US1112473A - Electric signal system for railways. - Google Patents

Description

F. J. PILGRIM, DEGD. G. V: PILGRIM, ADMINISTBATRIX. ELECTRIC SIGNAL SYSTEM FOR. EAILWAYS.

APPLICATION FILED APR.2B, 1911. 1, 1 1 2,478. Patented 00a. 6, 1914.

2 SHEETS-SHEET 1.

WITNESSES: INVENTOR ATTORNEY F. J. PILGRIM, DEOD. 0. v. PILGRIM, ADMINISTRATRIX. ELECTRIC SIGNAL SYSTEM FOR RAILWAYS. APPLICATION FILED APR.28, 1911.

1,1 12,473. Patented Oct. 6, 1914.

2 SHEETSSHEET 2.

UNITED STATES PATENT OFFICE.

COUNTY, NEW JERSEY, ADMINISTRATRIX OF SAID FRANK J'. PILGRIM, DECEASED, ASSIGNOB TO E. G. LONG COMPANY, OF NEW YORK, N. Y., A CORPORATION OF NEW YORK.

ELECTRIC SIGNAL SYSTEM FOR RAILWAYS.

Specification of Letters Patent.

Application filed April 28, 1911.

Serial No. 623,875.

To all whom it may concern:

Be it known that I, FRANK J. PILGRIM, a citizen of the United States, and a resident of Paterson, in Passaic county, State of New Jersey, United States of America, have invented certain new and useful Improvements in Electric Signal Systems for Railways, of which the following is a specification.

My invention relates to an electric signal system for railways, and especially to improvements in switches which are arranged to be actuated by the movement of: cars or locomotives.

To this end my invention consists in the novel construction and arrangement of parts which I will describe in the following specification, and the novel features of which I will set forth in the appended claims.

Referring to the drawings, Figure 1 is: a sectional side elevation of a normally openi electric switch which I use in carrying out my invention, and Fig. 2 is a similar view; of a normally closed switch which is used; in conjunction with such a switch as that, shown in Fig. 1, and with other apparatus, as will appear hereinafter. Fig. 3 1s a sec-, tional plan view of the device shown in; Fig. 1, the section being taken on the linef 33 of the latter figure. Fig. 4 is a sec-; tional end elevation of the switch shown: in Fig. 2, this section being taken on the; line 44 of Fig. 2. In Fig. 5 a modified form of switch is shown in end elevation,

together with a portion of a car. Fig. 6; is a wiring diagram in which my improved? switches and other apparatus are shown; together with their connecting circuits.

Like characters of reference designate; corresponding parts in all of the figures.

10 designates a normally open switch, the mechanism of which is inclosed within a box or casing. This box is arranged to be aflixed to a trolley-wiresll by means of lugs or cars 12, 12. From the sides of the box project lugs 13, 13 to which may be fastened supporting wires which run to poles on opposite sides of the track. A trolleywheel is shown in Fig. 1, designated by the numeral 14. Centrally supported in the lower portion of the box 10 is a transverse pin 15. From this pin two loosely swing ing actuated levers 16 depend, one at either side of and close up to the trolley-wire. Each of these actuatinglevers is constructed to form a shoulder 17 at substantially rightangles to the parts which hang down beside the trolley-wire. Loosely mounted on the pin 15, between the levers 16, is-a switch member 20 which rests upon a stop-bracket 21in a substantially horizontal position.

22 is an antifriction roller mounted in the switch member above the shoulders 17. This member carries a spring 23, on the end of which is a soft iron button 24 which forms the movable contact of a circuit closer. This may be provided with a noncorrosive tip 25 if desired.

26 is the core of an electromagnet. One end of its winding is connected with this core at 27, and its other terminal is connected to a conductor 28 which is led out through the casing of the switch 10 to a desired point.

30 is a normally closed switch. This switch is within a box and is attached to the trolley-wire 11, and supported like the one already described. But'in this case the actuating levers 31 are connected to a block 32 of insulating material through which the pin 33 runs. Above the block 32 are lugs 34 which carry a leaf spring, at the upper end of which is a soft iron contact piece 35.

36 is the core of an electromagnet which is of hardened steel vertically placed directly over the pin 33. One of the terminals of the winding of this magnet is connected at 37 to this core. Its other terminal is connected with a conductor 38. 39 is another conductor which is connected through the lugs 34' with the movable contact 35.

Referring now to Fig. 6 I will describe the operation of this invention when it is used for a crossing signal. 'Two of the switches 10 are placed at desired distances from the crossing, each with its electromagnet on the end toward the crossing. In the middle of the crossing is one of the Patented Oct. 6, 1914.

switches 30. The two conductors 28 from the switches 10 are connected with the conductor 38 which runs into the switch 30. Then the conductor 39 is led to a signal device. 1n the figure it runs to a bell 40, and the circuit is continued by a wire 41 through a series of electric lights within an illuminated sign 42, and from thence through a conductor 43 to the ground. Instead of the bell and illuminated sign, this circuit may go through the winding of an electromagnetically actuated semaphore l-t if desired by being connected at 41 and 43. Let us suppose a car or a train of cars approaches the crossing from the left. As the first trolley-wheel 14 strikes the actuating levers 16 it will swing them over to the right, and

after passing them they will fall back immediately to their vertical position. But in swinging to the right, the shoulders 17, engaging the roller 22, raise the contact button 24 up against the end of the magnet core 26. All of the mechanism which supports the contact button 2a is in electrical communication with the trolley-wire 11 so that this button is connected with the positive main from a source of electric supply. When the button 24: touches the core 26, a circuit is established thereby through the magnet winding which surrounds this core, conductors 28 and 38, switch 30, and through the signal devices through the ground. Thus the signal devices are actuated. But the circuit thus established causes the core 26 to be magnetized so that the button 24 remains held up against it after the levers 16 drop back. The circuit, therefore, remains closed through the signal devices. The trolley-wheelsof succeeding cars will have no effect upon the switch 10 as they pass under it for the levers 16 will merely swing up and out of the way but will not affect the button 24:. The core 36 in switch 30 is of hardened steel and is permanently magnetized. The iron contact piece 35 therefore adheres to it as it is moved up to it-by the weight of the levers 31. The current which passes through the switch 30 goes through the winding about this core and thus increases its magnetic efiect and holds the contact more tightly against it. So, as the car approaches the crossing the jarring of the trolley-wire caused by the trolley-wheel running along it will not disturb the contact 35 and thus break the circuit. But when the trolley- Wheel forces over the actuating levers 31, by running by them, the contact piece 35 will be forced past and away from the core 36, This will cut off the actuating current from the signal devices and also from the magnet winding in the switch 10. The contact button 2% will then drop back to its original position so that when the contact piece returns to the core 36,which it will do as soon as the trolley-wheel has passed the levers 31-the circuit will not be reestablished. For a single track road two of the switches 10 are provided as shown in the diagram. As the car continues on its travel toward the right it passes under the second switch 10, but as the levers 16 are arranged to swing idly in this direction, this will have no effect upon the signal circuits. But when a car comes from an opposite direction it will cause the signal circuits to be closed at this other switch 10 and to be again opened by the trolley-wheel running under the switch 30. In other words, the two switches 10 work in opposite directions, and the switch 30 works in both directions. It is to be understood that all of the circuits in the switch 30 are insulated from the trolley-wire ll. Of course, the switches 10 are each located at a considerable distance away from the crossing instead of near together as is shown for convenience in the diagram.

In Fig. 5 one of my switches designated by 10, made in a somewhat modified form, is shown supported by a bracket 45 from a pole -16. lln this figure, 47 designates a portion of a railway-car upon which is a transverse plate 48 so placed that it will engage the actuating lever 16 of the switch as the car passes it. Obviously this need not be an electrically propelled car as this invention is applicable to steam roads as well, it only being necessary, in such a case, to supply the current for actuating the signal devices.

By a very slight modification the switches may be made to be operated by the contact shoes of cars running on third-rail systems. ll have described my invention as used for a crossing signal, but it may, of course, also be used for block signal systems, or in any other connection where it is desired to close and open circuits by the movements of cars. This, I have shown, may be done without the use of complex and expensive relays,"

and a circuit closing switch of simple construction may be made which will not be put out of order by being acted upon by a' plurality of cars passing it in quicker succession. lit is to be noted that but a single wire is needed to run between the switches,

and as they are usually placed at a considerable distance apart, this fact is one of decided advantage.

What I claim is:

1. In a railway signal system, a switch,

arranged to be moved by the movement of a car, a circuit closed arranged to be temporarily opened by the lever, and an elec- 4. In a railway system, a trolley-wire, a

switch mechanism affixed to said wire, said mechanism comprising a transverse pin, a pair of actuating levers pivotally depending from said pin at either side of the trolleywire, a shoulder on each of the levers, a circuit closer having a movable member pivotally supported by said pin, an anti-friction roller carried by said member above the actuating lever shoulders, said-member being arranged to be moved to its closed position by said shoulders, and an electromagnet for maintaining said movable member iinits closed position away from the shoulers.

5. In a railway, a trolley-wire, an electrically actuated signal device, a circuit therefor, a switch affixed to the trolley-wire, said switch comprising a transverse pin, a pair of actuating levers pivotally depending from said pin at either side of the trolleywire, a shoulder on each of the levers, a circuit closer in said signal circuit having a movable member electrically connected with the trolley-wire and pivotally supported by said pin, said member being arranged to be moved into its closed position by said shoulder, and an electromagnet for maintaining said movable member in its closed position away from said shoulders having an unhardened core in said circuit.

6. In a railway system, a trolley-wire, a circuit, a switch afiixed to the trolley-wire, said switch comprising an actuating lever adjacent to the trolley-wire, a shoulder on the lever, said lever being arranged to be moved by the movement of the trolley-wheel over the wire, a circuit closer in said circuit having a movable member arranged to be moved into its closed position by said shoulder, and an electromagnet for maintaining said movable member in its closed position away from said shoulder; combined with another switch in said circuit, said other switch comprising an actuating lever adjacent to the trolley-wire and also arranged to be moved by the movement of the trolley-wheel to'open said circuit and to deenergize said electromagnet, and a permanent magnet for holding said other switch closed when unacted upon by the trolleywheel.

7, In a railway system, a trolley-wir a switch afiixed to said wire, said switch comprising a transverse pin, a pair of actuating levers pivotally depending from said pin at either side of the trolley-wire, a shoulder on each of the levers, a circuit closer having a movable member electrically connected with the trolley-wire and pivotally supported by said pin, a circuit controlled by the circuit closer, said member being arranged to be moved into its closed position by said shoulders, and an electromagnet for maintaining said movable member in its closed position away from said shoulders; combined with another switch, said other switch also having actuating levers at either side of the trolley-wire and arranged to be moved by the movement of the car, a circuit closer in said circuit, an electromagnet having a hardened core arranged to hold said circuit closer in its closed position, the movement of the actuating levers'being arranged to open said circuit and to deenergize the magnet in the first switch.

8. In a railway, a trolley-wire, an electrically actuated signal device, a circuit therefor, a switch affixed to the trolleywire, said switch comprising an actuating lever adjacent to the trolley-wire, a shoulder on the lever, said lever being arranged to be moved by the movement of a trolley-wheel over the wire, a circuit closer in said circuit having a movable member arranged to be moved into its closed position by said shoulder, and an electromagnet for maintaining the movable member in its closed position away from said shoulder; combined with another switch in said circuit, said other switch comprising an actuating lever adjacent to the trolley-wire and also arranged to be moved by the movement of the trolley-wheel to open said circuit and to deniergize said electromagnet, and a permanent magnet for holding said other switch closed when unacted upon by the trolleywheel.

9. In a railway, a trolley-wire, an electrically actuated signal device, a circuit therefor, a switch aflixed to the trolley-wire, said switch comprising a transverse pin, a pair of actuating levers pivotally depending from said pm at either side of the trolleywire, a shoulder on each of the levers, a circuit closer in said signal circuit having a movable member electrically connected with the trolley-wire and pivotally supported by said pin, said member being arranged to be moved into its closed position by said shoulder, and an electromagnet for maintaining said movable member in its closed position away from said shoulders; oomranged to open said circuit and to deenergize 10 bined With another switch, said other switch the magnet in the first "switch.

also having actuating levers at either side In testimony whereof I have signed my of the trolley-Wire and arranged to be name to this specification in the presence of moved by the movement of the car, a cirtwo subscribing witnesses.

cuit closer in said circuit, an electromagnet FRANK J. PJELGRIM having an hardened core arranged to hold Witnesses: said circuit-closer in its closed position, the ERNEST R. JONES,

movement of the actuating levers being an WALTER A. Boonie.

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