US1136750A

US1136750A - Electric train signaling and controlling system.

Info

Publication number: US1136750A
Application number: US77131213A
Authority: US
Inventors: Andrew J Allard
Original assignee: D R CREECY JR; T F GREEN
Current assignee: D R CREECY JR; T F GREEN
Priority date: 1913-06-02
Filing date: 1913-06-02
Publication date: 1915-04-20
Anticipated expiration: 1932-04-20

Description

A. J ALLARD.

ELECTRIC TRAIN SIGNALING AND CONTROLLING SYSTEM.

APPLICATION FILED JUNE 2,1913.

Patented Apr. 20, 1915.

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R m m m I Allarney THE NORRIS PETERS CO7, PHOIXLLITHOH WASHINGTON, D C.

A. J. ALLARD. ELECTRIC TRAIN SIGNALING AND CONTROLLING SYSTEM.

- APPLICATION FILED JUNE 2, T913.

Patented Apr. 20, 1915.

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. K3 5 77 ,ga' 90 PF JS M0 90 THE NORRIS PETERS CO, PHOTO-LITHQ. WASHINGTON, Dv C A. J. ALLARD.

ELECTRIC TRAIN SIGNALING AND CONTROLUNG SYSTEM.

APPLICATION FILED JUNE 2.19m.

1,136,750., Patented Apr. 20, 1915.

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ANDREW' J. ALLARID, OF RICHMOND, VIRGINIA, ASSIGNOR OE ONE-THIRD TO T. F. GREEN AND ONE-THIRD TO 1). R. CR-EECY, JR, BOTH 0F RICHMOND, VIRGINIA.

ELECTRIC TRAIN SIGNALING AND CONTROLLING SYSTEM.

Application filed June 2, 1913.

To all whom it may concernv Be it known that I, ANDREW J. ALLARD, of Richmond, in the county of Henrico and State of Virginia, have invented certain new and useful Improvements in Electric Train Signaling and Controlling Systems; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to improvements in electric train signaling and controlling systems and more particularly to such as are intended to display signals in the cabs .of locomotives in the motormans vestibule of an electric car, and to cause, automatically, the stopping of the train if the signal be ignored, one object of the invention being to so construct and arrange circuits and devices that when two trains, running in opposite directions, approach opposite ends of the same block simultaneously, each of said trains will be stopped shortly after they have entered the block.

A further object is to provide means whereby two trains, running in opposite directions and approaching the same block terminal, will each be signaled and stopped.

A further object is to so construct and arrange the circuits and devices that a train will be prevented from entering one end of a block until a preceding train has entirely passed from the other end of the same block, thus avoiding danger of a rear end collision when the preceding train is very long.

A further object is to provide against accident in case of displaced or broken contact rails, such as might occur by the breaking and dragging of some part of the rolling equipment.

A further object is to so construct and arrange the circuits and devices that the displaying of false signals will be prevented when two trains are running in the same direction and the second train enters a block before the first train has fully passed the forward lapping end of the same block.

A further object is to provide, in a block system operable to protect trains from both rear-end and head-on collisions, simple and efiicient means cooperable with such Specification of Letters Patent.

Patented Apr. 20, 1915.

Serial No. 771,312.

system, for manipulating the circuits and devices. of the signal-controlling means when a siding between the ends of a block receive a train, so that the progress of a train entering either end of the block while another train is in the siding will be controlled.

A further object is to provide simple and eflicient means to effect, automatically, the locking and unlocking of the siding switch, whereby a train may be prevented from leaving the siding when another train on the main track is approaching the siding switch.

With these and other objects in view, the invention consists in certain novel features of construction and combinations and arrangements of parts, as hereinafter Set forth and pointed out in the claims.

In the accompanying drawings; Figure 1 is a diagrammatical view illustrating the circuits and devices along the railroad; and showing two block junctions; Fig. 2 is a diagrammatical view showing two block junctions, and circuits for controlling the siding switch locking means; Fig. 3 is a diagrammatical view showing the circuits anddevices on the rolling equipment; Fig. 4 is an enlarged view partly in section and partly in elevation showing one of the circuit controlling instruments located at the junctions of blocks of railway, and Fig. 5 is a plan view, partly in section of said instrument.

l, 2, represent the rails of a railway track. The raill is continuous, while the rail 2. is divided, at the intersection of the blocks, into insulated sections a, 5. Comparatively near, and at respective sides of the juncture of each two blocks, contact rails 6 are centrally located between the rails of the track and each is connected by a circuit including a resistance 8 and a battery 9, with a shorter contact rail 10. Located some distance from each long rail 6, is a short, centrally located contact rail 11 which is electrically connected with said long rail by means of a suitable conductor 12. Contact

rails

13 and 14 are located at respective sides of the center of the track near one end of each central contact rail, and when a siding 15 occurs between the ends of a block, short contact rails 16, 17 are located appreciable distances from the ends of the siding and nearer to the track rails than arethe

contact rails

13 and 14. The various contact rails ale intended for cooperation with contact shoes on a locomotive for the purpose of completing circuits through certain signaling and controlling appliances on the 10- comotives, and the truck frame of the latter also serves to electrically connect the track rails, all as hereinafter more fully explained.

Near the intersection of the blocks of railway, circuit shifting instruments 18 are located. Each of these instruments comprises a drum 19 of insulating material, and the journals 20 of said drum are mounted in brackets 21 secured upon a suitable base 22. To one end of the drum, a notched ring 23 is secured, the notches in said ring forming shoulders 24. A yoke 25 is secured to the platform and extends over the notched ring 23. This yoke is made with elongated slots 26, in the upper portions of which, the upper ends of curved arms 27 of weighted dogs 2829 are pivotally supported, the teeth of said dogs being adapted to engage the re: spective shoulders 24 of the notched ring and lock the drum in the position to which it may be moved. A disk 30 is secured to one end of the drum 19 and to this disk, at diametrically opposite sides of its center pins 31 are secured. Vith these pins, the upper portions of slotted links 32 are connected and these links are pivotally connected at their lower ends to a pendulous rod 33 depending through an opening in the base 22 and provided at its lower end with a weight 34. The weight 84 will operate to retain the drum in and return it to its normal position. For the purpose of rocking the drum 19, electromagnets 3536 are provided. The armatures 37 are carried by pivoted levers 3839, and the free inner ends of these levers are connected, by means of links 40, with the pins 31 011 the disk 30. The weighted dogs 28-29 are so pivotally supported that the teeth of said dogs will press toward the notched ring 23 so that when the drum is turned in one direction or the other, one of these dogs will drop under one of the shoulders 24 of said ring and thus lock the drum in the position to which it has been shifted. The dogs 2829 will be actuated to release the drum, by means of electromagnets 4142.

The drum 19 of the instrument 18 is provided with a plurality of contact plates to cooperate with contact fingers as will now be described. Although the drum is cylindrical in form, reference will be made to the top, bottom and sides of said drum in order to describe the location of the contact plates,reference being had to the drum when the same is in its normal position. On the top face of the drum, contact plates 43,

44, 45, 46 and 47 are located; (the plates 45 and 47 being each made in two separated sections) and on the bottom face,

contact plates

48, 49, 50 and 51 are secured the latter being made in two separated parts electrically connected with the parts of the contact plate 47. Contact fingers52-53 and 5455 cooperate with the contact plate 43; fingers 5657 and 5859 are arranged to be engaged by contact plate 48;

fingers

60, 61 and 62-63 are disposed to cooperate with contact plate 44; fingers 64 65 and 66-67 are so located as to be engaged by contact plate sections 45 fingers 6869 and 70-71 are arranged to be connected by contact plate 50; fingers 72-73 and v747'5 cooperate with contact plate 46; fingers 7677 and 787 9 cooperate with contact plate 49,

fingers

80 and 82 cooperate with contact plate sections 47, and, fingers 81-81 and 8383 cooperate with the sections of contact plate 51.

In Fig. 1 of the drawing, I have shown a block B, and parts of two other blocks A and C; and two block terminals'D and E and switches FF at respective ends of the siding l5, and in Fig. 2' I have shown two block junctions G and Dand a portion of the siding. The circuits and devices at all the block terminals, and for both ends of the siding, are the same and hence a detail description of the circuits and devices and their operation at each block terminal will be superfluous. The cooperation of the'circuits and devices at one or another block terminal with those of adjacent block terminals will, however be hereinafter eX- plained.

The contact fingers 52 and 54 are electrically connected by a conductor 84 and the latter is connected by a conductor 85 with one terminalof a battery 86, the other ter minal of this battery being connected, by means of a conductor 87, with one terminal of a smaller batteryr88, and the other terminal of the last-mentioned battery is connected by a conductor 89 with the rail 1.

At the terminals of the blocks, two sets of contact rails 6, 101l1314 are shown, one set for trains running in one direction and the other set for trains running in the opposite direction, and for convenience, these contact rails may be termed east-bound and west-bound contact rails,-the east bound trains running from left to right and the westbound trains running from right to left.

The contact finger 8 1 of one circuit-controlling instrument (at E for instance) is connected by a line conductor 90 with a contact. finger 83 of the instrument 18 at the other end of the block (as at the block terminal D.Fig, 1).. The contact finger 77 (at v E) 1S connected by a line conductor 91, with acontact finger 79 (at D), and contact finger 76 (at E) is connected 'by a conductor 92,

with a contact finger 7 8 (at D), the circuit of this conductor also including the magnets 93 of circuit closers 91 at E and D.

A conductor 95 is connected with the rail section 1 and with the conductor 87 between the

batteries

86 and 88, the circuit of this conductor including a circuit closer 96 and the magnet 97 of a circuit closer 98. When a west-bound train reaches the rail section 1 (at E), a circuit will be closed, which may be traced from battery 88 by conductor 87 to conductor 87, the circuit closer magnet 97 and circuit closer 96 and by conductor 95 to rail section 1; then through truck of locomotive to rail 1 and finally, by conductor 89 to battery 88. Thus the magnet 97 will be energized to close a circuit at 98. This last-mentioned circuit may be traced from battery 86 by conductor 87 to conductor 87 to circuit closer 98; then by a conductor 99 to one coil magnet 35, then by conductor 100 to contact finger 67, then by contact plate 15 to finger 66 (said contact plate electrically connecting the

fingers

66 and 67 and also fingers 61 and 65 when the drum 19 is in normal position), then by a conductor 101 to the other coil of magnet 35, and then by a conductor 102 to battery 86. The current in this circuit will energize magnet 35 and cause the same to actuate lever 38 to turn the drum 19 from left to right, in which position it will become locked. Included in parallel with the magnets 35 are the magnets 103 of a circuit closer 101. The armature lever 105 of this circuit closer is provided with a weighted end 106, and near its other end, said lever is provided with a contact point 107 to engage an adjustable contact screw 108 located over the same, and an adjustable insulated contact screw 109 is provided to limit movement of the arma- V ture lever toward the magnets 103. When the circuit ofthe magnets 35 is closed and the drum 19 (at E) turned as above described, the circuit closer 101 will open another circuit which will be afterward closed for the purpose of releasing the instrument at the end of the block to the right of E, assuming the train to be running from right to left and just entering the block 13. For convenience in tracing the circuit controlled by the circuit closer 101, it may be well to assume temporarily that the west-bound train is just passing the block terminal D instead of E, and that the drum of the instrument at E had been shifted as above de- 8 scribed. lVhen the train bridges the rails 15 at D, circuits such as above described will be established to shift the instrument 18 at D to the right. The instrument 18 at E had been previously shifted to the right when the train passed that block terminal. The magnets 103 of circuit closer 101 at D will actuate their armature to open the circuit in which said circuit closer is in eluded, and, under the conditions above assumed, this circuit may be traced as follows: from battery 86 at D, by conductor 110 to conductor 92, through magnet 93 at left of E to contact finger 76 of instrument 18 at E, to plate 19, to finger 7 7; then by conductor 91 to contact finger 79 of instrument 18 at D; then by a conductor 112 to contact finger 75, to plate 16, to contact finger 71; then by conductor 113 to armature lever 105 of circuit closer 101 at D, then to contact 108 of said circuit closer (when the latter is closed); then by conductors 111 to a conductor 115 through a (normally open) circuit closer 115, then by a conductor 115 to a conductor 191 to conductor 102, to battery 86 at D. When the circuit just traced is closed at 101 and 115 at D, the magnet 93 at left of E will be energized and the following circuit will be established (by closing the circuit closer 91) to actuate unlocking magnet 12 at E for releasing the drum 19 at E and permitting it to return to normal position. This circuit of the unlocking magnet 12 may be traced as follows: from battery 86 at E, by conductor to conductor 116; then through coil of releasing magnet 12; then by conductor 117 to circuit closer 91 (at E), then by conductor 110 (at left of E) to conductor 87 and by the latter to the battery 86.

It should be borne in mind that when the locomotive of the train bridges the rails 15 at D, the instrument 18 at D will be shifted, but it is desirable that the instrument at E shall not be released and permitted to return to normal until every car of the train has passed the block terminal D and ceased to bridge the rails 15. This is especially important in the case of a very long train, so as to avoid possibility of a rear end collision between two trains running in the same direction. Thus it will be observed that with the instruments 18 at both block terminals D and E shifted from left to right, the magnets 103 at D will remain in a closed circuit as long as any part of a train running from right to left is bridging the rails 15 at D, and that therefore the circuit closers 101 at D and 91 at E will be kept open and the unlocking magnet 12 at E denergized. The importance of maintaining the instrument at E set in its shifted position is due to the fact that such shifting of said instrument establishes certain partial circuits to cotiperate with cab circuits to give a rearend signal to a following train (as hereinafter explained), and if the instrument at E were returned to normal (thus destroying the circuits for the rearend signals) as soon as a preceding train reaches the block terminal D, the following train would be permitted to enter the block at E before the first train has completely passed the block terminal D. This might entail danger in case the first train were a very long one.

When the last car of the first train has passed the block terminal D and ceases to bridge the rails 1-5, the circuit of magnet 103 at D will be opened and the weighted armature 105 will cause the closing of circuit closer 104:, thus closing the circuit of magnet 93 at E and the closing of the circuit closer 94 and the Circuit of the releasing magnet 42 at E. The instrument at E will now return to normal and a second train may enter the block B at E. If a sec- 0nd train arrives at E before the first train has passed D, it would operate to again shift the instrument 18 at E and the circuit of the unlocking magnet would be closed and hence the instrument would tend to immediately return to normal. To prevent such condition, the circuit closer 115 is provided, and this circuit closer is controlled by a magnet 115 connected in circuit with a battery 115 between rails 12 in advance of the insulated rail section 5. It will be observed that portions of a train will bridge rails 1 and 2 and 1 and 5 at the same time and that the circuit of magnet 115 will be closed through the trucks of the cars as long as they bridge the rails 12, and also that the magnet 115 will be energized during this time, to retain closed the circuit closer 115. Now, when the last car of the train has passed the circuit closer 115, the circuit of magnet 115 will be opened, and consequently the circuit which includes the circuit closers 115 and 101 will be open at 115 so that when the instrument 18 at E is shifted to the right by the arrival of a following train running from right to left, the circuit of the unlocking magnet 42 will be open and the instrument 18 will remain shifted until it shall be subsequently released by the operation of the circuits and devices when this train passes the block junction D, as above described.

Returning now to the assumption that a west-bound train is at E and just about to enter the block B. The west-bound train arriving at E having caused the shifting of the drum 19, at E, the following conditions will be established: The caution contact rails 61011 and intermediate connections, at the right of block intersection E, will be included in a battery circuit which will be completed through signaling and controlling devices on the locomotive of a following west-bound train should such train arrive .at the block intersection E while the instrument remains set as above described and before the first train reaches the block intersection l). The circuit to which reference has just been made, is established by the shifting of the drum 19 at E to the right as follows :from battery 86 at E by conductor, 85 and 84 to contact finger 54;

then by contact plate 43 to finger 55 then by conductor 119 to conductor 120; then by the latter to battery 9, to conductor 7, to

contact rail 10 at the right of block junction E and by resistance 8 to contact rail 6, then through signaling devices on the train; then by rail 1 to conductor 89 and then through battery 88 and conductor 87 to battery 86. This will operate certain signaling instrumentalities to give a caution signal or to stopthe train, as will now be explained. The locomotive carries a contact show 121 in position to engage the contact rails 61011. The shoe 121 is connected by conductors 122 and 123 with one terminal of a solenoid 124:, the other terminal of the latter being connected by a conductor 125 with a conductor 126. The conductor 126 is connected with one terminal of a battery 127, and the other terminal of the latter is connected by a conductor 128 with the truck frame 129. The core of the solenoid 124: is connected with an arm 130 of a pivoted block or caution signal blade 131.

A westbound train having passed block intersection E and another east-bound train having reached the contact rail 11 at the right of E, the circuits of the batteries 8688 and 127 will be closed through the solenoid 124: and the signal blade 131 will be raised to caution to indicate to the engineer that there is another train in his vicinity, in the block ahead. As the westbound train No. 2 proceeds and its shoe 121 engages the long contact rail 6, the signal blade 131 will be again raised (assuming west-bound train No. 1 to be still in the block ahead), and indicate to the engineer that he should slow down. Should he disregard such caution signal and neglect to bring the speed of his train to a speed of say less than five miles an hour, the brakes of his train will be applied when he reaches the contact rail 10 and passes over said rail at a speed exceeding the predetermined speed of, say five miles per hour. The means whereby these results are accomplished will now be described.

A brake-controlling valve is indicated in Fig. 2 at 132 and with the stem 133 of this valve, a weighted lever 13 i is connected.v A lever 135 is pivoted to a fixed support and also to the stem 133 of the valve. The lever 135 is provided with a trip arm 136 to be engaged by a weighted trip lever 137 which is under the control of an electro-magnet 138. One terminal of the magnet 138 is connected, by a conductor 139 with a conductor 1 10 and the latter is connected with the conductor 125. The other terminal of the magnet 138 is connected by a conductor 141 with a contact point 142. A weighted contact lever 143 is 'pivotally supported in proximity to the contact point 142 and this contact lever is connected by a conductor 14 1 with the conductor 128. The contact lever 143 is maintained normally out of engagement with the contact point 142 as shown in Fig. 2, by means of a weighted latch lever 145 which is under the control of an electromagnet 146. One terminal of the magnet 146 is connected, by a conductor 147 with the conductor 123 and the other terminal of said magnet is connected by a conductor 148 with a speedometer indicated diagrammatically at 149. The movable arm of the speedometer cooperates with fixed contact points, with one of-which the conductor 126 is connected. Assuming now, that the train passes over the contact rail 10, at a speed greater than, say five miles an hour, the movable arm of the speedometer will engage the contact point with which the conductor 126 is connected and thus close the circuit in which the magnet 146 is included. When the com tact shoe 121 engages the rail 10, the resistance in the circuit will be changed by the cutting out of the resistance 8 and including battery 9 in the circuit. The solenoid 124 and magnet 146 will now be included in parallel and the current in the circuit being now increased by excluding the resistance 8 and including the battery 9, sufficient current will be supplied to energize both the solenoid 124 (retaining the signal blade 131 in raised position) and the magnet 146. The result will be that the magnet 146 will actuate the latch lever 145 to release the contact lever 143 and permit the latter to drop into engagement with the contact point 142.

This will close a local cab circuit including the magnet 138 and battery 127 and cause the latch lever 137 to release the lever 135 and permit the operation of the valve 132 to cause the application of the train brakes.

Returning again to the shifting of the drum 19 of instrument 18 at E when the first west-bound train reached the rail sec tion 4, it will be observed that a partial circuit will be closed including battery 86 and contact rail 13 to the right at E, for the purpose of causing the operation of a signal blade in the cab of a following west-bound train to denote that the first west-bound train is in the block ahead, and thus a rear end collision with the first train by the second train will be avoided. Thus, when the drum 19 at E is shifted to the right, the following partial circuit will be established to put cur- I rent on the contact rail 13 at the right at E: from battery 86, by

conductors

85 and 84 to a conductor 150; then to finger 62; then by contact plate 44 to finger 63; then by conductor 151 to contact rail 13. The other terminal of battery 86 is connected through conductors 8789 and battery 88 with the track rail 1. \Vhen the second or No. 2 west-bound train reaches the contact rail 13 at the right at E, a contact shoe 152 on the locomotive will engage said rail 13 and complete (in the cab) the partial circuit above described through a conductor 153, magnets 154,

conductors

155, 156, 140, 125 and 126 to battery 127 and from said battery by conductor 128 to the truck frame 129 and from the latter to the track rail 1. When the magnet 154 is thus energized, it will actuate its armature 157 and move a tooth 158 on the same, out of the path of a trip arm projecting from a signal blade 159 which, on the drawing is marked Reari vVhen the signal blade 159 is thus permitted to rise, the engineer on west-bound train N o. 2 will be notified that he is in rear of westbound train No. 1 which is still in the block ahead. Train No. 2 will remain at E until the cab signal 131 returns to normal or safety positions, and this will occur when the switch drum 19 at E is tripped and permitted to return to normal (thus opening the switch controlling circuits), when the first train has passed the block junction indicated at D, as previously explained. The circuit of conductor 156 may contain an audible signal indicated at 156.

. When the drum 19 of instrument switch 18 at E was shifted to the right by the arrival of a west-bound train, certain partial circuits were established to operate a headon signal in the cab of an east-bound train arriving at D and thus protect the westbound train from a head-on collision with the east-bound train in the block A. The partial circuits last above mentioned may be traced as follows: from battery 86 at E to line 85, to line 84, to contact finger 54, contact plate 43, finger 55, conductor 119, conductor 120, contact finger 81 contact plate 51, finger 81, line conductor 90, finger 83 of instrument switch at I),

contact plates

51 and 47, and finger 82 and then by conductor 160 to contact rail 14 at the left at D. The remainder of this partial circuit may be traced from rail 1, conductors 8987 and battery 88 to the battery 86. Should an east-bound train now arrive at the contact rail 14 at the left at D, the partial circuit would be completed through circuits and devices on the locomotive as follows: A shoe 161 on the locomotive is arranged to engage the said contact rail 14. From this shoe the circuit can be traced by way of a conductor 162 to a magnet 163, from said magnet, by conductor 155 to conductor 156, then by conductor 140 to conductor 125, to conductor 126, to battery 127, and then by conductor 128 to truck frame 129 and the track rail 1. The completing of this circuit will energize magnet 163 and cause the same to actuate its armature 164 and remove a tooth 165 thereon, out of the path of a trip arm 166 on a signal blade 167 marked Head,thus releasing said signal blade and permitting it to-rise and indicate that a train is in the block ahead running in the opposite direction,viz. westward in the present instance. The first west-bound train to which reference has been hereinbefore made, will now be protected against a head-on collision as well as a rear end collision.

Movement to the right of the drum 19 of switch instrument 18 at E, as before de scribed, also operates to put current on the caution contact rails 6-1011 at the left at D so that the cab signaling and controlling means (controlled by the current supplied to these rails,) in the locomotive of the east-bound train arriving at D will be rendered operative. The circuit whereby these results are accomplished is in parallel with the circuit above described for putting current on the head-on signal rail 14: at the left at D, the branch to include the contact rails 61011 starting at 83 at D. In order that this circuit may be more readily understood, the full circuit may be traced as follows: from battery 86 at E, by conductors 85-81 to finger 5 1, to plate 48, to finger 55, to'conductor 119, to conductor 120, to finger 81 to contact plate 51, to finger 81, then by line conductor 90 to contact finger 83 at D, to contact plate 51 to finger 83*, then by conductor 120 at D to resistance 8 and battery 9 and contact rails 6 and 10 (in parallel) at left at D, to contact shoe 121 from one of said contact rails and through cab circuits connected with shoe 121 to track rail 1, thenthus by conductor 89 and'battery 88 to conductor 87 to battery 86 at E. 7

Should one or more of the contact rails become displaced, as might possibly'occur in case of breakage of some portion of the rolling equipment, causing the broken part to depend and drag the contact rails from the bearings, provision is made to prevent disabling of the system. At each block junction, each pair of the contact rails 6and '11 are connected by a local closed circuit 168 including said contact rails 6- 11, conductor 12, a battery 169 and a magnet 170. The magnet 170 (which is a high resistancemagnet) controls a normally open circuit'closer 171. One terminal of this circuit closer is formed by the armature lever for said magnet and is connected by a conductor 172 with an armature lever controlled by a magnet 17 3, said last-mentioned armature lever constituting one terminal of circuit closer 96. The other terminal of the circuit closer 171 is connected, by a conductor 17 1 with track rail 1.

Should one of the contact rails 6--11 become demolished as above described, so as to open the normally closed circuit including the magnet 170, the circuit closer 171 would be at once closed, thus closing the circuit which includes said circuit closer, as follows: from battery 88 (at-D), by conductor 89 to track rail 1,'toconductor 17 1,

shifting the drum 19 of instrument 18,in

this instance shifting the instrument at D to the left, before a train bridges the rails 4c-1 at D, which, under normal conditions would effect the shifting of the instrument 18 at D to the left. When the instrument at D is thus shifted to the left, current will be put upon the contact rail 10 at left of D,

and hence when the shoe 121 on an east boundtrain reaches said contact rail 10, the train would be stopped in the manner previously explained. The instrument at D has now been shifted to render operative the signaling means controlled by thisinstrument, before the train has arrived at the rail 4 where such shifting would be effected under normal conditions, and the train has been automatically stopped, enabling the engineer to discover and report the damage. The instrument at D will remain shifted to the left and a train will be blocked at D as long as the circuit is closed at the circuit closer 171 at the left of D. When the damage has been repaired and the train, proceeding to the right, reaches the other end of block B, at E,the shifting of the instrument at the latter block junction, will cause the instrument at D to be unlocked and permitted to go to normal, in the manner hereinbefore explained.

Contact rails are provided in' each end portion of the siding 15 corresponding with the contact rails between the main track rails adjacent to the block terminals. Thus, near each end of the siding, contact rails 6 10 -11 are provided, the rails 6 and 11 being connected by a conductor 12 and a'conductor 175 connects the contact rail'6 with the conductor 12. Each contact rail 10 in the siding is connected with the contact rails 10 by means of conductors 176. Head-on and rear-end contact rails 14 and 13 are also provided in the siding. Contact rail 13 is connected'by a conductor 177 with conductor 151, and contact rail 14: is connected by a conductor 178 with conductor 160. Thus it will be seen that the contact rails in the siding are connected in parallel with the adjacent contact rails betweenthe main rails near the adjacent block junctions. I

The switch F at each end of the siding comprises a switch bar 179 connected with the movable rails of thesiding switch and this bar is provided with contact arms 180181 and 182 (the

arms

181 and 182 being spaced nearer together than the contact arms 180'181) to cooperate with contact fingers 183-18 1 '1851 86 and 187 and 188. The contact finger 188 is connected by a conductor 189, with a conductor 190 and the latter is connected in parallel with contact fingers 5658 of instrument 18. Contact finger 187 of switch F is connected by a conductor 191 with rail 1. Contact finger 186, is connected by conductor 192 with contact rail 17 located between the main track rails some distance from the siding terminals, and the conductors 192 at respective ends of the siding are connected by a conductor 193. Contact finger 185 of switch F is connected by a conductor 19 1 with conductor 102. Contact finger 181 is connected by conductor 195 with conductor 172, and contact finger 188 is connected with conductor 191.

The contact rails 16-17 are so located between the track rails that they will be in position to be engaged by the shoe 196 on the locomotive for the purpose of closing a cab circuit to operate a switch signal in the cab. This cab circuit includes a magnet 197 having one terminal connected by a conductor 198 with the shoe 196 and having its other terminal connected, by a conductor 199 with the conductor 156. The magnet 197 controls a latch 200 which is engaged by the arm 201 of a signal blade 202, having the word Switch indicated thereon. Thus it will be seen that when shoe 196 engages a contact rail 16 or 17, a cab circuit will be closed (the source of the current in which will be hereinafter eX- plained), from shoe 196, by conductor 198 to magnet 197 from the latter by conductor 199 to conductor 156, 14-0, 125, and 126 to battery 127 and from the latter, by conductor 128 to the truck frame 129. The magnet 1.97 will thus be energized and the switch signal blade released.

Assume now that a train running from left to right arrives at D and that it is necessary for this train to take the siding.

When the train reaches the rail section 4: at left of D, the instrument 18 at this block junction, will be shifted to the left, for signaling purposes which have been hereinbefore explained. When the trainreachcs the siding switch, the trainman will throw the same to permit the train to run upon the siding. In thus throwing the siding switch, the switch F will be operated as follows During the movement of the switch bar 179,

the finger 182 will pass over the contact fingers 187188 and momentarily connect the same and establish a circuit as follows from battery 86 to conductor 87, by conductors 8789 and battery 88, to finger 187 (of switch F) to contact arm 182, to finger 188, to conductor 189, to conductor 190. to contact finger 58 (of instrument 18 at D), to contact C8, to finger 59, to conductor 117, through unlocking magnet 41 (at D) to conductor 1.16, to conductor 85, to battery 86. This will operate to unlock instrument 18 at D and permit the same to return to normal. As the switch bar continues its throw, the circuit just described will be opened at 187188 and contact arm 181 will connect fingers 185186 and contact-arm 180 will connect fingers 181183. When arm 181 connects fingers 185186, a partial circuit will be formed which will put current on switch contact rails 16 and 17, so that a train approaching the block junctures at either end of the siding will receive a signal indicating an open switch,the circuits accomplishing this being traced as follows :from battery 86 to conductor 102, to conductor 19%, to contact finger 185 (switch F at D), to contact arm 181, to finger 186 to conductor 1.92 to contact rails 16 and 17, through cab circuits including switch-signal magnets 197 to rail, to conductors 89-87 and 88 to battery '86. Under these conditions, if another train passes over contact rails 16 or 17, the switch signal 202 in the cab will be released to indicate to the engineer that one of the siding switches is open.

When the switch bar 17 9 of switch F at D was shifted as above described and the contact fingers 181188 were connected by the contact arm 180, a circuit was established which operated to again shift the instrument 18 at D to the left. This circuit may be traced as follows: from battery 88 at D to conductor 89, to conductor 191, to finger 188, to contact arm 180, to finger 184, to conductor 195, through circuit closer 96,

through magnet 97, to conductor 99 to conductor 87 to battery 88. This will energize magnet 97 and close circuit closer 98 to operate the shifting magnet 36 at left of D, in the manner before explained. The train will now be run upon the siding and'after it has reached the same, the trainman will throw the switch so as to close the same to the main line. In thus throwing the switch, the switch bar 179 will be so moved as to disconnect the fingers 183184: and 185- 186, thus opening the circuits in which these fingers are included, and the contact fingers 187-188 will momentarily close the circuit in which these fingers are included, and effect the unlocking and release of the instrument at D. The main line is now clear for another train running from left to right through block 13, while the first train is in the siding.

Should a car on the siding accidentally run from the siding onto or dangerously near the main track, the instrument at the adjacent block junction will be shifted in a manner to signal an approaching train. Assume, for example, that a car has too nearly approached the end of the siding nearest the block junction E, in this event, the following conditions would be established. The ends 15" of the outer rail of the siding are insulated from the remaining portion of said rail and these insulated siding rail sections have electrical connection With the insulated sections 5 of the rail 2 of the main track. The inner rail 15 of the siding is connected with the rail 1 of the main track by conductors 15. Should a car of a train on the siding bridge the inner siding rail 15 and the insulated section 15 of the outer siding rail at the right hand end of the siding, the instrument at E would be shifted to the left in the same manner as when a train bridges the rail 1 and insulated rail section 5 of the main track, because the insulated section 15 is electrically connected with the main track rail section 5 and siding rail 15 is electrically connected with the main track rail 1. Thuswhen acar bridges the rails 15 -15? near the right hand end of the siding, the circuit of battery 86 will be closed through thermagnets 36 at the left of E and the instrument 18 at this block junction Will be shifted to the left and establish partial circuits putting current on the rear-end contact rail 13 at E and on a head-on contact rail 14 at the block juncture at the right of E,viz. at the right hand end of block C, and the same shifting of the instrument 18 at E will put current on the contact rails 61011 at the block juncture E and also at the block juncture at theright of E. In this manner, a train running on the main line in either direction and approaching the right hand end of the siding, will be protected and stopped, if a car has run from the siding onto or dangerously near the main track;

Let it be assumed that there is a train in the siding, heading toward the right hand end of-the latter and that a train, running from left to right has passed the block junction E. As long as the last-mentioned train is in block C at the right of E, and

contact shoe 121 of the train on the siding is engaging one of the contact rails 6 10 or 11 near the right hand end of the siding, the signal 131 in the cab will remain set, and should shoe 152 of the train on the siding engage contact rail 13 a rear end signal would be displayed. Should a train enter the far end of block C while another train is in the siding the latter train would receive a head-on signal if its shoe engages contact rail 14 When the train running from left to right, as above described, leaves the far end of block O, the instrument 18 at E will be unlocked and permitted to return to normal. The train in the siding may now run onto the main line after the siding switch has been shifted. YVhile the train, running from the siding to the main line, bridges the rails 15*15 the instrument 18 at E will be shifted to the left, and the same signaling conditions will be established to protect this train as it proceeds through block 0, as are Let it be assumed now, that a trainrunning from left to right has passed the block junction G and is in the block A and ap- I pro-aching the block junction D. Under these conditions, the siding switch at the left hand end of the siding should be locked while the train is passing the same and entering the block B, and after the trainhas passed said siding switch, it should be unlocked. To accomplish these results, the circuits and devices now to be described are provided: A latch bolt 203 is adapted to enter a hole 204 in switch bar 179 of each switch F. This latch bolt is connected with and operated by an armature lever 205 movable in one direction by a spring 206 and in the other direction by a magnet 207. One terminal of the coil of this magnet is connected by a conductor 208 with conductor 110, and the other terminal of the coil of said magnet is connected, by means of a conductor 211, with a conductor 212, the latter being connected at its respective ends with

conductors

160 and 110 and including in its circuit, the magnet 173 for a purpose hereinafter described.

When a train passes block junction G at left of D, the instrument 18 at this junction will be shifted to theleft, and circuits will be established which will operate to lock the siding switch, as follows: from battery 86 at G to conductor '85, to conductor 84,

to contact finger 52 of instrument 18 at G, to contact plate 43, to finger 53, to conductor 119, to conductor 120, to contact finger 83, to contact plate 51, to finger 83, to conductor 90, to contact finger 81 at instrument 18 at D, to

plates

51 and 47 to finger 80, to conductor 160, to conductor 212, to conductor 211, through magnet 207, to conductor 208, to conductor 110 (at left of D), to conductor 92, to conductor 110 at right of G, to conductor 87, to battery 86. This will energize the switch locking magnet 207 and operate the bolt 203 to lock the switch bar 179. When the train passes the block junction D, the instrument at this junction will be shifted to the left and circuits will be established as previously explained to effect the unlocking of the instrument 18 at G and its return to normal when the last car of the train has passed to rail section 4 at left of D. As soon as the instrument 18 at G returns to normal, the circuit above traced through'magnet 207 will be opened and said magnet will be thus deenergized to permit withdrawal of the latch bolt 203 and the consequent unlocking of the switch bar 179.

Provision is made to stop two trains running in opposite directions, which might attempt to enter respective ends of a block simultaneously. For example, should trains running in opposite directions, reach block junctions D and E simultaneously, the instrument 18 at D will be shifted to the left and the instrument 18 at .13 .will be.

tact rails 10 at eachblock junction, so that when the contact shoes 121 of both trains reach said contact rails 214, cab circuits will be completed which will operate the brakes to stop the trains. The circuits which accomplish these results may be traced as follows: from battery 86 at D to conductor 85, to'conductor 84, to conductor 150, to a conductor 215, through magnet 216, to conductor 217, to contact finger 70 of instrument 18 at D, to contact plate 50, to finger 71, to conductor 218, to conductor 90, to conductor' 219, to contact finger 69 of instrument 18 at E, to contact plate-50, to finger 68, to conductor 217 at left of E, through magnet v216,'to conductor 110, to conductor 92,:to

conductor 110 at right of D, to conductor 87, to battery 86. This will energize magnets 216 at right of D and at left of E, and operate circuit closure 220 to close two partial local circuits to the contact rails 214. Each of these partial circuits maybe traced at each block junction, as follows: from battery 86 to conductor 85, to conductor 84, to conductor 150, to conductor215 to conductor 221, through circuit closer 220, to conductor 222, through battery 223, to conductor 224, to contact rail 214, to shoe 121, then through cab circuits including the magnets. which control the block signal 131 and the brake controlling devices, then to rail 1, to conductor to and E will be stopped. Under these conditions, one of the trains must take the siding. Let it be assumed that the train at E will take the siding. The trainman will first shift the siding switch at right hand end of the siding and the train will be run onto the siding, after which he will shift the switch in the reverse direction, unlocking the instrument 18 at E when the contact arm 182 on switch bar 179 presses contact fingers 1874-188, as previously explained. The train at .D may now proceed through block Band past block junction E, operating the signaling devices in themanner hereinbefore explained, while the other train is in the siding. l V 7 If a train reaches a block junction after another train running in the opposite direction enters the other end of the block, provision is made whereby both trains will be 89, through battery 88, to conductor 87 f battery 86. Thus, the two trains at D caused to be shifted to the left.

signaled and stopped at the same block j unction. Let it be assumed that the two trains approach each other at the block junction D. When the east bound train passed the block juncture G at left of D, the instrument 18 at G was shifted in a manner to put current on the head-on signal rail 14 at right of D, and

. when the westbound train passed E, the instrument 18 at E was shifted in a manner to put current on the head-on contact rail 14 at left of D, all as hereinbefore explained.

.When the two head-on partial circuits were thus established, the magnets 173 at both sides of D (included in parallel circuits 212 between conductors 110 and 160) will be energized and thus open circuit closers 96. As the circuit closers 98 control the operation of the shifting magnets 35 of the instruments 18, and as the circuits of the magnets 97 which control these circuit closers, are now open, the instrument 18 at D cannot now be shifted in either direction. Thus it will be seen that under the conditions above outlined, the function of the magnets 173 is to open the circuit closers 96 and thereby open the circuits of the magnets 97 of the circuit closers 98 which control the operation of the shifting magnets.

It will be recalled, as previously explained, that when the east-bound train passed block junction Gr, the switch bar 179 at D was locked. It is therefore necessary that this switch shall be unlocked before the siding switchcan be thrown to permit either train to take the siding. This unlocking of the switch bar is accomplished by first manually closing circuit closer 98 at right of D, to cause instrument 18 at D to be shifted to the right and effect the unlocking of the in strument 18 at E, so that the latter may return to normal and permit the proper operbeing closed, the train bridging rail 14 at left of D will caues instrument 18 at D to be By now manually opening the circuit at circuit closer 98 at left of D, the instrument 18 at G will be unlocked, by reason of the same circuit conditions which eXist when a train passes a block juncture and effects the unlocking of an instrument 18 at the far end of a block to the rear of the train. The instrument 18 at G being now at normal, the circuit of the switch locking magnet 207 at the left end ofthe siding will be deenergized and the switch bar 179 will be unlocked. The siding switch may-now be shiftedto permit one of r the trains to take the siding and the other train to proceed,after which, the circuits and devices will be operated as before'ena controlling said electro-magnetically conjunction,

plained. In order to manually operate the circuit closers as above described, cams, such as 225,

may be employedand adapted to be oper- 3 ated by means of a suitable key.

Having fully described my invention what I claim as new and desire to secure by Let-v ters-Patent, is

1. In an electrical block system, the combination with track rails, contact rails, circuit" shifting means at the junction of two blocks, and signaling means onthe rolling equipment, of electro-magnetic devices for operating the circuit shifting means, electric circuits including said electro-magnetic devices, electro-magnetically controlled (in c cuit closers in said circuits, circuits including theltrack ralls and rolllng equipment for trolled circuit closers, circuit closers insaid last-mentioned circuits, magnets for opening said last-mentioned circuit closers, partial circuits including said shifting means and contact rails, certain of saidpartial cir cuits including in parallel the magnets of operating said circuit, shifting'means, electrlc circults for sand electro-magnetlc' devices, means for controlling said electric c1rcuits, partial circuits including the circuit shifting means and the contact rails'partial circuits including the signaling means on the rolling equipment for cooperation with contact rails, electro magnetically operated unlocking means for the circuit shifting means, electro-magnet circuit closers for controlling the circuits of the unlocking means, a circuit including the magnet of one of said electromagnetic circuit closers at one block juncture and including the circuit shifting means at two block junctions, a normallyclosed circuit closer and a normally open circuit closer in said last mentioned circuit at one block Velectro magnetically operated means for opening said normally closed circuit closer and electro-magneticallyoperated means controlled by the rolling equipment for closing saidi normally open circuit closer;

8. In an electrical block system, the combination with track rails, contact rails, circuit shifting means at the junction of two blocks, and signaling means on the rolling. equipment, of electro-magnetic devlces for operating the circuit shifting means, elecdevices, electro-magnetically controlled circuit closers in said circuits, circuits including the'track rails and" rolling equipment for controlling said magnetically controlled circuit closers partial circuits including. said circuit shifting means and contacttric circuits including said electro-magnetic:

rails, partial circuits including the signalis mg means on the rolling-equipment to'cooperate with the'contact rails,permanently closed circuits, each including a plurality of contactrails at each block junction and an electro-magnet, a circuit closer normally held open by each of said magnets,

tial' circuits including said last-mentioned circuit closers and track rails; r

4:. In an electrical block system, the comand parbination with track rails, circuit shifting means at'two block junctions, and train controlling means on the-rolling equipment, of electro-magnetic devices for operating the circuit shifting means,'electric circuits including said electro-magnetic devices, electro-magnetically controlled circuit closers in said circuits, *electriccircuits including the track rails and rolling equipment for controlling said electro magnetlcally controlled circuit closers, partial circuits in cluding the train controlling means on the rolling equipment, a contactrail between the track rails at each block junction to cooperate with-the partial circuits on theroll- ;1ng equipment, other magnetically con trolled circuit closers at, both block junctions, circuits including the magnets of said last-mentioned circuit closers andithecirand a partial circuit for-each contact rail ncludmg' the 7 corresponding 'one 7 of said last-mentloned circuit closers whereby,

when the two circuit shifting .means are shifted in opposite directions and two trains running in opposite directions arrive at the respective block junctions'at the same time, both trainswill be stoppe r 5. In an electrical block system, the combination with track rails, contact rails, circuit shifting means at the junction of two blocks, and signaling means on the rolling equipment, of electro-magnetic devices for operating the circuit shifting means, electric circuits including said electro-magnetic devices, electro-magnetically controlled circuit shifting means at bothblock junctions, V

cuit closersin said circuits, circuits'includ- Y ing the track rails and rollingequipment; "for controlling said electro-magnetically controlled circuit closers,

12 0 normally closed electro-magnetically controlled circuit clos- V V 'e rs in said last mentioned c ircuits,'partlal clrcults 1I'lQlIlCl1I1g,SLld shiftmg means and contact rails, circuits in parallelto certain of said, partial circuits and including the magnets of said last-mentioned electro-' magnetically controlled circuit closers, and

partial circuits including the signaling means on the rolling equipment to cooperate with the contact rails.

6. In an electrical block system, thecombination with blocks of railway, a siding, switches for said siding, rolling equipment, partial signaling circuits on the rolling equipment, and contact rails to cooperate with said partial signaling circuits, of circuit shifting means at each block junction, means controlled by the rolling equipment for shifting said circuit shifting means, partial circuits including the circuit shifting means and the contact rails, electromagnetically-operated locks for the siding switches, and circuits including each of said electro-magnetically-operated locks and the circuit shifting means at block junctions in advance of the siding switches.

7. In an electrical block system, the combination with track rails, contact rails, circuit shifting means at the block junctions, and signaling means on the rolling equipment, of electro-magnetic devices for operating the circuit shifting means, electric circuits including said electro-magnetic devices, electro-magnetically controlled circuit closers in said circuits, circuits including the track rails and rolling equipment for controlling said electro-magnetically controlled circuit closers, partial circuits including said circuit shifting means and contact rails, partial circuits including the signaling means on the rolling equipment to cooperate with the contact rails, a siding between two block junctions, contact rails between the rails of the siding near respective ends thereof, and cross connections between said contact rails and the corresponding contact rails between the main track rails adjacent to respective block junctions.

8. In an electrical block system, the combination with track rails, contact rails, circuit shifting means at the block junctions, and signaling means on the rolling equipment, of electro-magnetic devices for operating the circuit shifting means, electric circuits including said electro-magnetic devices, electro-magnetically controlled circuit closers in said circuits, circuits including insulated sections of the track rails and rolling equipment for controlling said electro magnetically controlled circuit closers, partial circuits including said circuit shifting means and contact rails, partial circuts including the signaling means on the rolling equipment to cooperate with the contact rails, a siding between two block junctions, contact rails between the rails of the siding near respective ends thereof, partial circuits including said last-mentioned contact rails and the circuit shifting means at adjacent block junctions, one of the siding rails having insulated sections at each end of the siding and electrically connected with the adj acent insulated sections in one of the main rails, and electrical connections between the other siding rail and the other main rail.

9. In an electrical block system, the combination with track rails, a plurality of contact rails, circuit shifting means at each of two block junctions, and a plurality of signaling means on the rolling equipment of partial circuits including said signaling means and adapted to cooperate with said contact rails, electro-magnet devices for operating the circuit shifting means, electric circuits including said electro-magnetic devices, electro-magnetically controlled circuit closers in said circuits, circuits including the track rails and rolling equipment for controlling said electro-magnetically controlled circuit closers, partial circuits including said circuit shifting means and certain of said contact rails, a siding between two block terminals, electrical switches controlled by the switch rails of said siding, partial circuits including certain of said switches and one contact rail near each block junction, electro-magnetic unlocking means for said circuit shifting means, circuits including said unlocking means and certain other of said electrical siding switches, and circuits including certain other of said siding switches and the electro-magnetically controlled circuit closers which control the electro-magnetic devices which control the circuit shifting means, contact rails between the rails of the siding, and cross connections between said contact rails and corresponding contact rails between the main rails near adjacent block junctions.

10. In an electrical block system, the combination with track rails and circuit shifting means at two block junctions, and signaling means on the rolling equipment, of electromagnetic devices for operating the circuit shifting means, electric circuits including said electro-magnetic devices, electro-magnetically controlled circuit closers in said circuits, circuits including the track rails and rolling equipment for controlling said electro-magnetically controlled circuit closers, partial circuits including said circuit shifting means and contact rails, partial circuits including the signaling means on the rolling equipment to cooperate with the contact rails, locks for said circuit shifting means, magnets for releasing said locks, circuits including said magnets and the circuit shifting means, electro-magnetically operated circuit closers in said last mentioned circuits, and manually operable devices for manually manipulating the circuit closers.

11. In an electrical block system, the combination with track rails, rolling equipment, signaling devices on the rolling equipment, partial circuits including said signaling means, a plurality of contact rails to cooperate with said partial circuits and means controlled by the rolling equipment bridging the track rails for putting current onto the contact rails, of a permanently closed electric circuit including the contact rails, a magnet in said permanently closed circuit, a circuit closer normally held open by said magnet, and conductors connecting the respective terminals'of said circuit closer with 10 the track rails. 1

In testimony whereof, I have signed this specification in the presence of two subscribing witnesses. V

' ANDREW J. ALLARD. Witnesses: V

R. S. FERGUSON, E. I. NOTTINGHAM.

Copies of this patent may be obtained for fiye cents each, by addressing the Commissioner of Patents, 7

' Washington, I). 0.