'lhis relay is connected to a secondary coil 30 mounted upon the car lrucl: on the side opposite to the secondary coil 5') Oli'i'llt caution signal. lVhen this secondary coil passes over the primary danger coil l) on the track, current is induced and the relay arm 2? is drawn over until it con- .5 lfttiit'll with the stop 28 when the circuit is closed through the local circuit 26 energizlamp shutter d to fall, display- ;nt as a. warnin to the engineer.

un a red a 'llic shutter is also DlOiiCiQtl with the con- Stand 31. The plug 31 closes th c between the resilient wings 32 thus the local circuit 33 in which is the clza roniagnct 34. This actsupon the armaturi l5 carrying a latch 35' which latch norly engages with a lever 36 which is coned with a valve 3'"? for putting on the air l on the initial movement of the ds the baclt stop 28 it is caught 1 Iltland held until released by manner as is the latch 22 before deyl. it will. thus be seen that upon the secondary danger transformer coil passing over a primary danger transformer coil, the

normally against the back stop 28 aspects raising the latch 24 and eion ot' the rod 36 in exactly the:

of the shutter d, the bell 13 soundedaud the air immediately put on. 7 Taken in conjunction with the track wiring described before,

it Will be seen that the engineer upon his arrival on the second preceding block to the one upon which a train is located will receive the three signals: First, the cautionar 1 semaphore arm at the side of the track wi l he raised; second, the cautionary light will show in the cab; and third, the bell will ring calling attention to the fact that the signals haye operated; in addition to this the steam will be cut off automatically. The eiwineer can open; the lever 18 immediately if lie so desires or he may see, the cautionary track signal set and not need to have the signals in the cab operate. l'le (ftllhPlGYtll't such operation and the cutting oil of the steam by preventing the entire fall of the lamp shutter and can reset the shutter in its original position by depressing the rod 23, thus breaking the circuit to the magnet 7 and thus allowing the latch 6 to fall in such position as to engage with the shutter 0.

Upon the passage of a train over a danger transformer coil the visual and bell signal is again given to the engineer and at the same timethe brakes are set. He can, how ever, again prevent the setting of the brakes ()I the actuation of the bell signal by preventing the full drop of the shutter e'], and after passii'ig the cautionary signal he depresses the rod 36, throwing up the latch 36 and allowing the spring 29 to draw the arm 27" over to its original position, thus breaking the local circuit 26 and allowing tl "aruuu'ui'c 2+. to tall in such position as would again engage the shutter J.

in detail, the operation of our system may be illustrated by imagining a train to be at the point Z on block No. 3. all trains moving in the direction of the arrow. l'n that case the release switch of that block would be moved to open the cautionary and danger circuit to the alternating current from the main line i It cautionary signal would be- ;given on block 1, the caution scn'uiphore at illumiuated. At the same time the primary coil (7 cmuwcted in the caution signal circuit would be energized and the cautionary coil upon a train coming upon. block 1 and moving adjacent to the caution coil 0' would receive 'a signal which by means of our u1cchauism would be transmitted to the engineer both audibly and visually and would, unless manually prevented, shut oil the steam from the engine. At the same time the danger semaphore arm is raised at the end of block 2 and the is energized. Thus a train ueaching the end of block 2 and about to enter upon block 3 would receive a danger signal through the secondary connected to the danger signal apprinuu'y coil in the danger circuit iso switch for each block normally held from electrical connection with said main line by said relay magnet when energized, means whereby the switch may be actuated to electrically connect with said main line when the relay magnet is deenergized, and a canand thereby the engineer only the visual signal from the signal arm but the visual signal 'trom the dropping of the danger signal lamp shutter the audible ignal caused by the ringing of the bell, and also the air paratus in the car would t'tttlYt not.

would he put on unless manually prevented. tionary circuit electrically connected to said it w ll be seen that our system is not deswitch extending from said relay to a prependcnt upon the setting of anysignals by ceding block of track, and there provided with a prin'iary coil and connected to the motor of a caution signal semaphore arnr a, danger signal circuit electrically connected with said relay switch and extending to a )rcceding block having therein primary coils of a transformer. and a motor for actuating the danger signal semaphore arm. in combination with secondary coils mounted upon a car in such pos' to be moved tower, men or others. The semaphore arms at the side of the track are set automatically and even should they not. work for some reason the engineer is yet warned by the signals within the. cab. y

it will be seen that with the three sets of signals given there is hardly any chance. of the engineer not observing the passage of his train pasta .catitionary or danger coil and that even should he tail to observe the signals, yet the steam will be cut ott or the brakes put on automati ally and without any action on his part. It will he seen that the system we have devised is simple as to wiring. while at the same time every precaution is taken against the chance of accidents.

While we have reterrcd to our signal apparatus as beingapplied to the cab of an engine, it is obvious that a signal cabinet as before described might be also placed in such position at one ot the other cars so as to be convenient to the conductor of the train so that the conductor hintsclt can see where the. engineer is running past signalsamlflsonote the presence or absence of trainson blocks ahead.

Uur construction may be adapted as will ion as adjacent to the cautionary and danger track coils, sa d secondary coils being connected to signal mechanism within thccar indicatiu the passing oi the car adjacent to said primary coils.

2. in a railway signal system, separate blocks of track insulated from each -othc" and each block connected in circuit with a battery, a relay magnetin circuit with each block ttntd adapted to be short-circuited by the arrival of a train upon that. block, a main line leading from a source of alternating current.a switch for each block, a connection from said main line to a terminal with which the switch is adapted to contact in one position, said switch being normally held from electrical contact with said ternn nal by said relay magnet when energized.

be. readily seen to warning trains as to open and connections from said switch to cirswitches and'as to trains crossing the main cuits having in each a primary coil of a traclt at cross-orcrs. This may be done by transformer. in combination with secondary placing a relay circuit closer on the switch rails mounted upon a train in such position and putting the caution and danger coil a as to pass adjacent to said primary 'coils,

and means whereby the current so induced in the secondarycoils will operate a signal. 3. in a rail ay signal system, separate blocks of track insulated and each block connected in circuit with a battery. a relay magnet in circuit. with each block and adapted to be short-circuited by the arrival of a train upon that Clock. a main line leading from a ing current. a switch for ncction from said main suitable dist ance down the track and located a short distance. from each other. Thus when the switch is open the relay is closed and the caution amt signal. coils actuated. The crossing track will be wired in the same manner as any one. ot'the blocks of track referred to in the descr ption of Fig. and the wires carried to the necessary caution and danger coils on the main track. Thus when a train ison the cross-over the ea'u-, tion and danger coils are actuated and the proper signal is given which will stop the train on the main line or, rice rersa. in View of these uses ot' our construction we do not wish to be limited entirely to what. are known as block signal systems. llaving described our invention whatwe claimis:

l. in a. railway signal system. separate blocks ot track insulated front each other; and each block connected in circuit. with a battery. a relay magnet in circuit with each block and energized by said battery a main line leading l'l'oni a source of current, a relay each block. a conhne toa terminal in one position. said switch being normal held from electrical contact. with said tcrnnnal by said relay magnet when energized, connections from said switch to circuits haring in each a signal motor and semaphore signals adapted to be operated by said motor, cu its, in combination with secondary .COllS mounted upon the 'train in such position as to pass adjacent to said primary coils. and

'meanswhereby the current so induced in'the secondary! coils wtllmpcrate the signal.

with which the switch is adapted to contact and primary transformer coils in said cir- 1 from each other source of alternats ncction from said WVllllJVlllCl) the switch 1s adapted to contact senses I 4. In a railway signal system, separate blocks oi track insulated from each other and each block connected in. circuit with a battery, a relay magnet in circuit with each block and adapted to be short-circuited by the arrival of a train upon that block. a main line leading from a source of alternating current, a switch for each block, a connection from said main line to -a terminal with which the switch is adapted to contact in one position, said switch. being normally held from electrical contact .with said terminal by said relay magnet when energized, connections from said switch to circuits having in each a signal motor and semaphore signals adapted to be operated by said motor, and primary transformer coils in said circuits, in combination with secondary coils mounted upon the train in such position as to pass adjacent to said primary coils, a. po larized relay connected to each of said sec ondary coils, a local circuit normally open but closed upon the energizing of, the said relay, said local circuit having therein a battery and. an electroma'gnet, a signal lamp" and a shutter connected to said signal lamp normally closing the same, and an armature on said electromagnet adapted to release said shutter and allow the same to fall.

In a railway signal system, separate blocks of track insulated from each other and each block connected in circuit with a battery, a relay magnet in circuit with each block and :ulaptcd to be slun't-circuitcd by the arrival of a train upon that block, a main line leading from a source of alternating current. a switch for each block, a conmain line to a terminal in one position, said switch being norn'ially held from electrical contact with said terminal by said relay magnet when energized, connections from said switch to circuits having in each a signal motor and semaphore signals-adapted.to be operated by said motor, and primary transformer coils in said cir cuits, in combination with secondary coils mounted upon the train in such position as to pass adjacent to said primary coils, a polarized relay connected to each of said secondary coils, a local circuit normally open but closed upon the energizing of the said relay, said local circuit having therein a battery and an electrmnagnet, a signal lamp and a shutter connected to said signal lamp normally closing the, same, 'an armature on said elcctromagnet adapted to release said shutter and allow the same to fall, a throttle valve closing the steam supply pipe of the engine, a latch holding said valve open,

closing said valve when the latch is" raised, an electromagnet having an armature connected to the latch to raise tl a local circuit in which said electromagnet means for ie same,

5/ is conne ted, said circuit being normally I mounted upon ll plug attached to the lamp broken, and a to close said. local circuit shutter adapted and-thereby release the said throttle valve. 'ailway signal system, separate with which the switch is adapted to contact in one position, said switch being normally held from electrical contact with said terminal by said relay magnet when energized, connections from said switch to circuits having in each a signal motor and semaphore signals 2 lapted to be operated by said motor,-

and primarytransformer coils in said circuits, in combination with secondary coils mounted upon the train in such position to pass adjacent to said primary coils, a polarized relay connected to each of said secondary coils, a local circuit normally open but closed upon the energizing of the said relay, said local circuit having therein a battery and an electromagnet, a signal lamp and a shutter connected to said signal lamp normally closing the same, an armature on said electron'iagnet adapted to release said shutter and allow the same to fall, a throttle valve closing the steam supply pipe of the engine, a latch holding said valve open, means for closing said valve when the latch is raised, an electromagnet having an armature connected to a local circuit in which said electromagnet is connected,-said circuit being normally broken, a plug attached to the lamp shutter adapted to close said local circuit and thereby release the said throttle valve, a bell circuitv normally open having therein an electric bell and battery, and a plug on the lamp shutter adapted to (lose said hell circuit when the shutter falls.

7. in a railway signal system, separate blocks of track insulated from each other and each block connected in circuit with a batter)? a relay magnet in circuit with each block and adapted to he short-circuited by the arrival of a train upon that block, a main line leading from a source of alternating current, a switch for each block, a connection from saidpnain line to a terminal with which the switch is adapted to contact. in one ptisition. said switch being normally held fr-un electrical contact with said terminal by said relay magnet. when energized, connections from said switch to circuits having in each a signal motor and semaphore signals adapted to be operated by said motor, and primary transformer coils in said circuits, in combination with sccondary coils H train in such position as the latch to raise the same,v

to pass adjacent to said primary coils, a polarized relay connected tg each of said secondary coils, a pivoted latch for engaging the arm oisaid polarized relay when the relay has been energized and the arm moved to close the local circuit, means whereby said latch may be manually lifted, means for drawing the arm back to its normal position, a local circuit connected at one end to said arm and at the other with a terminal with which the arm contacts when the relay is energized, said circuit including a battery and an electromagnet, .a signal lamp and a shutter connected to said signal lamp normally closing the same, an armature on said electromagnet adapted to release said shutter and allow the same to fall, a throttle valve closing the steam supply pipe of the engine, a latch holding said valve open, means for closing said valve when the latch is raised, an electromagnet having an armature connected to the latch to raise the same, a local circuit in which said electromagnet is connected, said circuit. being normally broken, and a plug attached to the lamp shutter adapted to close the said local cir-v cuit and thereby release the said throttle valve. 4 x r v 8. In a railway-signal system, separate blocks of track insulated from each other and each block connected in circuit with a battery, a relaymagnet in circuit with each block and adaptedto be short-circuited by the arrival of a train upon that block, a main line leading from a source of alternating current, a switch for each block, a connection from said main line to a terminal with which the switch is adapted to contact in one position, said switch being normally held from'electrical contact with said terminal by said relay. magnet when energized,

. connections from said switch to circuits having in each a signal motor and semaphore signals adapted to be operated by said motor, and primary transformer coils in said circuits, in combination yvith secondary coils mounted upon the train in such position as to pass adjacent to said primary coils, a.

polarized relay connected to one of said secondary coils, a local circuit normally open but closed upon the energizing of the said relay, said local circuit havingtherein a battery and an electromagnet, a cautionary signal lamp, and a shutter connected to said cautionary signal lamp normally closing the same, an armature On said eleetromagnet adapted to release said shutter and allow the same to fall, -a throttle valve closing the steam supply pipe of the engine, a latch holding said valve open, means for closing said valve when the latch is raised, an electromagnet having an armature connected to the latch to raise the same, a local circuit in which said electromagnet is connected, said circuit being normally broken, a plug at; tached to the lamp shutter adapted to close the said local circuit and thereby release the said throttle valve, a local circuit connected to the other of said polarized relays nor mally open but adapted to be closed by the energizingof said polarized relay, a battery and electromagnets in said circuit, a danger signal lamp, a shutter normally closing the same, a latch for holding said shutter closed attached to the armature of said electromagnets, said latch being adapted to be raised to release the shutter when the electromagnets are actuated, an air brake valve, a latch for holding said valve open and connected to the armature of said elcctromagnets, and means for closing the said air brake valve when the latch is released. I

In testimony whereof, we have signedour names to this specification in the presence of two subscribing witnesses. this 11th day of December 1907 'WHJJAM J. HIGGINS,

CHRISTOPHER J. SHERIDAN.

\Vitnesses:

VM. THOMPSON, B. F. RANDOLPH.

Images