US788513A - Railway signal system. - Google Patents

Description

PATENTED MAY 2, 1905.

A. L.. BOWBR. RAILWAY SIGNAL SYSTEM.

APPLIOATION FILED MAY 3. 1902.

a SHEETS-SHEET 1.

I No. 788,513.

PATENTED MAY 2, 1905.

A. L. BOWER. RAILWAY SIGNAL SYSTEM,

APPLIUATION FILED MAY 3. 1902.

3 SHEETS-SHEET 2.

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UNITED STATES Patented May 2, 1905.

ABRAM L. BOVVER, OF BOYERTOVVN, PENNSYLVANIA.

RAILWAY SIGNAL SYSTEM.

SPECIFICATION forming part of Letters Patent No. 788,513, dated May 2, 1905.

Application filed May 3. 1902. Serial No. 105,811.

To all whom, it may concern.-

Be it known that I, ABRAM L. BowER, a citizen of the United States, residing at Boyertown, in the county of Berks and State of Penn sylvania, have invented a new and useful Railway Signal System, of which the following is a specification.

My invention relates to certain improvements in electric railway cab signal systems whereby the engineer of a train can receive safety, caution. or danger signals by means of a single circuit from the rails of the cab.

Applied to block-signal systems the engineer can receive appropriate signals when a train is within three blocks in advance or in the Applied to signal systems connecting with signal-towers or other signaling-points the engineer can receive the three usual kinds of signals in the manner referred to.

. Figure 1 is a diagrammatic plan view illustrating the application of my invention to four blocks of a system, two of which are shown only in part. Fig. 2 is a detail view showing the manner of carrying the current to the engine-cab. Fig. 3 is an enlarged detail view showing the circuits and signal devices arranged within the cab and also the switch whereby currents can be received from either theright or left rail. Fig. 4 is a detail view of the visible signal and polarized relay for operating the same. Fig. 5 is an enlarged detail view showing two polarized relays and two drop-annunciators to indicate danger,cau tion, and safety signals.

InFig. 1 I show a length of track divided into four blocks, (marked A, B, C, and D.) each of which has the same general construction of signal appliances connected thereto. The rails of each block are insulated from each other in any cases where there would be a metallic connection between the opposite side rails of the track, as in case of tierods,metal cross-ties, &c. ,and also from the rails of adjoining blocks. Every block has two signalrails approximately fifteen feet long, more or less, which form a part of the track. These signal-rails are located about one hundred feet from the ends of the block. These signal-rails are designated A, B, C, B, C, and D respectively.

The track-rails on one side of the track and on opposite sides of the signal-rails are connected in circuit by wires A B C B and D A polarized relay and bell O on the cab receives and shows the signals@ A wire P connects the bell and relay with the metallic parts of the engine. A wire J connects the bell and relay with the lever of a two-point switch 1. Each of these points is connected to a metallic brush by wires G and H, the brush connected by wire G being on one side of the train and the brush connected by the wire H being on the opposite side and in contact with the rails on its respective sides. In Fig. 2 these brushes g It are shown as arranged under the center of the front coach; but it isobvious, however, that they may be carried by the engine or tender, and they are properly insulated from the train. When the engine is running in a forward direction, the switch is placed on contact-point and when reversed on point 2'.

When the train is moving in a forward direction, the circuit established is as follows: from the rail to brush it, wire H, point j, switch I, wire J, relay K and the bell O,'wire P and to the rails by way of the metallic parts of the engine.

When the engine is reversed, the circuit is as follows: from the rail tobrush 9, wire G, point 2', switch I, wire J, relay K and hell 0, and thence by wire P and the metallic parts of the engine to the rails. The bell may be dispensed with, if desired.

The polarized relay K is of the usual construction, but has a paddle M mounted upon the armature L and marked in three colors, preferably red for danger, white for safety, and green for caution. This paddle works behind a shutter N, having a central opening which permits the display of but one color at a time. The armature L may be held by gravity midway between the poles when the circuits are broken. A lamp M is placed in alinement with the central opening and used in connection with the paddle M and shutter N.

The movement of the armature L is limited in either direction by the stops 3 and 5'.

Two polarized relays may be used in the circuit, and the stops s and s may be replaced by contact-posts, and local circuits may be attached thereto to operate any of the usual form of annunciators or automatic drops, as shown in Fig. 5.

WV and W are colored slides, one white and one green, which are released when the magnets Q or Q are properly energized in the manner common to annunciator-drops. Bells U and U of the common alarm type are also shown, but may be dispensed with. A battery T is arranged in this local circuit, which also comprises the wires S and S and the lever R and contact-point S. The second local circuit contains the battery T, wires S and S contact-point S and the lever R.

The polarized indicator shown in Fig. 4 is to signal danger normally. A current H to J will throw the paddle M to the right, giving a safety-signal. A current in the opposite direction gives acaution-signal, and when the circuit is broken the danger-signal is displayed.

The length of the rail beyond the signalrail is made greater than the distance between the front wheels of the train and the metallic brushes of any train, so that in no case will any part of any train receiving the signal be on the block ahead when receiving the signal. Thus it is seen that the signal-rails are set between two sections of the track proper on each block. One signal-rail is placed near one end of the block in one rail, and the other signal-rail is placed near the other end of the block, but between rails on the opposite side of the track. Considering the rails of the track in each block as forming a rectangular elongated figure, the two signal-rails of each block are arranged near diagonally opposite corners, the corner in each case being on the right side as viewed from the end of the block and looking toward the center of the block. This arrangement is necessary for the reason that the signals for a moving train are always taken from the signal-rail in the right-hand rail.

Fig. 1 illustrates a single-track system. On a double-track system the two signal-rails per block are used, as before, and are placed in the same relative position. The inner rails of each block will be continuous, and the signal-rails will be arranged in the outer rails of 5 negative pole to rail C by wire 4. This bat- 1 each track. The object of this arrangement is to have trains take signals which indicate the condition of the blocks ahead from the signal-rail of a block just before entering the block.

Signal-rails A B C transmit signals to trains going in the direction of A to D and rails D C B to trains going in the opposite directions. Since all the blocks are constructed alike, I will describe in detail block 0 only.

A battery C is connected to the two rails, its positive pole to rail C by wire 1 and its tery operates relays L and L and the distant relays R and R at the ends of blocks B and D. The circuits are as follows: from battery C, through wire 1, rail C, wire 0, rail C the rail being considered as a cut rail in two sections connected by the wire 0, wire 2, wire 3,-rail C, and wire 4, back to the battery; from battery C, through wire 1, rail 0", Wire5, relay L, wire 6, rail C wire C rail 0 and wire 4, to the battery; from battery (1*, through wire 1, rail C wire 0, rail 0 Wire 7, relay R, wire 8, rail C and wire 4, to battery; from battery 0*, through wire 1, rail C wire 9, relay R wire 10, rail 0, and wire 4, to the battery. The home signals for trains leaving block C are controlled by relays L and L, and the distant signals by relays R and R. The circuits are as follows: from battery Bof block B, through wire 11, rail B wire 12, relay L, wire 13, rail B", wire B rail B and wire 14, to the battery; from battery D of block D, through wire 15, rail D wire D, rail D wire 16, relay L wire 17, rail D and wire 18 to the battery; from battery A of block A through wire 19, rail A wire 20, relay R, wire 21, rail A wire A rail A wire A rail A, wire 22 back to the battery; from battery E of block E through wire 23, rail E wire 24, relay R wire 25, rail E and wire 26 to the battery. Where stationary signals are operated by other systems, these home relays may be op erated by any of the home circuits and the distant relays and connections by any of the distant circuits.

Fig. 1 shows a normal danger system. The

track-relays shown there are equipped with double armatures. The double armatures are connected by bars of insulating material 27 28 29 3O 31 32 33 34 35 36 37 38, respectively. I shall designate the double armatures by the numbers of their connecting-bars. All the double armatures are either arrangedbelow the relays or are supplied with springs which tend to draw them away from the relays, so that whenever the current from the proper track-battery is broken from a certain relay its armature will fall.

A description of the signal-transmitting mechanism in the vicinity of relays L and R lwill serve to explain that of the rest of the Double armature 37 is equipped with two contact- points 43 and 44 and a stop 45 to limit its movement away from the point 43.

Armatures cl and n are the single armatures connected by the insulated bar 37 and forming the double armature. Armature (Z is pivoted at one end and connected by wire a to rail C. Its free end plays between stop 45 and contact-post 43. Armature n has its pivoted end connected to rail 0'' by wire Z. Its free end is in contact with post 44 when armature d is in contact with post 43.

Wire 0 connects post 43 with the pivoted *end of armature Z) of double armature 38, and

wire it connects post 44 with the pivoted end of armature 0 of double armature 38.

Armature 6 plays between the contactpoints 39 and 40, 39 being on the spring side and 40 on the relay side. Armature 0 plays between contact- points 41 and 42, the latter being on the relay side.

Battery V supplies the current for signaling to the train. Its positive pole is connected to the points 40 and 41 by wires a and t, respectively, and its negative pole is connected topoints 39 and 42 by wires r and 1), respectively.

Assuming that no cars are on the block A or on the block ahead of A, current will then be passing through relays L and R and the double armatures are adjacent to the relays. The signaling-circuit is as follows: from battery V through wire (6, contact-point 40, arm Z, wire 0, contact-point 43, arm (Z, wire e, signal-rail B, wire H, indicator K, and wire P of the train-circuit, rail B wire Z, arm m, contact 44, wire a, arm 0, contact 42, and wire 2 to the battery V. As I have previously stated, a current flowing through the indicator K in this direction will throw the paddle to the right and show a white light.

I show a train on block B at F and one on block D at F. Both receive caution-signals. The circuits at F are as follows: Battery C energizes relay L and holds the armature to the relay. Battery D* is shunted by the wheels of train F, and the current does not energize relay R Its armature is therefore drawn away from the relay by the spring The circuitis as follows: from battery V through wire t, contact 41, armature 0, wire 92, contact 44, arm m, wire Z, rail B wheels F, wire I indicator K, wire J, switch I, point 1', wire H, brush Zr, rail B, wire a, armature (Z, contact-point 43, wire 0, armature Z, contactpoint 39, and wire a to the battery. This last-described circuit will throw the paddle to the left and show a caution-signal.

If a train were leaving block C in the direction of block D, it would. not receive a current from the rails and the signal would remain at danger. The train F shunts battery l) and demagnetizes relay L and the armature is thrown by the spring :0 from the relay. Arms (Z and m have no connection with battery V, and the circuit to rail C is broken. A danger-signal is therefore displayed. These devices may be modified in many ways without departing from the spirit and scope of the invention.

What I claim as new, and desire to secure by Letters Patent, is

1. In an electrical signaling device, the combination with a block system, of signal-rails arranged adjacent each end of a block and between track-rails on opposite sides of the track, batteries arranged in each block and having their poles connected to opposite rails of a track, a connecting-wire leading around each signal-rail, signal devices arranged on an engine and in circuit with the track-rails, and batteries and relays in circuit with the rails adapted to control the display of said signals as the train passes over said signal-rails.

2. In an electric signaling device, the combination with a block system, of signal-rails arranged adjacent each end of each block and between track-rails on opposite sides of the track and insulated from the track-rails, wires connecting the rails on sides of the signalrails, brushes carried by a train and adapted to contact with the rails of the track and with the signal-rails, signal devices carried by the engine, a relay on the engine adapted to actuate said signal devices and normally in circuit with one of said brushes, and a plurality of batteries and relays in circuit with the track-rails adapted to automatically control the circuit through said brushes and regulate the display of the signals to indicate on an engine before it leaves one block the condition of the block ahead.

3. In an electric signaling device, the com bination with ablock system, of insulated signal-rails arranged adjacent each end of each block, home and distant signal-circuits, relays controlled thereby, batteries, pole-changersconnecting said batteries with the signal-rails and controlled by the relays, brushes carried by a train and adapted to contact with the signal-rails, signal devices carried by the train, a relay thereon having a polarized armature adapted to actuate said signal devices and normally in circuit with one of said brushes, as and for the purpose set forth.

4. In a railway signal system, the combination with a plurality of insulated blocks, insulated signal-rails arranged in each block, a plurality of pivoted, double armatures and electromagnetic relays adapted to attract said armatures, springs adapted to hold the armatures away from the relays, batteries in circuit with the track-rails, wires connecting the track-rails around the signal-rails, a wire connecting each signal-rail with one member of one double armature, a wire connecting a track-rail with the other member of the armature, a relay in circuit with the adjoining block, a double armature actuated by saidrelay, contact-points engaged by the first-mentioned double armature, said points being in circuit with the double armature last mentioned, contact-points adapted to be engaged by the last-mentioned armature, a battery in circuit with the last-mentioned contact-points, signal devices carried by a train adapted to be controlled by the movements of said armatures, brushes carried by the train in circuit with the signal devices on the train and adapted to contact with the track and signal rails, as and for the purpose set forth.

5. In a railway signal system, the cornbination With a section of track to be guarded, of and a polarized relay carried by the engine insulated slgnal-rails arranged ad acent each adapted to vary the signal when the polarity end of the track-section, batteries 1n circuit of the signal-rall changes.

with said signal-rails, means connected to the ABRAM L. BO\V ER. 5 track-section adapted to change the polarity WVitnesses:

of the batteries, signal devices arranged on CHAS. E. BROOK,

an engine and in circuit with the track-rails, CLARENCE SHAW.

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