US1128498A

US1128498A - Safety apparatus for railway systems.

Info

Publication number: US1128498A
Application number: US86525714A
Authority: US
Inventors: Albert Pecorella
Original assignee: Individual
Current assignee: Individual
Priority date: 1914-10-06
Filing date: 1914-10-06
Publication date: 1915-02-16
Anticipated expiration: 1932-02-16

Description

A. PEGORELLA.

SAFETY APPARATUS FOR. RAILWAY SYSTEMS.

APPLICATION FILED OCT. 6, 1914.

l, 1 28,498. Patented Feb. 16, 1915.

3 SHEETSSHEET 1.

. INVE TUR Wnwassrza N WUIWJ h w" Y ATTURNZZL THE NORRIS PETERS (70., PHOTO-LITHOH WASHINGTON, D c

A. PEOORELLA.

SAFETY APPARATUS FOR RAILWAY SYSTEMS.

APPLIOATIQN FILED 0011. 6. 1914.

1,128,498. Patented Feb. 16, 1915.

3 SHEETS-SHEET 24 INVENTUR WITNKEIEEE! I 2 hY m M ATTURNEYEJ A. PEGORELLA.

SAFETY APPARATUS FOR RAILWAY SYSTEMS.

APPLICATION FILED OCT. 6. 1914.

NVENTDR Y J) a W 17-7 Patented Feb. 16, 1915.

. 3 SHEETS-SHEET 3.

A T T 0 RN E Y "3 ALBERT IPECORELLA.

OF BUFFALO, NEW YORK.

SAFETY APPARATUS FOR RAILWAY SYSTEMS.

Specification of Letters Patent.

Patented Feb. ie, 1915.

Application filed October 6, 1914. Serial No. 865,257.

To all whom it may concern:

Be it known that I, ALBERT PECORELLA, a subject of the King of Italy, residing at Buffalo, in the county of Erie and State of New York, have invented new and useful Improvements in Safety Apparatus for Railway Systems, of which the following is a specification.

This invention relates to a safety apparatus or device for railway systems and has the object to produce simple, eflicient and reliable means whereby two trains entering the same block of the system may be protected against collision with each other by causing two electric circuits to be closed each of which includes an electric generator mounted on one train and an electric translating device mounted on the other train and operating to either shut off the power which operates the respective trains or operates either a visual or audible signal or performs all of these functions as may be best suited for the particular system on which these safety devices or apparatus are installed.

In the accompanying drawings: Figure 1 is a fragmentary vertical cross section of a car of a railway train and the tracks on which the same runs equipped with one embodiment of my invention. Fig. 2 is a vertical cross section, on an enlarged scale, of one of the main supporting and conducting rails, an auxiliary electrical conductor associated therewith, and the contact devices cooperating with the main conductor and the auxiliary conductor. :Fig. 3 is an inside elevation of the same, on a reduced scale. Fig. 4 is a diagrammatic perspective View illustrating the different electrical circuits either between two trains approaching each other head on in the same block, or two trains following one another in the same block, or two trains in the same block headed in the same direction with the poles of the electric circuits of the advancing trains reversed.

Similar characters of reference indicate corresponding parts throughout the several views.

My invention is applicable to railway systems of various types and particularly to the steam and electric operated railways now in general use.

1, 2 represent the two main rails of the usual or ordinary railway track which also serve as the main electric conductors and upon which the load supporting wheels 3 of a railway car run. The body 4 of this car is supported by these supporting wheels in the usual manner. In the following description it is to be understood that a train includes either one or more cars and that this train may be operated or driven either by steam, electricity or any other power which may be available for this purpose. The main rails or tracks 1, 2 of the railway are divided into sections or blocks, the rails of each block being separated by gaps 5 from the tracks of adjacent blocks or sections and electrically insulated therefrom so that the current traversing one block or section of the rails cannot reach the rails of adjacent blocks or sections. It is to be understood that when this safety device or apparatus is installed on electrically operated trains and railways that additional rails are provided in the usual and well known manner for conducting the current of electricity to the propulsion motors of the trains which drive the same.

My improved safety device which is associated with the track and trains of the railway system may be variously organized but the construction which is shown in the drawings, as an example, is suitable and as there shown the same is constructed as follows: 6, 7 represent two auxiliary electric conductors which are arranged adjacent to the inner sides of the two main rails, each of these auxiliary conductors being preferably secured lengthwise to the inner side of the upright web of the companion main rail below the head thereof and electrically insulated from all parts of the rail in any suitable or approved manner. These auxiliary electric conductors are preferably constructed in the form of strips or bars having flat vertical inner faces and divided into sections or blocks which are co extensive with the blocks of the main rails or conductors and separated by gaps, breaks or insulated joints 8 from the auxiliary conducting bars or strips in adjacent sections, the gaps between adjacent blocks of auxiliary conductors being transversely in line with the gaps between the main conducting rails.

9 represents a hand operated controlling lever which controls the motor for propelling or driving the train and which is provided with a catch or dog 10 adapted to engage with a segment 11 for holding this controlling lever either in its foremost position in which the dog engages with the first notch 12 of the segment and causes full power to be supplied to the motor, or the lever may be turned baokwardly one step and held there by engagement of its dog with the second notch 13 for reducing the power supplied to the propulsion motor, or the lever may be turned backwardly another step and held there by engagement of its dog with the third notch 14 of the segment for shutting off the power supplied to the propulsion motor, or the controlling lever may be moved back another step into its rearmost position and held there by its dog engaging with the fourth notch 15 of the segment, in which last mentioned position of the controlling lever the operation of'the propulsion motor is reversed so as to, caus the train to move backwardly.

On a car of each train is mounted means for generating an electric current, this being preferably accomplished by means of a dynamo or generator G. which may be of any suitable construction and driven in any suitable manner for supplying an electric current which is to be utilized in operating the safety devices of this system. On a car of each train is also mounted an electrical translating device which is adapted to be placed in circuit with the electric generator on another train in the same block, this translating device being so constructed that it will produce either an audible or a visual signal for notifying the engineerofthe re spective train that he is in danger by reason of another train being in the same block and this translating device is also adapted to automatically shut off the power which propels the train, be this power, steam, electricity or other motive agent. This translating device, as shown in Fig. 1, preferably comprises an electric motor M which is mounted on a car of each train and which is capable of running in either direction. This motor may have its shaft 18 provided with a double cam 19 which upon setting the motor in operation will engage the stem 20 of a valve 21 and close the latter so as to shut off the supply of steam, compressed air or other power agent which may be utilized for operating the motor whereby the train is propelled. The rotation of the cam 19 when the propulsion motor M is set in operation may also shift the lever 22 of a switch which connects the two sides or lines 16, 170f an electric circuit containing an electric motor which may be utilized for propelling the train. If desired, the valve 21 may be included in the train pipe or air conduit of an air brake system and so const-ructed that when the stem 20.is shifted by the rotation of the cam 19 the air brakes of the train will be set and stop the train. An electric switch of which the lever 22 forms apart may also be employed in an electric brake system which will be set in operation by the cam 19 when the motor M becomes operative. The devices just described are all designed to automatically stop the train by cutting off the power from the usual propulsion motor and applying the brakes independently of any act on the part of the engineer. The instant that the motor M is set in operation, which occurs when two trains occupy the same block in the railway system, the electric circuits are closed each of which includes the generator G of one train and the motor M of the translating device on the other train, so that both trains are automatically stopped. It is, of course, understood that only one of the automatic stop devices just described would probably be employed, the selection of the particular type of stopping device depending upon the character of the power which is utilized for driving the train and other conditions.

In addition to the automatic train stopping device the engineer of each train may be warned of the presence of another train in the same block by a signal which is either visual or audible, or both visual and audible. As examples of such a signal which would be suitable for this purpose the shaft 18 of the translating motor may be provided with a rotatable hammer or tongue 23 which is adapted to strike a bell or gong 24 whenever this motor is set in operation,- thereby serving as an audible signal, and the shaft 18 may also be provided with a cam 25 which raises a semaphore or signal arm 26 through the medium of a lifting rod 27 thereby serving as a visual indicator to the engineer and warning the latter of the presence of another-train in the same block the instant the translating motor M is set in operation. Various other means may be provided for either warning the engineer or operating the stopping or checking devices of a train under the circumstances above described, such as operating a light or a telephone all of which are included under the term translating device as used in this specification.

In order to place the generator G of each train in circuit with the translating motor of the other train when two trains are in the same block, contact devices are provided which are electrically connected with the generators and translating motors of both trains and are adapted to engage with the main rails 1, 2 which serve as main conductors and also with the

auxiliary conductors

6, 7. These contact devices and the parts associated therewith are preferably constructed as follows: 28, 29 represent two inwardly inclined main metal contact wheels adapted to engage with the upper sides of the heads of the two

main tracks

1, 2 and 30,

31, two auxiliary contact wheels each of which inclines inwardly and engages its lower part with the adjacent vertical surface of the companion auxiliary conductor and turns with the contact wheel on the corresponding main rail or conductor. Each main contact wheel and auxiliary contact wheel are preferably connected mechanically but insulated from each other electrically and are both mounted on a hub 32 which is journaled in a fork 33 arranged on the lower section 34 of an inwardly inclined hanger. The upper section 35 of this hanger is connected with the lower section by a rotatable joint 36 which holds these two hanger sections against longitudinal movement relatively to each other but permits the lower section to rotate about the axis of the hanger so that the main and auxiliary contact wheels are free to follow any curves or variations in the respective main conducting rail and auxiliary conducting strip. Each pair of main and auxiliary contact wheels are insulated electrically from the hub and also from the companion hanger. The upper end of the upper section of each hanger is pivotally supported so as to permit the hanger to swing in a vertical plane transversely of the track and also yieldingly supported on the underside of the respective car body so that the latter can rise and fall under the varying loads imposed upon the same without disturbing the engagement of the contact wheels with the main and

auxiliary conductors

1, 2, 6, 7. This pivotal and yielding support of each hanger preferably comprises a semi-elliptical leaf spring 37 arranged underneath the car and connected at its opposite ends therewith by means of vertically and transversely swinging links 38, and a pivot eye 39 arranged at the upper end of the upper hanger section and connected by a horizontal longitudinal pin 40 with a pivot eye 41 arranged on the central part of the companion leaf spring, as shown in Fig. 1. In addition to the pivot pin 40 the two hinge or pivot eyes are guided relatively to each other by means of two guide pins arranged on one of the eyes on opposite sides of the pivot pin and passing through slots 43 in the other pivot eye, as shown in Figs. 1 and 2. By inclining the hangers and the contact wheels mounted thereon inwardly and pressing the same constantly downwardly by means of the springs 37, a reliable engagement of the contact wheels with the main and auxiliary conductors is insured regardless of the variation in the vertical position of the body of the car under different loads or conditions. The sections of each hanger are preferably made hollow to permit of electric wires or

lines

58, 59, 70, 71, to pass through the same for electrically connecting the contact wheels with the dynamo or generator G and the translating motor M of the respective car or train as will presently appear. Upon the lower parts of the right and left hangers are mounted two pairs of main and auxiliary contact brushes 44, 45, 46, 47 but insulated from said hanger and each pair engaging electrically with the companion main and auxiliary contact wheels respectively. Means are provided whereby one pole of the generator (at on each train may be connected with the main contact wheel 29 and the other pole of this generator electrically connected with the auxiliary contact wheel 30 and one pole of the translating motor may be electrically connected with the auxiliary contact wheel 31 while the oppo site pole of this motor is electrically connected with the main contact wheel 28, the polarity of said motor and generator being reversible for purposes which will be described farther on. The preferred means for effecting these connections, as shown in Figs. 1 and 4, comprise a pole changer having a switch lever 48 provided with two movable contacts 49, 50, one of which 49, is connected by a line or wire 51 with one pole 52 of the generator while the other contact 50 is connected by a wire or line 53 with one pole 54 of the companion translating motor, and three fixed contacts 55, 56, 57 arranged .in a row, the central contact 56 being connected bya wire or line 58 with the brush 46 of the hanger on the left hand side of the car and the two end contacts 55, 57 being con nected by a line or wire 59 with the auxiliary brush 47 on the left hand side of the car, and another pole changer having a switch lever 60 provided with two movable contacts 61, 62 which are connected respectively by a wire 63 with the other pole 64 of the companion motor M and by a wire 65 with the other pole 66 of the companion generator G and three fixed contacts 67, 68, 69 arranged in a row and the center one 68 being connected by a wire or line 7 0 with the brush 44 on the right hand side of the car while the two end contacts 67, 69 are connected by a line or wire 71 with the auxiliary brush 45 on the right hand side of the car. In the position of the pole changing switch lever 48 shown in Fig. 1 the

movable contacts

49, 50 of this switch lever engage respectively with the

contacts

56, 57 but in the reversed position of this lever its

contacts

49, 50 are adapted to engage respectively with the fixed

contacts

55, 56. In the position of the pole switch lever 60 shown in Fig. 1 its

movable contacts

61, 62 engage with the fixed

contacts

68, 69, respectively, and in the reversed position of this switch lever its

movable contacts

61, 62 are adapted to engage respec tively with the

contacts

67, 68.

When a train is moving forwardly under normal conditions the switch lever 48 is shifted so that its contacts 49, 5O engage with the fixed contacts, 56, 57 and the switch lever 60 is turned so that its

contacts

61, 62 engage with the fixed

contacts

68, 69. When two trains with their pole changing switches thus arranged approach each other from opposite directions and their main and auxiliary contact wheels engage with the main and auxiliary longitudinal conductors in the same block or section of the railway, as represented diagrammatically by the trains A and B in Fig. 4, the current generated by the dynamo G of the train A will flow from the pole 52 of the generator on train A through the wire 51, movable contact 49, fixed contact 56, line 58, main brush 46, main contact wheel 29 on the left side of train A, thence along the main contact rail 2 with which this last mentioned wheel engages to the right hand main contact wheel 28 of train B, thence through right hand main brush A l, line 70, fixed contact 68, movable contact 61, line 63 to the one pole 64L of the translating motor M of train B, thence from the opposite pole 5A of the last mentioned motor through the line 53, movable contact 50, fixed contact 57, line 59, to the left hand auxiliary brush A7 and contact Wheel 31 of train B, thence along the auxiliary conducting strip or bar 6 with which the last mentioned wheel engages to the right hand auxiliary contact wheel 30 of train A, thence through the right hand.

auxiliary brush 45 on train A, line 71, fixed contact 69, movable contact 62 and line 65 to the opposite pole 66 of the generator G on train A. When the circuit through the generator of train A and the translating motor of train B is thus completed the current of the generator on train A will cause the motor G on train B to operate and turn the shaft 18 of the latter and actuate the various train stopping and signaling devices associated therewith on train B. In like manner the current generated by the dynamo M on train B will cause the translating motor on train A .to be actuated and the train stopping and signaling devices on the last mentioned train to be actuated. By this means both trains A and B when entering the same block will be stopped and the engineers of the respective trains will be notified or warned of the proximity of their trains and cause them to make an observation as to the situation of their trains and to proceed cautiously in order to avoid danger and insure safety.

When two trains going the same direction enter the same block while the circuits of their safety devices are in the same normal position no signal would be transmitted from one train to the other inasmuch as the generators G of both trains would be connected in series or synchronized and no effect produced on the translating motor of either of these trains.

Fig. A;

When two trains are so close to each other that they are likely to enter upon the same block this is generally known to both engineers and under such circumstances the engineers of both such trains usually proceed with caution. If therefore one or the other of two trains moving. in the same direction and entering the same block should slow up or stop it becomes necessary for the engineer of one of these trains to shift the pole changers of the .safety devices on the respective train. This position of the pole changers is represented in Fig. l by train D which is assumed to be traveling in the same direction and arranged in the same block as train A but has come to a stand still or has reduced its forward motionto erated by the dynamo of train A will operate the translating motor M of train D so that the stopping and signaling devices on the last mentioned train will also be actuated. By this means trains A and. B will both be stopped automatically if they should enter the same block while moving in the same direction or while train D is at a stand still and train A enters the same block in the same direction. The same effect will be pro duced if the pole changing devices of train D are left in their normal position and the pole changing devices of train A are re versed from the position indicated in Fig. 4:.

The pole changers are preferably operatively connected with the lever 9 which controls the propulsion motor of the train so that upon starting, stopping or reversing this motor the pole changers will be automatically set to cause the safety apparatus of the respective train to cooperate with a proximate train in the same block. As shown in the drawings, this connection between the controlling lever and the pole changing levers 48, 60 is of a flexible character and preferably comprises a sectional rod having one section 72 of tubular form and connected with the controlling lever and another section 73 connected with the switch levers 48, 60, and two springs 74, 75 arranged in said tubular rod section and having their opposite inner ends engaging'with oppositely facing outer shoulders or abutments 76, 77, on the rod section 72 while;

their outer ends bear respectively against This relation of two trains is represented by the trains A and G in,

inwardly facing shoulders 78, 79 on the tubular rod section 73, as shown in Fig. 1. The eXtent of the rocking movement of the switch levers i8, is less than the throw of the controlling lever and is limited in opposite directions by

stops

80, 81, 82 and 83, respectively.

When the controlling lever 9 is in its full open position, as indicated in Fig. 1, the

pole changing levers 48, 60 have both been moved to their normal extreme position in one direction toward the right and against the stops 80, 82 and the spring 74 of the flexible connection has been compressed. If new the controlling lever 9 is shifted backwardly or toward the left one notch or step of the segment for slowing down the train the position of the switch levers as, 60 will not be disturbed inasmuch as the spring 74: is still under suflicient tension to hold the switch levers 4:8, 60 against the right hand stops 80, 82. When, however, the controlling lever is moved to the third notch toward the left into a position in which the train is brought to a stop the tension of the other spring 72 is such that these switch levers will be shifted from their normal position indicated in Fig. 1 to the reverse position indicated by the train D in Fig. 4, thereby reversing the circuits of the respective generator G and motor M. If now the controlling lever 9 is moved to its extreme backward position or toward the left until its dog 10 engages with the last or fourth notch of the segment for reversing the movement of the train the switch levers 48, 60 will remain in their reversed position so that the circuits of the respective train also remain in this reversed position and cause the signaling devices of the same to properly cooperate with the signaling devices of a train coming in the opposite direction and entering the same block.

From the foregoing it will be clearly apparent that this safety device for railway systems insures absolute safety in the operation of different trains on the same track or railway and that this is accomplished by means which are comparatively simple, in construction, efficient in operation and can be readily installed on railway systems now in general use.

1 claim as my invention:

1. A safety apparatus for railway systems comprising electric conductors arranged lengthwise of the tracks, and instrumentalities arranged on a car of each train comprising contacts engaging with said conductors and tracks, an electric generator, an electrical translating device, and means for reversing the polarity of said translating device and said generator comprising a pole reversing switch for said translating device having a switch lever, a pole reversing switch for said generator having a switch lever, an operating lever, a segment, a catch on said operating lever adapted to engage different parts of said segment, and a yielding connection between said operating lever and said switch levers, said elements being so connected that the electrical translating device of each train is adapted to be arranged in circuit with the generator of another train.

2. A safety apparatus for railway systems comprising electric conductors arranged lengthwise of the tracks, and instrumentalities arranged on a car of each train comprising contacts engaging with said conductors and tracks, an electric generator, an electrical translating device, and means for reversing the polarity of said translating device and said generator comprising a pole reversing switch for said translating device having a switch lever, a pole reversing switch for said generator having a switch lever, an operating lever, a segment, a catch on said operating lever adapted to engage different parts of said segment, said elements being so connected that the electrical translating device of each train is adapted to be arranged in circuit with the generator of another train, stops for limiting the rocking movement of said switch levers, and a yielding connection between said operating lever and said switch levers.

3. A safety apparatus for railway systems comprising electric conductors arranged lengthwise of the tracks, and instrumentalities arranged 011 a car of each train comprising contacts engaging with said conductors and tracks, an electric generator, an

electrical translating device, and means for reversing the polarity of said translating device and said generator comprising a pole reversing switch for said translating device having a switch lever, a pole reversing switch for said generator having a switch lever, an operating lever, a segment, a catch on said operating lever adapted to engage different parts of said segment, said elements being so connected that the electrical translating device of each train is adapted to be arranged in circuit with the generator of another train, stops for limiting the rocking movement of said switch levers, and a yielding connection between said operating lever and said switch levers, comprising rod sections connected respectively with said operating lever and said switch levers, and springs interposed between oppositely facing abutments on one of said rod sections and oppositely facing abutments on the other rod section.

4:. A safety apparatus for railway systems comprising a main track adapted to serve as an electrical conductor, an auxiliary conductor arranged lengthwise of the main track but electrically insulated therefrom, an inwardly inclined main contact wheel engaging with the upper side of said main track, an inwardly inclined auxiliary contact wheel engaging said auxiliary conductor and turning with said main wheel but electrically insulated therefrom, and means for supporting said contact wheels on a car of the train. 5. A safety apparatus for railway systems comprising a main track adapted to serve as an electrical conductor, an auxiliary conductor arranged lengthwise of the main track but electrically insulated therefrom, an inwardly inclined main contact wheel engaging with the upper side of said main track, an inwardly inclined auxiliary contact wheel engaging said auxiliary conductor and turning with said main wheel but electrically insulated therefrom, means for supporting said contact wheels on a car of the train, and brushes arranged on said supporting means and engaging with said wheels and connected in circuit with electrical generators and translating devices.

6. A safety apparatus for railway systems comprising a main track adapted to serve as an electrical conductor, an auxiliary conductor arranged lengthwise of the main track but electrically insulated therefrom, an inwardly inclined main contact wheel engaging with the upper side of said main track, an inwardly inclined auxiliary contact wheel engaging said auxiliary conductor and turning with said main wheel but electrically insulated therefrom, means for supporting said contact wheels on a car of the train, comprising an inwardly inclined'hanger on which said contact wheels are pivotally supported, and a spring which is adapted to be mounted on said car and on which said hanger is pivotally mounted.

7. A safety apparatus for railway systems comprising a main track adapted to serve as an electrical conductor, an auxiliary conductor arranged lengthwise of the main track but 'electricallyinsulated therefrom, an inwardly inclined main contact wheel engag ing with the upperside of said main track, an inwardly inclined auxiliary contact wheel engaging said auxiliary conductor and turning withsaid main wheel but electrically insulated therefrom, means for supporting said contact wheels on a car of the train, comprising an inwardly inclined hanger having a lowersection on which said wheels are pivotally mounted, an upper 1 section yieldingly connected with said car, and a rotatable joint connecting-the upper andlower sections of said hanger.

8. A safety apparatus for railway systems comprising a main track adapted to serve as an electrical conductor, an auxiliary conductor arranged lengthwise of the main track but electrically insulated therefrom, an inwardly inclined main contact wheel engaging with the upper side of said main track, an inwardly inclined auxiliary contact wheelengaging said auxiliary conductor and turning with said main wheel but electrically insulated therefrom, means for supporting said contact wheels on a car of the train, comprising an inwardly inclined hanger to the lower end of which said contact wheels spring having its axis arranged horizontally and lengthwise of the car.

lVitness my hand this 5th day of October,

ALBERT rEooRELLA.

Witnesses:

FRANK BONAPORT, TI-IEO. L. Pom.-

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D, 0.