US1131006A - Electric signal system. - Google Patents

Description

E. A. &: H. 'V. REYNOLDS.

ELEGTRIG SIGNAL SYSTEM.

APPLIOATION FILED NOV. 9, 1912.

Patented Mar. 9, 1915.

3 SHEETS- SHEET 1.

zlzgwzar m Witnesses Inventors Attorneys I THE NORRIS PETERS CO4. PHOTO-LITHO.. WASHINGTON, D. 1

E. A. & H. V. REYNOLDS.

ELEGTRIG SIGNAL SYSTEM.

APPLIGA'IION FILED NOV. 9, 1912.

1,131,006. Patented Mar. 9, 1915.

3 SHEETS-SHEET 2.

1mm; M if Inventors Attorneys THE NORRIS PETERS Co. PHOTO-LITHQ, WASHING IDN, u. c,

E. A. &: H. V. REYNOLDS.

ELECTRIC SIGNAL SYSTEM.

APPLIGATION FILED NOV. 9, 1912.

Patented Mar. 9, 1915.

3 SHEETSSHEET 3.

Inventors Attorneys UNITED STATES PATNT ornron.

EDWARD A. REYNOLDS AND HENRY V. REYNOLDS, OF ANDERSON, INDIANA.

ELECTRIC SIGNAL SYSTEM.

Application filed November 9, 1912.

To all whom it may concern Be it known that we, EDWARnA. REY- NOLDS and HENRY V. REYNOLDS, citizens of the United States, residing at Anderson, in the countyv of Madison, State of Indiana, have invented a new and useful Electric Signal System, of which the following is a specification.

The present invention relates to improvements in electric signal systems, the primary object of the present invention being the provision of a signal system especially adapted to be used at dangerous curves and sidings upon both steam and electric railroads, the same being so constructed and arranged as to warn approaching trains so that the same may be stopped Within a safe distance andto also warn a train of an open switch so that the train may be stopped before taking the switch or siding.

A further object of the present invention is the provision of means disposed along the right of way and coacting means carried by a moving train, whereby trains moving in the same direction will not be affected or receive a signal, but which due to the stoppage of a train ahead and the reverse movement thereof will give a signal to the approaching train.

A still further object of the present invention is the provision of telephonic means whereby the trains may be in telephonic connection with each other when at a standstill.

or with despatchers along the right of way.

With the foregoing and other objects in view which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of invention herein disclosed can be made within the scope of what is claimed without departing from thespirit of the invention.

In the drawings Figure 1 is a diagrammatic view of the present invention as applied to a steam railway of a single track type and including a siding, the train carried electrical connection being shown in diagram and as carried by two approaching trains. Fig. 2 is an enlarged detail view of themode of mounting the contacts carried by the locomotive or motor car. Figs. 3 and 4 are detail views of the contacts. Figs. 5 and 6 are detail views of the method of securing the contact rails to the ties of Specification of Letters Patent.

Patented Mar. 9, 1915.

Serial N00 730,457.

the railroad. Figs. 7 and 8 are detail views of the switch carried in the cab of the locomotive or motor car for maintaining the circuit in signaling connection, and whereby the telephone may be placed in proper electrical connection. Figs. 9 and 10 are detail views of the switch for producing the necessary closure at the switch points to permit a train to take the siding; Figs. 11 and 12 are detail views of the reversing switch to change the polarity of the current in the train carried circuit and also showing the connection thereof for operation from the reverse lever. Fig. 13 is a diagrammatic view of a crossing arrangement.

Referring to the drawings, the numerals l1 designate the main rails of a steam railway system while the numerals 22' designate the siding rails, each one of which is provided with the movable switch points 33, as clearly illustrated in Fig. 1. These switch points as shown are each controlled by the bar 4 so that the switch point may be moved to and from engagement with the respective main rails 1 to permit of the train taking the siding.

Disposed between and parallel with the respective rails, as clearly shown in Fig. 1,

are the two parallel conductor strips 55', 66, and 5*5 these strips terminating at the switch points and being at other points slightly above the tread of the rails but not sufficiently high to'interfere With any of the depending portions of the train. The strips 55 are connected by means of the con ductors 7 and 9, to the adjacent ends of the strips 66, while the opposite ends of the strips 6-6 are connected by means of conductors 8 and 10 to the respective strips 5 5 By this means the respectivestrips are connected electrically around theswitch points 33 and thus trains located upon the rails as indicated at LL may establish an electrical connection upon opposite sides of the siding so that each of the respective trains, assuming that both are approaching will receive a signal as Wlll. presently appear.

It is desirable that when the switch points 33 are closed, that the respective strips 55 and 5 -5 be electricallybridged at their respective ends adjacent the switch point so that a train located upon the main line to either side of the siding will be notified of the condition of the switch point Within reasonable distance and in ample time to bring the train to a halt. In order to accomplish this, an electric switch S or S is disposed at the entrance of each siding and-its lever 11 is so mounted as to be swung into contact with the point 13, and as the conductor 12 is led from the strip 5 to the lever 11., and the conductor 14 is led from the contact point 13 to the strip 5, it is evident that the switch lever 11 in contacting the point 13 will connect the conductors 12 and 14 and thus close a circuit at the end of the strips 55. The strips 5" are similarly affected at the other end of the siding as clearly illustrated in Fig. 1.

In. order to properly operate the respective switch levers 11, when the switch points 33 have been operated, two disks 15 are disposed upon the switch operating rods or bars 4 and the extreme end of the lever 11 is disposed therebetween so that when the handle 16 is moved to operate the switch point, the said lever will be moved to either close or open the above circuit, which is normally open.

As both of the respective motor cars'or locomotives L-L are similarly equipped, the description of one will suiiice for both. In the present case, two contact plates or shoes l717 are carried by the motor car or locomotive and are disposed so that their contact ends are in sliding contact with the respective strips, as 55', and led from these contact strips are the respective conductors 18l8 which as clearly shown are connected to the intermediate terminals 1919 of the train carried pole changing switch 20. As clearly shown, the pole changing switch .20 is provided with the four points aa, b? which are connected by means of the cross conductors c0 so that the flow of current may be reversed, as is usual in systems of this type. Led from the contacts aa is a conductor 21., which has bridged therefrom a conductor 22 which leads to the contact 23, which is carried by the base A which has pivoted thereto, the respective switch levers 24, 30 and 33, the purpose of which will presently appear. Under normal conditions the spring 50 maintains the switch levers in the position, as shown in Fig. 1, with the lever 24 upon the contact 23 and the lever 30 upon the contact 29, the lever 33 being in neutral position.

Leading from the lever 24 is a conductor 25, which is connected to one side of the battery 26 or any suitable source of electrical energy. Leading from the opposite side of the battery. 26 is a conductor 27, which is connected to the coil of the signal 100, which has leading therefrom, the conductor 28 which is connected to the contact 29, and asthe lever 30 is in engagement with the contact 29, the signal 100 will be properly connected for actuation through the conductors 30 and 31 to the contact 5 of the pole changing switch 20. It will thus be seen that the signal 100 is at all times in proper position for actuation either due to the close proximity of an approaching train or when the switch 11 is closed toconnect the-conductors 12 and 14, such closure of the conductors l2 and 14 closing a circuit with the locomotive L upon the rails and havingthe contacts 1717 in engagement with the strips 55. As soon as the engineman. has. been signaled, the switch A is manipulated so as to move the levers 24,30 and 33 against the tension of the spring 50, this action cutting out the signal 100 and connecting ,to the line, the transmitter T and the receiver B so that the engineman or motorman may'be placed in talking communication with the train that has caused the danger signal.

The electrical connections made for connecting the transmitter T and the receiver R for communication with the strips 5--5' consists of the branch conductor 32 leading from the branch conductor 21 to a contact:

32 of the switch A, the switch lever 33 be-.

ing held by the operator upon the. contact' switch A against the tension of its spring- 50, and the subsequent operation ofa callup magneto (not shown), will cause the ringing of a call-up alarm (not shown)- upon the telephone outfit in the other train,

so that when the receiver R is raised from the hook, the transmitter-and receiver will be properly connected to the strips 55 or the other strips of the system for the transmission of speech; As shown the conductor 40 is bridged from-the contact 39015 the tele phone set to a contact. 41 disposed. in the path to be engaged by the switch lever .30

while a conductor 42 is led from the post.

43 of the telephone set and is connected to the conductor 41 which is grounded to the axle of the locomotive. Thus in this case,- the rails of the main line are used as a return and either one of the conductors-18 or 18' as the feed wire of the telephone system.

There a system equipped with the present apparatus crosses another railroad system unequipped, and it is therefore desir-x able to signal a train about to cross or within the danger zone of the near approach of another train, the installation asshown in Fig. 13 is employed, the rail section 60 of the crossing line being insulated at 61 from the crossing line with the bridge conductors 6262 which surround the crossing section, one conductor 62 being connected to strip 5, while conductor 62 is connected to strip 5. Thus should a trainbe upon the crossing section, a train upon the rails 11, the two contact rails 55 being short circuited, will receive the necessary signal and thus be properly notified of the danger of the crossmg.

It is evident that the respective contact strips 55, 66, and 55 may be connected at the respective stations along the line for the station agent or despatcher, by a telephone outfit, so that a switch may be manipulated to produce a danger signal in the approaching train, which when the train stops will be placed into telephonic connection with the despatcher so that the engineman or motorman may be notified directly through the telephone system as to his orders.

As shown in Figs. 2, 3 and 4:, the contacts 1717 are each composed of two metal strips bridged at their lower ends by a metal wearing piece 17 and having their upper or right angled ends carried by an insulating stripl'? which is connected to the truck of the locomotive or motor car, as clearly illustrated in Fig. 2.

As shown in Figs. 5 and 6, the metal strips 55 are properly supported in the tie engaging screw 65, whose lower threaded shank is disposed in the tie which acts as an insulating means and carries the right angled detachable arm 66, which is pierced by the bolt 67 to lock the strips in the position as shown. The switches S and S which are disposed adjacent to the switch point operating mechanism are constructed with the movable casings, so that the contact points its insulating bar 68'and the rod 69 to the Y reversing lever 7 0 of the controller C, the

same being so disposed that should the motorman of necessity reverse the controller, the polarity of the current will be changed by the pole changing switch 20, so that the approaching train will be notified of the danger and receive the danger signal.

What is claimed is:

In an electrical train signal system, the

trafiic rails, two parallel conductors, a par tial circuit carried by a train and including, a source of electrical energy, two independent contact members carried by the train and in said partial circuit, said members engaging the respective parallel conductors, a pole changer included in the partial circuit, a signal device also includedin the partial circnit,a telephone set, a conductor leading from the telephone set and grounded through the wheels of the train to the traflic rails, and a switch having a plurality of members, one of which is connected to the source of electrical energy at all times, and

another of which connects and disconnects the telephone set to and from said source and one of the independent contact members.

In testimony that we claim the foregoing as our own, we have hereto afiiXed our signatures in the presence of two witnesses.

' EDWARD A. REYNOLDS.

, HENRY V. REYNOLDS.

Witnesses: v

EUGENE HARTLEY, FRANK M. REYNOLDS.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. 1 Washington, D. G.

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