US1123100A - Automatic electric block-signaling system. - Google Patents

Description

M. CONRAD W. G. KELLY. AUTOMATIC BLBGTRICBLOGK SIGNALING SYSTEM.

APPLICATION FILED SEPT. 2, 1910.

lllli- Patented Dec. 29, 1914.

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INVENTOHS A TTOR/l/EVS M. CONRAD & W. G. KELLY. AUTOMATIC ELECTRIC BLOCK SIGNALING SYSTEM.

APPLICATION FILED SEPT. 2, 1910. l l 23, 1 00, 4 Patented Dec. 29, 1914.

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M. CONRAD & W. G. KELLY. AUTOMATIC ELECTRIC BLOCK SICNALINC SYSTEM.

I APPLIGATIO FILED SEPT. 2, 1910. 1 ,123, 100. Patented 1300.29, 1914.

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M. CONRAD & W. G. KELLY. AUTOMATIC ELECTRIC BLOCK SIGNALING SYSTEM.

APPLICATION FILED SEPT. 2, 1910.

Patented Dec. 29, 1914.`

THE MORRIS PETERS CO..

PHDTO-LITHO., WASHING IDN, u. C.

y into blocks,

UNITED STATES PATENT OFFICE.

MARK CONRAD, OF ADRIAN, MICHIGAN, AND WILLIAM G. KELLY, OF WINSLOW,

. ARIZONA.

AUTOMATIC ELECTRIC BLOCK-SIGNALING SYSTEM.

Specification of Letters Patent.

Patented Dec. 29, 1914.

Application filed September 2, 1910. Serial No. 580,159.

To all 'whom it may concern Be it known that we, MARK CONRAD, a citizen of the United States, and a resident of Adrian, in the county of Lenawee and State of Michigan, and WILLIAM G. KELLY, a4 citizen of the United States, and resident of Winslow, county of Navajo, and State of Arizona, have made certain new and useful Improvements in Automatic Electric Block-Signaling Systems, of which the following is a specification.

Our invention relates to improvements in electric signaling systems, and it consists in the constructions, arrangements and combinations herein described and claimed.

The present invention is an improvement over one disclosed in a prior application, Serial Number 465062 filed, Nov. 30, 1908, and these improvements will be more particularly disclosed in the following specification and pointed out in the appended claims.

In the prior application, above alluded to, the system was equipped with a third rail, which was continuous, and it is in dispensing with the use of'thi's third rail and in the' substitution of a series of short conductors that the main improvement lies.

One object of the invention is to provide a system in which the road is divided up each block being provided with semaphores, or signals, at the ends thereof so that an on-coming train may note the same, and by coming into the block may set the signals.

A furthervobject of our invention is to provide a system by meansV of which a train, which has proceeded into a block, may release the locking mechanism of the signals which have been previously set by the entrance of the train into the block.

A further object of our invention is to provide a system, by means of which a train, which is in a block, may be stopped from proceeding, when the signals, for any unforeseen reason, should Vrefuse to return to their proper positions.

Our invention is illustrated in the accompanying drawings, forming part of this application in which similar reference characters indicate like parts in the several views, and in which- Figure 1 is a diagrammatic View of a portion of the main track showing the arrangement of certain operating parts on an engine, Fig. 2 is a side view showing the operating mechanism for the semaphores, Fig.

Sis a side view showing the locking mechanism used in connection with the semaphore actuating devices, Fig. Il is a plan View of one end of a block, showing the distant and the home signals and the actuating circuits therefor, Fig. 5 is a diagrammatic plan view of the electrical connections to the switch shown in Fig. 4, Fig. 6 is a plan view similar to Fig. 4 showing the opposite end of the same block, Fig. 7 is a diagrammatical view showing the relative positions of the home and distant signals along consecutive blocks.

In describing the arrangement of the circuits and of the operating mechanism, we will first take up the main track arrangement. In the Jfollowing description, we have endeavored to simplify the same by indicating diagrammatically such parts as are clearly understood and by showing in detail such parts as are novel in our invention. Referring, then, to Fig. 1, it will be seen that we provide a track consisting of the rails 1, and 2, respectively. T e track is divided up into blocks, and at tie end of the blocks the rails have separate sections which are insulated from one another by means of insulating joints 1a and 2a, respectively. In the prior application, above referred to, the track was provided with a third rail, but in the present invention we use short lengths of track, such as that shown at 3 and 4, which are disposed between the main rails 1 and 2, these lengths being divided up into sections by insulating joints 3a and 4a in a similar manner as the end of the blocks of the main track. Between the auxiliary tracks 3 and l are placed conductor sections 5, the purpose of which will be explained later.

Referring now to the bottom of the Fig. 1, we have represented the axles and wheels of an engine which is approaching upon the block. These axles we have designated 6 and 7 and the wheels 6a and 7a, respectively. Secured to a convenient portion of the lower part of the pilot is an axle 8, which is provided with the wheels 8a. This axle is composed of sections insulated from each other by the insulating joints 8b. At the center of the axle is a brush 9, which is designed'to bear upon the conductors 5 when the engine is passing over the latter. Each engine is Cil provided with a battery B, which has one side connected to the axle 6 by means of a conductor 10, and the 'other side to a switch by means of a conductor 11. rl`his switch S consists of an insulating bar having a series of five conductors projectingtherefrom, which we have designated .SJ-85, inclusive. A pivoted handle t is provided, which is in connection with the central conductor s3, and Vwhich may be thrown from one side to the other, so as to connect the outer conductors s and s2 with the central conductor on one side, or the conductors s4 and S5 with the central conductor .93 on the other side. An inspection of the figure will show that the battery B is connected to the central conductor s3 of the switch by means of the wire 11; that one end of the insulated axle 8 is connected to the switch sal by means of the conductor 12, and that the central portion of the insulated axle 8 is connected with one side of the magnet M by means of a conductor 13. The other side of the magnet M is connected with a batteryB by means of a wire 14 and the battery B is connected in turn with the switch conductor 85 by means of the conductor 15. The inagnet M is part of a relay, whose armature A is held normally by a spring P away from the magnet. A spring P is provided for keeping the armature from accidentally coming against its contact due to the jar of the engine. The armature A forms part of a local circuit, including the battery B2 and a. motor MO. Each engine is provided with the electrical equipment just described.

In Fig. 2, we have shown a device for operating the semaphores or signals. The motor Ms is provided with a gear wheel 43, which meshes with a gear 44. The latter bears a pawl 45, which forms the armature of the magnet 46x. The end of the pawl 45 is adapted to engage a ratchet 46 upon the shaft 47. A gear wheel 48 and a smaller ratchet wheel 49 are connected together so that the three rotate in unison. It will be apparent that when the motor turns the gear 43 vin the direction indicated by the arrow, that the pawl 45 will turn the ratchet wheel 46, the gear wheel 48 and the ratchet wheel 49 in the same direction. The rotation of the gear wheel 48 will cause the swinging of the segment 50, which meshes with this gear, thereby causing the pulling of the rod 51 downwardly,y and the throwing of the signal arm Sa into upper position. The means for locking the signal in position is shown in Fig. 3. It consists of the magnets 52 whose armature is held by the spring 54, normally away from the magnet cores. A tooth secured to the armature 53 is adapted to engage the ratchet 49 so as to prevent the turning of the latter unless the magnets 52 are actuated when the armature 53 will be drawn downwardly and the tooth 55 will be drawn out of engagement with the ratchet. When this occurs the weight of the arm Sa will cause the rod 51 to move up and the segment 50 to resume its normal position.

The description of the electrical circuits, by means of which the trains `are automatically stopped, will best be obtained by a statement of the operation of the system. Let us suppose, now, that a train is approaching in the direction indicated by the arrow in Fig. 4. The handle t of the switch S is set so as to connect the contacts s3, s* and S5. The wheels 6a are now on the sec-` tions of the main rails designated in the drawings as a", while the auxiliary wheels 8a are on the auxiliary track vsections designated as 7c. As soon as the engine enters the block upon these sections, the following circuit will be established (see Fig. l), provided there is no other train in the block: from battery B on the engine, by conductor 10, to theaxle 6, thence to the track section t', by conductor 5G (see Fig. 4) armature q of magnet Q, 56a, 57, through the switch contact 58, wire 59, continuing on wire 59 (see Fig. 6) 60, conductor kg y on armature gx of magnet Q", contact QZ, 60x contact 6l, contact arm 62 which may be rotated by a movement of the signal Ds so as to engage the contact 61, 63, continuation of 63 (seeFig. 4), through the magnet ma of the relay Ra, 64, magnet mb of the relay Rb, 65, section 7c of the auxiliary track, wheel 8a, conductor 12, s", t, s3, and by conductor 11 to the battery B It will be noted that the. circuit thus traced passes through the conductor gy and the contact gz of the magnet QX at the opposite end of the block. If a train is coming into the opposite end of the block the circuit will be broken at this point, as will be hereinafter explained. It will be noted that the actuating of the magnets ma and mb close the following local circuit. The armature a of the relay Ba, on pulling up, closes a local circuit from the battery Ba through the armature, conductor 66, brush 67, of thel motor MS, brush 68 and backto battery. This operates the signal Hs, throwing down the arm, thereby indicating a clear track.

The operation of the armature b of the relay Rb closes a similar circuit, comprising the local battery BX, the brush 69, of the motor Ms, brush 70, conductor 71, armature b and back to battery BX. This causes the revolution of the gearing, as already eX- plained, in connection with Fig. 2 and the movement of the arm of the signal Ds into an upper position, signifying caution. At 52X and 52Y, we have shown two magnets. These magnets correspondwith the locking magnets 52, shown in Fig. 3 and hold these signals in their shifted positions until said magnets are actuated. The operation thus far, it will be seen, has resulted in setting ceeds into` that section of the auxiliary tracks designated 71:2. It will be obseryed that the brush 9 on the central section of the auxiliary axle 8 is now in contact with the first of the central conductors 5. If the home signals should happen to be set at danger instead ofbeing at clear, the following circuit will be established: from battery B through 14, M, 13, middle section 8, brush 9, conductor 5, 7 2 (see Fig. Ll), movable contact 73, it being understoodthat the signal is at danger, 74, 75, 702, 8a, 12, s4, 85 (see Fig. 1), 15, to battery B. The actuation of the magnet M attracts the armature A and closes the local circuit through the battery B2 and the motor M", and the magnet 21, which is in series with the motor.v The actuation of the motor M0 is for the purpose of stopping the train. As soon as the engineer again gets control of his engine, he backs into the section t, so as to be able to set his signals after the second train has passed out lof the block.

It will be understood that the engine is held up only when there is another train in the block. Ordinarily the train in the same block would be proceeding in the same direction as the train which is held up. The engine which is held up will be permitted to proceed by the passa-ge of the train already in the block, out of the end of the block, and the means by which this is done is by completing the circuit of the locking magnet of the distant signal. Considering then the opposite end of the block shown in Fig. 6, in which the train or engine is proceeding in the direction indicated by the arrow. The train is passing over the section indicated by 151 in Fig. 6. The wheels 6a are on the main tracks, while the wheels 8a are on the auxiliary track sections designated by nl. .As soon as the wheels reach their respective sections lo and ,761 the following circuit will be established: battery B, 10, 6, 251, 76, magnet mc of the relay RC, 77, klo 8a, 12, st, t, s3, and 11 back to battery B.

The energization of the relay RC causes a shifting of the armature c to establish the following circuit: battery BX, 78, continuation of conductor 78 on Fig. 4, magnet V, 78a locking magnet 52?', battery BY, 7 9, continuation of 7 9 on Fig. 6, 80, armature c and back to battery B". The actuation of the magnet V releases the armature g of the magnet Q and permits it to engage the contact 56", thereby putting the conductors 56 and 56a in condition` for establishing a circuit therethrough. lVhen the train passes out of the block, the magnet mc, which has been energized by the battery on the engine, will release, thereby breaking the circuit through the batteries BX and By and the magnet V. e of the magnet V again puts it in condition to lock the armature g when the latter is again actuated. It will be noted that the circuit traced at the beginning of the paragraph actuates the locking magnet 52V, thereby withdrawing the locking tooth 55 (see Fig. 3) and the weight of the arm of the distant signal Ds will cause the signal to descend to its normal position, thereby bringing the swinging contact arm 82 against the sta tionary contact S3. As soon as the second train passes out of the block, then the standing of the first train on the track section t will result in setting of the signals in precisely the same manner as has heretofore been described in connection with the entrance of the train upon the track section 15.

As soonl as the distant signal Ds gets to caution and the home signal H5 gets to clear, then the engineer can proceed. The next operation to be explained is the means by which the train, which is now passing through the block sets the signals at danger so as to protect the train from another coming from the rear. If the train should be automatically stopped on account of signals being against him the engineer can open the switch S by throwing the handle t to the right or left according to the direction in which he is running for the purpose The retraction of the armature' of releasing the brakes so as to be in a position to proceed as soon as he receives the proper signals. At that time he returns the handle t into the original position. He now proceeds into the section designated by 3. As soon as he gets upon this section, the following circuit is established: B, 10, axle 6, 6, Sat, magnet Q, 84a locking magnet 52x 85, auxiliary section 7c3 of track 4,8212, st. t, s3, 11 back to battery B. The actuation of the magnet Q pulls the armature (1 downwardly. The end of the armature q rides over the teeth on the armature c of the magnet V. The armature g will, therefore, be locked until the magnet V is actuated. The circuit through the conductor 56, 56a, ete., is, therefore, broken at the contact 56", and it is apparent that a train following cannot enter the block, because, as already described, in order to do so there must be a circuit established from the conductor 56 to the farther end of the block, and back again in order to actuate the magnets ma and mb, which close the respective local circuits of the home and distance signals. A train entering the opposite end of the block must get its circuit for actuating the signals through the magnet Qx and its contacts in precisely the saine manner that a train proceeding into the block in the manner already described gets its circuit for actuating the signals through the contact gz (see Fig. 6), but the operation of the magnet Q., ob viously breaks the circuit, as explained, and,

hence, the train entering the opposite end of the block cannot get its signal operating circuit. Thus, it will be stopped in the manner already explained. lThe locking magnet of the home signal is now actuated and the arm of the latter is thrown upwardly into the danger position, lthe countei-weight LW overbalancing the arm. In this described, when its locking magnet releasesv it. At this point both signals are up. The next operation to be explained is the one in which the train is stopped, in case the signals which are designed to be set at danger should fail to so set, through failure of the locking mechanism to work properly.

This operation is effected on track section t4 and auxiliarv track section 764. When the train passes into this section the following circuit will be established, provided either of the distant or home signals has failed to set properly. This circuit is by the following path (see Fig. l): battery B, 14, M, 13, 8, 9, 5, 86, (see Fig. 4) contact 87, arm 73 (it will be remembered that the intention was to raise the arm of the home signal HS to the danger position, but if it fails to raise, in other words, if the arm is down then the arm 73 is swung into contact with the terminal 87) 74, 88, 704, 8a, l2, s4, t S5 and by conductor l5 back to battery B. This will operate the magnet M and will actuate the motor M", which will stop the train in the manner described. When the engineer finds that he is stopped he investigates to see why the signal is not properly set and reports the fact to headquarters. In order to permit the engineer to go ahead the home signal must be set to the danger position manually. When the signal is turned to its proper position of danger, then the circuit through the magnet M on the engine is broken at the points 87, 73 and the engineer now has control of his engine, as already explained. The engineer may now proceed. As the train passes the track section t5, a releasing circuit is established as follows: B, l0, 6, 255, 76, and along the conductor 76 into the block in the rear where the signals at the end of the block are unlocked for the purpose of releasing the signals at the entrance of the block in the rear, so that another train can enter the block in the rear. Since the two Figs. 4 and 6 represent a complete block, Fig. 6, which shows signals similar to the signals at the end of the block in the rear may be used for the tracing of this circuit.

Continuing, then, from the wire 89, in F ig. 4, we would continue on a wire similar to 76 in Fig. 6. Let us substitute the Wire 76,

since the figures are the same. Proceeding, then, by 76, we would pass through the magnet me of the relay Rc, thence returning by means of wire 77 and passing from wire 77 to wire 90 back to track section 705, 8, l2, s4, s3, and battery B. The operation of the relay in the block in the rear corresponding to the relay Re closes the circuit of the magnet in the block in therear corresponding to 52Y and, therefore, releases the signal in the block in the rear, so that it can return to its normal position.

An inspection of Figs. 4 and 6 will show that the signals shown thereon and the circuits controlling the same are symmetrical. A train entering the end of the block shown on Fig. 6 will operate the signals DS and HS in precisely the same manner in which the train entering the block shown at the bottom of Fig. 4 will operate the signals at the near and far ends of the block.

Fig. 7 illustrates the positions of signals along the track when trains are in certain positions. Trains in this instance are indicated by the axle and wheels in order to simplify the explanation. Consider then the train Tr, which is just entering the block B from the block A. The distant sig nal is in its horizontal position indicating caution, while the home signal is drawn downwardly into position, vindicating clear When the train proceeds into the block, the home signal is brought to its danger position, as already described, while the distant signal still remains in its cautionary position to indicate caution to a train following in the same direction. This condition is shown in connection with a train Tr2 in block C. It will be observed that the distant signal behind the train at the entrance of the block C is in its caution position, while the home signal is in its normal position of danger.

It will be seen that we have provided for all the contingencies that are liable to arise in the regulation of the passage of trains from one block to another.

We claim i l. In an automatic electrical block signaling system, a track divided up into blocks, each block having a home and a distant signal at each end of the block, a relay for each signal, the relays for the signals at one end of the block being controlled by the distant signal at the other end of the block.

2. In an automatic kelectrical block signaling system, a track divided up into blocks, each block having a home and a distant signal at each end of the block, a relay for each signal, a motor for each signal, a local actuating circuit for said motor, controlled by its individual relay, the relays for the signals at one end of the block being controlled by the distant signal at the `opposite end of the block.

IFO

3. In an automatic electrical block signaling system, a track divided up into blocks, each block having a home and a distant signal at each end of the block, a relay for each signal, the relays for the signals at one end of the block being controlled by the distant signal at the other end of the block, locking devices for each of said signals, and means controlled by the movement of the train for causing the retraction of the locking devices thereby permitting the return of the signals to their normal position.

4:. In an automatic electrical block signaling system, a track divided up into blocks, each block having a home and a distant signal at each end of the block, a relay for each signal, the relays for the signals at one end of the block being controlled by the distant signal at the opposite end of the block, each of said signals being provided With a Weight, locking devices for each of said signals, magnets for releasing said locking devices, said magnets being energized by the movement of the train, thereby permitting the return of the Weighted signals to their normal positions.

5. In an automatic electrical block signaling system, a track divided up into blocks,

each block having insulated track sections at each end and being provided at each end with a distant signal and a home signal, the signals at one end of the block being controlled by the distant signal at the opposite end of the block, auxiliary track sections between the rails of said insulated track sections, signal operating devices for each signal including a motor, a train of gears and connections between said train of gears and said signal, locking means for said signals,

Witnesses for Mark Conrad:

GEO. W. AYERS, F. M. Pneus.

Witnesses for W. Gr. Kelly:

R. C. KAUFMAN, M. THOMPSON.

copies of this patent may be obtained for lve cents each, by addressing the Commissioner of Patents, Washington, D. C."

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