US1060398A

US1060398A - Electric train signaling and controlling means.

Info

Publication number: US1060398A
Application number: US74478013A
Authority: US
Inventors: Andrew J Allard
Original assignee: DAVID R CREECY JR; T F GREEN
Current assignee: T F GREEN; DAVID R CREECY JR
Priority date: 1913-01-28
Filing date: 1913-01-28
Publication date: 1913-04-29
Anticipated expiration: 1930-04-29

Description

A. J. ,IALLARD.

ELECTRIC TRAIN SIGNALING AND CONTROLLING MEANS.

4 APPLIOA'FION FILED 0012 1, 1910. RENEWED JAR. 2B, 1913. 1,060,398. Patented Apr. 29, 1913.

2 BEEETHHBET 1.

at \o k WITNLTSSES LIMITS or BLac/r INVEgVTOK Attorney t A.J.ALLARD. ELECTRIC TRAIN SIGNALING AND CONTROLLING MEANS. APPLICATION FILEDOOT. 4, 1910- RENEWED JAN, 28, 1913.

1 ,O60,398, Patented Apr. 29; 1913.-

2 sums-sham 2.

I ITNESS ES &i /r AW UNITED STATES PATENT OFFICE.

ANDREW J. ALLARD, OF RICHMOND, VIRGINI, ASSIGNOR OF ONE-THIRD TO T. F.

GREEN AND ONE-THIRD TO DAVID R. CREEC'Y, JR., 0]? RICHMO ND, VIRGINIA.

ELECTRIC TRAIN SIGNALING AND C10IhT'IBItOILLING' Ill/BEANS.

Specification of Letters Patent;

Appliiaation filed 0ctob'er 4, 191d, Serial No; 585,295. Renewed January 28,1913. Serial.No.-744,780.

T 0 all w hom 2'1; may concern:

, Be it known that I, ANDREW J. ALLARo, of Richmond, in the county of H'enrico and State of Virginia, have invented certain new and useful Improvements in Electric Train Signaling and Controlling Means; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as Will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to improvements in block signaling and train controlling systems, and more particularly to such in which the signals appear in the cab of the locomo tive and the brake controlling mechanism in the cab is actuated automatically to stop the train under certain conditions. One ,object of my invention is to so construct a system of circuits and devices that they will be operated automatically, under varying conditions, to effectually prevent both head-on and rear-end collisions.

- A further object is to so construct and arrange the system' that the trainman. will be: given signals upon approach to the entrance of a block, indicating dangerous conditions in such block, and to provide means whereby the trainman can report to a despatchers station. and receive orders. v

A further object is to construct and arrange the system in such manner that if a train is a block and another trainis about to enter the block from either end, a danger signal will appear in the cab of the locomotive thus about to enter the block,.and so that if the engineer disregards such danger signal and proceeds, his train will be stopped before he enters the block if his train is running beyond a predetermined rate of speed.

A further object is to so constructthe system that an engineer on a train about to enter a block can cause the automatic stopping of a train running in the opposite direction and approaching the exit of the block. 1 I

With these and other objects in view, the invention consists in certain novel features of construction'and combinations of parts as" hereinafter set forth and pointed out in the claim-3J In the ga'ccompanying drawings, Figure 1' is a diagran mat-ical view showing the system of circults'and devices along the rail- Patented Apr; 29, 19 13 road; F i'g, 2 is a diagrammatioal view show-,-

ing the circuitsanddevices onathe 'carlor locomotive; Fig. 3 is a. detail view .of the brake controlling device, and Fig. 4'is adetail view of one pair, of relays.

plete block being indicated by AA. 12 represent the railsof a road andiat points several hundred feet distant in.op-'

I In Fig. 1 of the drawing, one complete block and they-adjacent ends oftwo other blocks are represented, the limits of thecom-f the main portions of the rails of the blocks. At each end of each block, a contact raiLfl, abut 0nethousan'd feet (more less) in length, is located and preferably situated be-l tween the track rails. A shorter contact-rail 5 having a length of two-hundred feet (more or less) islocated near the inner end of the longcontact rail 4 and electrically separated therefrom, and in advance of this; i short rail, a distance about eighteen hundred feet (more or less), "another short con-.

tact rail 7 is located, said last-mentioned short contact rail terminating near the points 3 where the track rails are electrically separated. At each end of each a block, two relays .89 are located, and in order that the 'armatu'res of these relays shall respond to currents of different voltages under different conditions as herein after explained, the springs 10 connected H with said armatures will be so adjusted that the armature of the relay 8 willbe actuated upon the passage-of a low voltage current through its coil, and so that the armature of the relay 9 will be actuated only when acurrent of higher voltage passes through its coil.

For convenience, .the'relay 8 will be 1 hereinafter referred to,as a low voltage re lay and the relay 9 will be designated as a high voltage relay. I I

The coils 'of' the relays are included in series with each Other'and a line wir 11 13 with one terminal of a battery 14. The

other terminal of each battery 14'is connected of the block being connected by means of a'conduct-or 15 with one of the track rails,'t-he v conductor of the block being connected with the track rail 1 and the conductor 15 at the other end rail'2. A line wire 16 (including resistance at 17 at respective ends of the block) is" connected at respective ends of the block with the conductors 13 between the batteries 12 and 14.- It will thus be seen that the relay magnets at both ends of a block are included n series in a constantly closed circuit comr prising the lines 11-16, resistances 17 and 5" batteries ,12, but by reason of the resistances 17, the voltage of the current in this circuit issuch that the low voltage. relay magnets 8 only will be tuate theirarmatures, and hence the local levers of the relays circuits by'the relays 8 will be held open, as shown in Fig. l of the drawing.

At each end of are connected, by means of a conductor 18, with a track rail section,

The contact 19 of t-he'relay 8 isconof a battery 21 and the other terminal of this battery is connected by a conductor 22 with a conductor 23. One endof the condoctor 23. is connected with ashort contact rail 5 and the other end is connected with one terminalof a resistance- 24, the other terminal of said resistance being connected .withaswitch contact 25 .withwhich the arm 26 of a switch 26 cooperates. This switch arm is connected by means of 27 with a long contact rail 4. The contact 28 for the armature lever of each relay 9, is connected, by a conductor 29 with the conductor 20.

The switch 26" comprises. three mechanically connected

arms

26, 30 and 31,'and-suit-' able contacts for said armsu One of these contacts (32) is electrically connected with the conductor 22 andthe switch arm 31 which.

is adapted to cooperate with this contact, is connected, by means of a conductor 33, with the short contact rail 7. v-

' It will, of course, be understood. that the f construction and arrangement of circuits and devices at both ends of'the block will be the same as above described, and their cooperation WiIL hereinafter, be made ap parent.

When a caror locomotive 34 (illustrated. diagrammatically in Fig. 2) bridges the track rails 1.2 durmg ts travel through 'the'block, the normally open circuit .15 at one end with the track located in the cab.- A

sufficiently energized to acrality of contact plates 39,40, 41 and '(hereinafter described) controlledv a conductor 7 inclucL mg the-batteries 14 and conductors 16 will be closed and the line 16 and 1'esistance17 will be short-clrcuited. A circuit will thus be established includiug both batteries 12 and Heat each end of suflicicnt voltage will flow through this circuit to cause t-ho relays 9 to actuate their armatures and close them onto their contacts 28, thus connecting the batteries 21 in open circuits including track rails 3 and contact rails 4 and 5 at bot-bends of a block,

-so that when the circuits and deviceson the locomotive become disposed between a track rail 3 and one or the other contact. rails 4 or 5, the batteries 21 .will supply curren'ftforact-uating the apparatus on the locomotive. Each locomotive is provided with a contact of the block, and current" shoe 35 to engage the contact rails 4, 5 and 7, and in the cab of the locomotive, a solenoid 36 is located, the core of this solenoid being connected with switch 38 is also located in the cab and comprises a longitudinally movable bar provided with-a plu- 42, and a plurality of

contact arms

43, 44, 45, 46, 47, 48 and 49. The switch arms 43, 49

I are normally connected by the contact plate the block, v the armature 3 9, and the arm 49 is connected by conductors 5051 with the contact shoe The switch arm 43 is connected by a conductor 52 with one terminal of the coil ofsolenoid 36, the other terminal of said coil bein con,- nected, by means of a conductor 53 with the truck frame. 4

" When a train occupies a block and the relays have operated as above explained to a semaphore 37 also connect the'local batteries 21 with the track rails 3 and contact rails,'and another trainattempts to enter the block from either .di-

rection,- the contact shoe 35 on the latter train will ride over the long contact rail 4 and thus close the circuit of the battery 21 at one end of the block, through the resistance 24, contact shoe and truck frame and the semaphore solenoid will be thus danger position, indicating toitheengineerthat another train occupies the block.

'Should the engineer disregard suchwarnwill be automatically stopped,

ing, his train I by means of appliances and n the manner (shown in detail in the air-brake valve mechanism for operating the same, The cylinde'r 54 is provided with a valve chamber 57 which communicates with the respective ends of the circuit on the locomotive which includes 36. The semaphore actuated and moved -to.

the cylinder by means of ducts 58-459, and

said valve casing is also provided ex; ha'ust ports 60. An. air supply- ;'p1pe l 60 end to'a other end to engage aglugi'or hoo "-67 on the leverg"62," such engagement beingj normally maintainedfby means "of a spring 5 68.1; The latchlevcr-66isprovided with an armature communicates with the valv e chamber between f t-he exhaust -ports. r A reciprocating port, alternately. so as" to .cause reciprocation ofithe piston oo for operating the Ivalve controllin'Fmochanism' ofat he' air brakesei ifiA hand e\ 69 for an electro magnet '70, {and' this magnet is controlled bydevices vpresently explained,

to: act-uate" the latch-levenand release the hand lever-62." .When the hand lever shall have been thus released, the springg'will be'free to shift'the valves61' and'thus admit air behind the pistonItSli to'operatethe valve mechanism of thebrakes. a Thebrake controlling devices above-idescribed will be located in such position under the locoinotivethat"it' will be necessary for the en] ineer to ileave his cab before he can. reach t IQmI fOI resetting, such resett n "beingfaccomplished by operating the and come engaged, 1'

minal of said cm by the engagement of a pivoted'latcli 77 with the switch lever '72 as shown in Fig.

2, and when said switch lever-basheen re leased by [the operation-otthe latch"lever,"it

will'be thrown, by theactionota spring 78,

aiidbe permitted to cotilperate with the contact-75 to close said loca circuit. The switch devices above described for controlling'tlie localcircuit of niagnet .70,'will also bole-- cated under the loconiotive, so as toneccssh tate 1 the engineer;v leaving the cap to reset them. It isa parent that'the I engineer cannot reset the rake controllingdevices shown iniFigrtl, untillie'hastirst reset; the'switch 72 to 'openthe" local e'ircuibincluding the magnet 70 because the latter would not permitthe operation of the latch lever 66 as v .long',as themagnct '70 remains energized. valve 61 is located within the. valve chamber a 57 and provided-with suitable'ydu'ctsfor connecting f respective ends" of the cylinder with, the air supplyjjpipe' and=- an ;.exhaust y-T beFlatch' Wis-maintained normally in en- 'gagement with the switch lever 72 by means of a suitable'sprin and the operation of said lat'cb-iscontrol ed by an clcctro-niagnct -79. One'terminal of the coil of this magnet is' 'connected, by a conductor 80, with the conductor 51, the latter being connected 'er 62 is pivoted: at ;one end}"to a j suitable support 63 and this leverj isfcon-r nected, bymeans of a rod 64 withkthe-.valve (H -said lever being movable in lone direc tion by aspring tlot The 'valv'e-61-is mainf tained normally iiitheositionTi shown' 'in' with the contact shoe 35 as before explained.

--Tl ieotlicr terminal of'the coil of magnet 79 'is connected with one end of a stationary rcsistance 81, the other end of said resistant-e ;b"eingjcoiiiiected with the movable arm H2 of a specdometer 83 of any preferred construction and suitably connected with the car axles or wheels. The arm 82 of the speedometer also forms a switch arm adapted to cooperate with IICOIIillCt 8=.t, the latter being-connected, by means of a conductor fiog-avith the conductor The speedometer 'willbe so set that the circuit including the magnct'lt) will be closed at 82-64 when the train is running beyond a )redcteriiiiiiud rate of speed,pret'crably, tire miles per hour or more. The speed of the train when 1t ;reacbes the long contact rail and while it vis passing over such rail would (in most iiistances) be such that the circuit controlled by tlie'speedoi'neter would bc closed, but thivoltage-of tlie'current su .iplied by the hatteries 21 would be so out own by the

resistance

24 and 81, tl at tlie magnet 79 would notbe sufiiciently energized to oierate the trip '77 and'lience the circuit of t e' magnet lever 62 until its latch; devices 66 -67 ''be- 1 '(OuWhlCllcontrols the brake mechanism,

would be kept open.

"Asibefo re explained,the sema bore 37 in the cab: will be moved to 7 anger or stop position, when the shoe 35 IS in (an glagcment with the long contact rail 4 at 'e entrance of a block. if another train is injthe'blocle- At the forward end of this longfcontact rail, apost 86 will be located alongside therailroad to indicate to the enfiineerythe end ofthe-long contact rail, and t erefore, the necessity for slackening the speed of the train or stopping it if the semaphore 87 still remains at danger. Should the engineer disregard the warning of his semaphore and permit the train to continue at a rate of five miles per hour (more or less. according to the setting of the speedometer) and the sheet)? should reach the short contact'rail 5, the air brakes on the train would beat once ap lied, by reason of the auto matic manipii ation and operation of circuits and deviccs,-as follows: When the HilHt' tllrleaves the long contact rail 4 and engages the short contact rail 5, those portions of thii circuit at the ends of the block, which illclude the resistances 24 will be opened and the'circuits ofthe batteries 21 will be closed througli'the conductors 23, short contact rails 5 and the cab circuits, thus placing the fullIvoltagetsupplied by the batteries the 'sho-rt contact rails and cab fcircnitshLThe;

circuit of' the magnet :29. being now-. closetlf at thefspeedonietcr, having-been be su plied the trip 77 and This, switch moved by the springTS, into engagei'nent with the contact- 11ml": the-resistances 24 1 cut out, sutiicient c'urrent.\\'ill by the batteries 21 to so. energize tiein'agneLTJ as to caus'cit toi-a ctuate. release the switch .lifirflZa lever will then f be promptly;

75 and'close the local cir rnit. incliiding-the magnet 70 and battery/71.

The magnet. 70 .will then more the .trip 66 andrelease the lever 62, wherein nthe action of the spring will shift .t ie'glvalve (51 and permit a brakes and the consequent applicationqof the latter,.thus automatically stopping the. train.

movement ofv the piston -55 to operate the valve mechanism of the air:

Before the train can proceedythe] cn incer must alightfroni his cab and manua ly reset, first the switch lever 72 and then the lever 62 as previously explained. If, while the contact shoe 35 of the train cnteringthe blockis on the longcont-act rail 4, the engineer has reason to -believe that thetrain 1n the block (and runnin in the reverse direction) is closely approach i s t i end ofthe. block, he wilhby means-of my improvements, be enable'd preaching train about toyenter .the block. This can beacbefore .itreaches the train complished byjthe engineer .of 5 the train at -l the entrance end of the 'block, throwingthe? switch 26 so; as ;,to-' connect the i switch arm" 81 with. the contact 82. The; battery 91 at;

one end of the with the shortj contact rail .7nbout r2000 feet (more orle'ss)'--.in advance 'of the train block will-nowbe connected about to enter the block with itscontactshoe 35 on the long contact rail 4. Now when' 'thef approaching train reaches the short -rail,7'; and its shoe 35,-makes contact therewith, [a

circuit will be established through: the-l 'de-.

applied. in. the

same manner ashereinbefore explained.

Should the circuit embracing the line con (luctors 11-10 become breaking or roundin ofone .or the other of these con uctors,'t ellow volta e .relays so that 8 would at once, become deenergize impaired, as by. .a 1

their armatureswould be "released. and .be

)crmittedto engage the contacts 19o the I nder, .such conditions, .a

ocal. circuits.-

train cnteringa block fromeither end would (upon-reaching 'a long contact rail4) receive.

a .dangcrf or stop signal, becausefsuch local. circuit would be'c os a condition exists, it is desirabletin-order avoid holding thetrain anindefinitetlen h of time) that theenginecr shall be; enab ed to. report to a despatchers ofiice, and' receive orders. For this reason, a telephone 90 is p ed through" {the semaphore circuit on thetrain." ,When such .78--92,- "and the switch a'rm 'throw'the switch '26 to miles ang'hour' (more or theengineer.

providedrinthe'cab, and the arms 26-30 of thef'switch; 26. .jare adapted (when thrown fromflth'eposition shown in Fig. 1) to enge 'cotita'cts '87, with whichconductors 88 ending} to telephone linefwires, are connctdry-Inthe.cab,.one terminal of the batitery.fll is"connected'iwith a telephone terminalby means of conductors 76-"91, and the other "terminal of said battery. is co'nnected with switcharm 48, by means'of conductors 48 is electrically connectedjwith switch contact 40 by a conductor'93L-J'lho switch arm 94 of the teleplione'ai'sr connected by conductor 95 with arm-.tlu'ifthe switch 38, andthe contact point 96 for the tele hone switch arm 94, is connected, by. aizcon actor 97 with the arm 44 0f switch 88. The contact point 98 is connected in the talking circuit of the telephone and the'conductor 91 is connected with the arm-loot switch 38. The contact 41 of the switch'38 is connected by a conductor 100, with the truck frame. The switch 38 is maintained in its normal position by means of av spring 99.

'- 'When the engineer desires to communicate with" the despatchers office, he will first connect the telephone line wires (through the medium of conductors27 and 101) with a track rail 3 andi'aconductor rail 4 and he will then move the switch bar-88 longitudinally The result of this will be to include the batteryl 'incircuit with the telephone line and in circuitiwith a rheotome the tlespatchers iotiice'i AB soon .as the enginee'r removes hook, the .calling battery bell (notshown), at

the telpl .me receiver from its 71 ;will becut out andthe'talkin circuit of the telephone will be-fclosed.,--.. T e. engineercan'now receive orders from,the-'despatchcr 'and if such or- -ders be for. l:iim toproceed,ithe engineer will first restore theswitches 26 and- 38 and then proceed :With his-train at a rate less than five v less according to the settin ,of the speedometer 82) until he has passe -the short conductor rail 5. Should from ne lect, fail to restore the switch 26!;his air. bra eswill be applied and his trainstopped if running at a rate of morethan five mi es an hour) when the short-conductor .rail 7 is reached, because .under such conditions, thisshort rail -7 will noeqscs will move to danger and that when the forward train leaves the block, the semaphore on the following trainwill move to safety and thus notify the engineer that the block is clear.

Having fully described my invention What I claim as new and desire to secure by Let tors-Patent, is I 1. In a block system of electric train signaling and control, the combination of high and low voltage relays at respective ends of a block of railway, partial local circuits including the contacts of said relays, a closed electric circuit of relatively high resistance including the magnets of said relays in series for normally retaining said partial local circuits open, signaling devices on the rolling equipment, circuit connections for including said signaling devices in said partial local circuits, and means cooperating with the rolling equipment occupying a block, for increasing the voltage in the relays to cause the high voltage relays to close said local partial circuits. l

2. In a block system of electric train signaling and control, the combination with the track rails and insulated rail sections near the ends of a block, of a pair of hi h and low voltage rela'ys at respective en s of a block, a closed circuit including said pairs of relays in series, a resistance included in said circuit, electrical connections between said closed circuit and the track rails in the block for short-circuiting said resistance when a train occupies the block, contact rails near the ends of the block, partial local cir-,

cuits including said contact rails and the relay contacts, and signaling means on the rolling equipment and adapted to cooperate with said contact rails and insulated track sections to complete said local circuits for actuating the signaling means on the rollin equipment entering a block'when the bloc is occupied by a train.

3. The combination with a block of railway having insulated rail sections at the end of the block and rolling equipment adapted to electrically connect the track rails,'of high and low voltage relays at each end of the.

block, an electric circuit including the relays at both ends of theblock in series, a resist-- ance in said circuit, a circuit cooperating with the track rails and rolling equipmentfor short circuiting said resistance, contact rails near the ends of the block, local partial electric circuits controlled by the high voltage relays and including the insulated track rails and contact rails, signaling means on the rolling equipment, and means for including said slgnaling means in said local partial circuits.

4. The combination With a block of railway having insulated rail sections at the ends of the block, and rolling equipment adapted to electrically connect the track rails, of

high and low voltage relays at respective ends of the block, a closed electrical circuit including all of said relays in series, a resistance included in said closed circuit, normally open local circuits including the relay contacts, means for short circuiting the resistance in saidmlosed circuit when a train occupies the block whereby the high resistance relays will actuate their armatures and partially close said local circuits, signaling means on the rolling equipment, and means for including said signaling means in said local circuits and simultaneously closing the latter.

. 5. The combination with a block of railway, and rolling equipment, of high and low voltage relays at both ends of the block, a closed electric circuit including the coils of the relays at both ends of the block, a resistanae in said circuit, a normally open local electric circuit ateach end of the block and including the relay contacts, -means for automatically short-cimuiting the resistance in the closed circuit, signaling means on the rolling equipment, and means for including said signaling means in the local circuit at one end of the block.

6. The combination with a railway block and rolling equipment, of relays at both ends of the block, electric circuits for automatically controlling the operation of said re lays, long and short contact rails at each end'of the block, local partial circuits including relay contacts and said contact rails, a resistance in the one of the local partial circuits at each end of the block, which includes the long contact rail, another of said local partial circuits at each end of the block including a short contact rail and shunting said resistance, signaling and brake controlling means on the rolling equipment, and a contact shoe carried by the rolling equipment and electrically connected with the signaling and controlling means, said shoe being in position to engage said contact rails.

T. The combination with a railway block, rolling equipment, and signal means and brake controlling means on the rolling equipment, of a long contact rail and a short contact rail at each end of the block, means at theends of the block for supplying current to the long contact rails. means for supplying current of higher vo ge tr the short contact rails, partial (f t. 5 of relatively low and high resistance :ncluding the signal and brake controllin means respectively, means for connectmg s partial circuits with the contact rat and means for automatically contrc it? supply of current to said contact is.

8. The combination with a t lwl. block, rolling equipment, and signaling means and brake controlling means on the rolling equipment, of a long and two short contact rails near each end of the block. a switch at each end of the block. telephone lines con nected with said switch. an electrical connection between said switch and the forward short contact rail. electric generators at the ends of the block. conductors connecting the switches with the long contact rails and the generators, resistances in said conductors. partial circuits including the generators and the rear short rails, means controlled by a train in the block for controlling the circuits of said generators, telephoning means on the rolling equipment, a contact shoe on the rolling equipment, and conductors for connectmg said signaling, brake-c mtroll1ng and telephoning means with said contact shoe.

9. The combination with a railway block and rolling equipment, of high and low voltage relays at each end of the block, a closed low voltage circuit including the relays at both ends of the block in series, means controlled by a train for forming a circuit of greater voltage through the relay magnets, local partial circuits controlled by the high voltage relays, contact rails included in said. partial local circuits, train controlling means on the rolling equipment. electrical controlling devices for said train controlling means, a contact shoe and conductors connecting said contact shoe and electrical controllin devices.

10. The combination With a railway block and rolling equipment, of a visual signal on the rolling equipment, a partial signal circuit, electrical signal in the partial signal circuit, brake controlling means, electrical devices for controlling the latter, normally open circuits for the electrical devices of the brake controlling means, one of said circuits being of greater resistance than the signal operating devices, means at the ends of a block operative automatically to supply a low voltage current to operate the signal operating devices and a higher voltage current to operate the electrical devices of the brake controlling means, successively, and speed controlled means included in one of the normally open circuits of said controlling devices for automatically closing said circuit at one point.

In testimony-whereof, I have signed this specification in the presence of two subscribing witnesses.

ANDREW J. ALLARD. Vitnesses:

ARTHUR L. PLEASANTS 7 B. CLAIBORNE.

operating devices