US1091102A - Railway signaling apparatus. - Google Patents

Description

B. P. .WOODING. RAILWAY SIGNALING APPARATUS.

APPLIG'ATION FILED MAY23.I 13H1.

2 SHEETS-SHEET 1.

Patented Mal". 24, i914 www2.'

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L/ @Hennig B. F. WOODING. RAILWAY SIGNALING APP'ARATUS. APPLICATION FILED MAY 2s, 1911.

Patented Ma1124, 1914 2 SHEBTS-SHEET 2.

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RAILWAY SIGNALNQ APPARATUS.

To all whom t may concern: i,

Be it known that BnNJaMrN F. Woonine, a citizen of the United States,Y residing in the city and county of Denver and State or Colorado, have invented certain new and useful Improvements in Railway Signaling Apparatus; and I do declare the following to be a full, clear, and exact description 'of the invention, 'such as will enable others skilled in the art tol which it appertainsto make and use the same, reference being had to the accompanying drawings, and to the characters ot reference marked thereon, which form a part of this speciication. y

My invention relates to improvements in railway signaling apparatus-` In my improved construction the track is blocked. n f

My special object is to automatically give an alarm and vsimultaneously apply the air brakes whenever the train comes into dangerous proximity withanother train.. I employ a magnet, which is mounted upon the train and normally in a closed circuit, the circuit being carried wholly by the train;

'and part ot the train, as the locomotive, is

equipped with two oscillatory hangers through which the normally closedtrain circuit 1s completed. At suitable intervals along the track contacts are arranged, adapted to engage one of these hangers, whereby the train circuit through the magn'et is broken, and a circuit immediately re- Vestablished through the track and relays arranged along the track, in case the track is clear. However, it a train has entered a block in dangerous proximity to lanother traimthe relay circuit will be short-circuited through the track, whereby the relay magnet is-denergized, permitting its armature to fall away from the contacts, whereby the circuit of the approaching-train magnet is broken, in which event, the armature of the magnet moves downwardly and opens a valvewhich releases the air of the air brake system, applies the brakes, and operates a whistle, thus simultaneously stopping the train and giving the alarm. In the event that the track is clear, the energized condition. of the train magnet is not only maintained, but a signal bell upon the train is soundedwhile the train hanger is in engagement with a track contact. These track con tacts are arranged at such intervals as to fully protect the trains and prevent their approaching each otherin such proximity Specification of Letters Patent. Paijntged Rial, 24, 1914. Appncaat and my as, 1911. sum1 No. ceases.

contactsjwhen the train is moving, in one direction and the hangers on the opposite side of thetrain when the train is traveling in the opposite direction.

Having briefly outlined my improved construction, I will proceed to describe the same ,in detail, reference being made to the accompanyin'g drawing in which is illustrated an embodiment thereof.

In this drawing: Figure 1 is a section taken through the cab of the locomotive, illustrating my improved signaling mechanism. Fig.2is 'a longitudinal section taken through one of the oscillatory hangers of the train, the same being' shownon a largerlseale. Fig. 3 is. an elevation of one of these lmngers viewed in the same position as shown in Fig. 2.' Fig. 4 is a side view ora view looking at right angles to Figs. 2 and 3. Fig. 5 is a diagrammatic-view illustrating the track .relays and the circuits in which they are located.

The same reference characters indicate the same parts in all the views. t

i Let the numeral', 5 designate one of the track rails and 6 thc opposite rail. As illustrated in the drawing, the track rail 5. is continuous or forms an uninterrupted electrical conductor, while the continuity of the track rail ,6s so far as its electrical conductivity is. concerned, is interrupted at suitable intervals,as shown'at 7, thus forming the track into blocks. The distance between two of the interruptions 7 may be termed a block for the'purpose of explaining my signaling system.

The train equipment will now be eX- plained.

Suitably mountedupon the train is a magnet 8, having a vertically disposed movable 'armature 9, with which is connected a rod 10, whose lower extremity is provided with a valve 12which normally closes a port 13 incommunication with the air of the air brake system. Under normal condit-ions, or when the coils 14 of the magnet are energized, the armature of the magnet is su ported in such a position as to close t e valve i2'. When, however, the circuit is broken through the coils 14:, the armature `falls and opens the said valve, k,releasing the air suliiciently to apply the lbrakes and at.

` armature drops to open the. air valve 12, the

lifter 2O is employed for bringing the armature of the magnet within actin distance, when the circuit is again closed trough the magnet coils, this lifting operation being accomplished by taking hold of the lever 19 and moving the same upwardly, whereby a c lifting movement 4is imparted to the device 20, upon which the armature rests when the circuit is broken. The coils ofl the magnet 8 are located in two circuits one of which is carried wholly by the train, while the other is completed through the track rails and relays arranged along the track, as heretofore intimated. plained.

The normal train circuit is provided with a sourceof electricity 21 from the positive pole 22 of which an electrical conductor 23 leads to a lamp 24, whence a conductor 25 leads to acontact 26 mounted on a stationary part of the train, the said contact being insulated from the metal part of the train and arranged to coperate with a contact 27 carried by and insulated from a metal hanger 28, pivotedon the train as shown at 29, whereby it is permitted an oscillatory movement. The contact 27 isnormally held in engagement with the contact 26 by a spiral spring 30 located in a recess 31, surrounded by insulating material 32. The upper curved surface of the hanger 28 is covered with a layer of insulating material, as shown at 33. In the bottom of the recess 31 is located a metal part 34 from which leads a conductor 35, which is insulated from the body or metal part 36 of the oscillatory hanger. The lower extremity of the conductor 35 is exposed and directly connected with a metal part 37 of the hanger, this part being arranged to engage contacts 38 arranged along the track at suitable distances to compel every train so equipped to automatically' test the track in either direction .for the purpose of determining whether o1" not other trains are in dangerous proximity.

Each hanger 29 is provided with a laterally projecting arm 39 carrying a roller 40 occupying a posit-ion between two leaf springs 41 and 42, the springs being under such tension as to maintain a rigid normal position.

The electric current, if we assume that the hanger 28 is in its normal or vertical positionl will pass through the conductor 35, and

These circuits will now be eX- insulated from the metal body of the car,

but connected with the bracket frame 49, also insulated from the metal car body, the circuit being completed through the frame supporting the oscillatory hanger, thence from the lower extremity of said hanger through the conductor 35 to the contact 27, thence through its coperating contact 26, and a conductor 51 to the opposite pole 52 of the electrical source 21, completing the circuit. I have thus traced the path of the circuit through the coils 14 of the magnet under normal conditions, and when neither oscillatory hangerI is moved out of its vertical position by enga ing a track contact 38.

Referring flow to lig. 5, I will assume thatthe train, conventionally illustrated in Fig. l, is in the full line position in Fig. 5, the

said train being designated by the numeral 53. I will also designate the various blocks illustrated in-Fig. 5, as A, B, C, D, and E. According to this arrangement, the train 53 is in block C, and if we assume that the track is clear as to block D, the circuit may be described as follows: Whenever an oscillatory hanger 28 engages a Contact 38, the said hanger is thrown to the position indicated at the left in Fig. 1, whereby the two contacts 26 and 27 are thrown out of engagement and the circuit broken through the coils 14 of the magnet 8, through the battery 21. However, as soon as the circuit is broken through the last named battery, the circuit is closed through the coils 14 of the magnet 8, through a second battery 55, also carried by the train, in the following manner: From the pole 56 of the battery 55, a conductor 57 leads to a terminal 58 of the coils 14 of the magnet 8, thence from an opposite terminal 46 of the said coils, through a conductor 47, a contact 48 and the metal bracket 49, the metal part 36 of the oscillatory hanger 28 on the lefthand side (see Fig. 1), thence through one member 59 of the track contact 38, thence through a conductor 60 to a stationary contact 65, thence through a coperating contact 66 mounted on an arm 67, normally acted on by a magnet 86 to maintain a closed circuit through the relay, thence through the arm 67 of the relay, throughv a short conductor 68 of the relay to the track rail 5, thence through the said rail to a wheel 69 of the train, thence throu h the metal part 44 ofthe car to a point %0 thereon, thence throu h a conductor 71 to a Losanna ductor Z8 to the negative pole 740i the bati D, the metal wheels and axle of this trainv will short-circuit the current between a section 75 of the track rail 6 and the track rail 5, whereby the current is cut oit from the magnet 86 and the latter denergized. As soon as this occurs, the armature 67 will fall to the dotted line position in Fig. 5, thus breaking the through the armature 67 of the relay at the extreme left of Fig. 5, and the coils 14 of the magnet 8. As soon as this occurs, the armature 9 of the last named magnet will drop downwardly opening the Valve 12 and allowing the air to escape through the. port 13, sufficiently to release `the air of the air lbrake system and apply the automatic brakes simultaneously with the sounding of the whistle l5.

The circuit of the magnet 86 in block I), may be traced as follows: From the positive pole 76 of a battery. 77, a conductor 78 leads to a section 75 oi the track rail 6, thence from the said track rail section through a conductor 79t0 a terminal 8() of the relay magnetSG, thence from the opposite terminal 81]'. through a conductor 82 and the armatura ,t'tfat a point 83, thence through the hondttctor 68 to the track rail 5, thence from tile/said rail through a conductor 87 to the negatiye'pole 84 of the battery 77, completing the'circuit. Now, it is evi-- dent that, as soon as a train, as that designated 54, has entered a block D, the magnet 86 will be denergized by the short-circuit,- ing of the current through the train 54., as heretofore explained.

From the foregoing description, it will be understood that, it a train 53 enters block C, and a train-54 is in the adjacent block D, train 53 will be warned as soon as its oscillatory hanger 28 engages the member 59 of a contact 38, since, in this event, the circuit will be interrupted through the coils 14 of the magnet 8 of the train 53 by breakin the circuit through the relay in block D, and allowing the' armature to fall, whereby the air valve is opened and the air released for brakesctting purposes on train 53, a whistle on the same tr-ain being simultaneously sounded, as heretofore explained.

Attention is called to the fact that while the current which supplies the magnets 86 short-circuited through the track rails 5 and 6 when a train enters a block, thus decircuit heretofore traced.

energizing the corresponding magnet 86 and breaking the circuit through the magnet 8 on the train,l the same result will follow the breaking of u rail sectioni 75 for the breaking of the rail within the limits of any block. Hence, if a rail is broken, the air brakes will be applied and a whistle sounded on'a train in an adjacent block in the same manner as if a train had entereda block, as heretofore described. l

Attention is called to the fact that the contacts 59 and 90 are so arranged upon one side of the track that when the train is going toward the left (Fig. 5), one of the hangers attached to the train will engage the inner faces of the contacts 59 at their right hand extremities, while whenthe train is'traveling toward the right (also Fig. 5), the hanger upon the oppositel side of the said train will engage the outer faces of the con-v tacts 90 at their left handl extremities. This is truel because the left hand extremity of the outer face of each contact member'88 is practically in alinement with the 'right hand extremity of the inner faceof said member, although the first named extremity is a trilie closer; z'. e., a distance equal to the thickness of one of the contact members, to-

the track 6, than the last named extremity.

Having thus described myinvention, what I claim is:

1. In combination withan engine cab, .a contact brush comprising a leverpivoted upon said cab to swing vertically transversely ot Jthe cab, said lever being "constructed of conducting material and a con ductorI extending through said lever from end to end and insulated therefrom except 'at its lower extremity.

2. In combination with an engine cab, a

bracket mounted upon said cab, a lever mounted intermediate its 'ends upon a horizontal pivot in said bracket, an arm extending outwardly at an angle from said lever, a double spring device securedv upon and insulated from the cab, said spring device being adapted to bearagainst the opposite sides of said arm, tending to hold the latter in a predetermined position and to return it to said position when moved therefrom and an electric conductor extending through said lever from end to end and' insulated therefrom except at the lower extremity.y

In testimony whereof I aiiix my signature -in presence ol two witnesses.

BENJAMIN FRANKLIN "WOODINVG,v Witnesses:

F. E. BOWEN, C. E. BRADEN.

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