US1230193A - Railway-signal. - Google Patents

Description

A. C. MATHER.

RAILWAY SIGNAL.

APPLICATION FILED APR. 1. 1914.

1,230, 1 93. PatentedJune 19, 1917.

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A. C. MATHER.

' RAILWAY SIGNAL.

APPLICATION FILED APR. 7. 19M. 7

1,230,193. Patel lted June 19, 1917..

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ALONZO C. MATI-IER, OF CHICAGO, ILLINOIS.

RAILWAY- SIGNAL.

Specification of Letters Patent.

Patented June 19, 1917.

Application filed April 7, 1914. Serial NO. 830,157.

To all whom it may concern:

Be it known that I, ALONZO C. MATHER, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a new and useful Railway-Signal, of which the following is a description.

My invention relates to railway signals known as electrically operated block signals and the objects of my improvements are, first, to operate a signal in the engine and a semaphore beside the track in each block, second, to indicate whether two moving trainsin the same block are moving away from each other or toward each other; third, to cause the semaphore in the same block with the train to indicate danger and the semaphore in the next block behind the train to indicate caution; fourth, to indicate if the electric circuit in any block entered is broken; fifth, to have the electrical energ Y in the circuit of all blocks or sections shut off except when a train is in the block or section; sixth, to make a simple, cheap and effective device and other features to become apparent from the description to follow.

Heretofore railway signals have been made in which a signal or indicator was located in the engine cab; others which are more common were designed to operate a semaphore in each block as a train entered the block, but these are quite complicated and expensive, and required a constant electrical energy in the circuit of each block throughout the entire system whether a train was passing through or not. By the use of my invention the construction is greatly cheapened and simplified and the running expense greatly reduced since there is no electrical energy necessary excepting when a train enters the block.

My invention comprises a small electric generator on the locomotive, a third rail made in sections equal in length to the blocks, a semaphore for each block, an electrical conductor'in each'block forming connection between one of the rails of the track the semaphore and the third rail and a voltammeter in the engine cab. At normal condition the semaphore is in a position to indicate clear meaning that there is no train in that particular block; the instant a train enters the block the semaphore in that block is moved to a position indicating danger and the semaphore in the block behind which the train just left is moved to a position indicating caution. If a second train enters the same block with the first mentioned train the voltammeter in both the engine cabs will indicate the presence of the other engine, and furthermore if the engines gradually approach nearer to each other in the same block it will be indicated on the voltammeter in both engine cabs.

To describe my invention so that others versed in the art to which it pertains can make and use the same I have illustrated it on the accompanying two sheets of drawings forming a part of this specification and in which: Figure 1 is a fragmentary side elevation of a locomotive equipped with a signal device embodying my invention; Fig. 2, is a rear elevation of the same; Fig. 3, is a diagrammatical view showing a plan view of the track and the electrical circuits; Fig. l, is a vertical sectional view through a semaphore used in connection with my invention partly in elevation and Fig. 5, is a diagrammatical view showing a modified form.

Similar reference characters refer to simi lar parts througl out the several views.

The track is formed of the usual rails 6, one of which is used as an electrical conductor. and has its separate rails electrically connected together at their ends in the usual manner to form one continuous conductor. A third rail 7 is provided to parallel the rails 6 and is preferably located on the same level and midway between the rails 6 so as to form a three rail track, the rails being equally spaced apart. The third rail 7 also has its separate rails electrically connected together in the usual manner to form one continuous conductor, but unlike the rail 6, is divided into predetermined lengths known in the art as blocks, at the ends of which indicated at 8, said rail 7 is simply electrically insulated from the rail of the succeeding block. The rail 7 is substantially continuous mechanically so that a 'wheel can travel thereon uninterruptedly. At or near the end of each block a semaphore 9 is located sufficiently close to the track that it can easily be observed from the engine cab. As

indicated in Figs. 3, and 5, each semaphore 9 is electrically connected by conductors 10 and 11 to the rails 6 and 7 respectively.

Any suitable electric current generator 12 is provided on the locomotive 13 and has its poles constantly electrically connected to the rails 6 and 7. As the locomotive l3 enters a block a low voltage electric current is caused to pass to the rails 6 and 7 in that particular block and by means of the conductors 10 and 11 will pass through the semaphore 9 of that particular block and cause the same to be operated to indicate danger. hen the locomotive passes out of the block, the semaphore will return to its normal position to indicate clear. Thus if any train follows another too closely it will be warned of danger by the position of the semaphore.

The construction of the semaphore as clearly seen in Fig. t comprises the usual hollow pole 14:, which is rigidly secured in an upright position in the ground and is provided near the ground with a suitable closed casing 15, and at its upper end with the signal arm 16 pivoted at 17. The arm 16 has the integral colored lights of glass 18 which cooperate with the lantern 19 in the usual way. The arm 16 when in its lowermost position as indicated by the full lines in Fig. 1, indicates clear; when in its uppermost position as shown by the dotted lines at 20 it indicates danger and when in its middle position as shown by the dotted lines at 21 it indicates caution.

WVithin the casing 15 is located a relay comprising the small magnet 22 whose armature 23 is normally yieldingly held away from the same and carries one contact of a switch 24 which is closed when the armature 23 is attracted by magnet 22. The conductors 10 and 11 lead to the windings of the magnet 22, so that, when a locomotive enters the block the magnet 22 is energized and the switch 24 is closed. The switch 24 closes the circuit through the batteries 25, preferably placed in a suitable well formed in the ground near the semaphore 9, and through the large magnet 26 whose armature is connected by means of the link 27 to the lever 28 near its pivotal point 29. The free end of the lever 28 is suitably connected by means of rod and chain 30 to the chain 31 which passes over the pulley 32 pivotally mounted in the post 14 and thence around a sheave 33 rigidly secured to the pivotal part of the arm 16. The parts are so arranged that when a train enters the block, the magnet 22 will be energized, closing the switch 24, the magnet 26 will be energized and will lift the arm 16 from its clear position to its danger position. Of course as soon as the train passes out of the block the mag net 22 will be deenergized, the switch 24 Will be opened, the magnet 26 will be deenergized and the arm 16 will drop to its clear position. The circuit through battery 25 and magnet 26 is made starting at one pole of the battery, through conductor 34, the coils of the magnet 26, switch 24 and thence through the conductor 35 back to the other pole of battery 25.

The circuit on the locomotive, see Fig. 2, is made, starting at the third rail 7, through trolley wheel 36, arm 37, conductor 38, one pole of the generator 12, through the generator to the opposite pole, thence through the conductor 39, through the voltammeter 40, through conductor 11 and thence through the axle and wheel to the rail. The generator 12 may be driven by being connected to the axle by means of a chain 42.

The generator 12 is supplying a constant electric current of, say one ampere at two volts pressure, hence the voltammeter 4.0 will indicate that there is one ampere passing in the circuit at a two volt pressure and if another locomotive enters the same block the voltammeter 10 in both locomotives will indicate that there is one half ampere at a pressure of two volts passing in the circuit; the voltage remaining substantially the same but the amperage dropping to one half the pressure. Furthermore after the one half ampere and two volts pressure is indi cated on the voltammeter 40 in both locomotives, if the said locomotives gradually approach closer to each other the voltage on the two voltammeters will gradually increase slightly on account of the reduced distance and less track leakage in the circuit between the two locomotives. Thus it is obvious that the engineers in both locomotives can observe by the registering of the voltammeters whether they are closer together or farther apart in the same block. A suitable storage battery is provided in the engine cab to supply the neces sary electric current when the engine is not moving.

Thus the voltammeter will indicate a clifference in the amperes when a second locomotive enters the same block with another; 6., the amperage will drop to one half the normal on the voltammeter in each locomotive when two locomotives are in the same block, and the amperage as indicated on the voltammeter in each locomotive will drop to one-third the normal when three locomotives are in thesame block. This results thus, on account of the resistance at the relay magnet restricting the quantity of amperes passing, to the normal quantity, and when two locomotives are supplying the current, each supplies one half the normal quantity; likewise when three locomotives are supplying the current, each supplies one third the normal quantity and so on. Thus the engineer in each locomotive is apprised of the presence of other locomo getting tives in the same block, no matter if he is near a semaphore or not.

The purpose of having the voltage indicated in the circuit is to test out the circuit in every block as it is traversed by the locomotive. The amperage may drop to one half the normal pressure on account of some defect in the generator or battery on the 10- comotive and if only the amperage is indicated to the engineer he is unable to detect the trouble. But when the voltage is also indicated to the engineer, he will know that the trouble is in the generator or battery on the locomotive when the voltage and amperage both drop or vary.

Whenever necessary the trolley wheel 36 can be lifted from contact with the third rail 7 by depressing the foot lever 13 against the tension of the coiled expanding spring 14; which tends to hold the trolley Wheel 36 yieldingly down on rail 7.

In Fig. 5, I have illustrated a modification of my improved signal in which an extra conductor 45 is connected between every two semaphores 9 all along the line. The purpose of this extra conductor is to have the semaphore which is in the block next behind the block in which the locomotive is, indicate caution. This action of the semaphore is accomplished by a switch operated by the movement of the semaphore in the danger block.

Referring again to Fig. A, the lever 28 closes the switch =16 when it is pulled down by the energized magnet 26. The closing of the switch 46 completes a circuit through the conductors t7 and as. The conductor 4.7 is connected to conductor 11 and thence to rail 7 5 and the conductor 18 is connected to conductor 15 leading to the semaphore in the next block behind. Of course each semaphore is constructed alike, 2'. 6., each has a conductor 45 leading to the semaphore in the next block behind and each has a conductor 4:5 leading to the semaphore in the next block ahead. A second relay is provided in each casing 15 comprising the small magnet 49 whose armature 5O closes the switch 51 when the magnet 19 is energized. The switch 51 when closed completes the circuit through the coils of large magnet 52, through conductor 53, conductor 34, battery 25, conductor 35, and conductor 54:. Thus when the switch 51 is closed, the magnet 52 is energized and attracts its armature 55 which is connected by means of link 56 to the lever 57 near its pivot 58. The free end of lever 57 isconnected by means of rod and chain 59 to the chain 31 above referred to. The parts are so arranged and connected that when the magnet 52 is energized the signal arm 16 will be lifted from its lowermost or clear position to its middle or caution position.

The magnet 49 in any particular semaphore is energized by the current supplied by the generator 12 on the locomotive while the locomotive is in the next block ahead, so that the caution signal is always displayed at the semaphore in the block next behind the one that the locomotive is in, or it can be carried as far back as desired. To avoid confusion I have designated the rear block A and the front block B.

The electric circuit through the coils of magnet 19 at block A is as follows: starting at rail 7 and block B, through conductor 11, conductor 17, switch 16, conductor 18, conductor i5, conductor 60, in block A, coils of magnet 19, conductor 61 in block A, conductor 10 and thence through rail 6 into block B. In block B the generator 12 on locomotive 13 supplies the necessary electric current to rails 7 and 6 as above described. As is usual the lights of glass 18 are of three difierent colors, viz. white, yellow and red. The white indicating clear the yellow indicating caution and the red indicating danger.

Having thus fully described my invention what I claim as new and desire to secure by Letters Patent of the United States is:-

1. In a device of the class described, a suitable track forming an electric conductor, a vehicle-to travel on said track, a voltammeter on the vehicle, an electrical conductor parallel to the track divided into successive sections insulated from one another to form blocks along the track, a connection between each block section and the track rail, a trolley Wheel on the vehicle to make electrical contact with said sectional conductor and suitable conductors to form an electric circuit on the vehicle starting at the track, through the voltammeter, through the generator through the trolley wheel and thence to the sectional conductor.

2. In a device of the class described, a suitable track forming an electric conductor, a vehicle to travel on said track, an electrical conductor paralleling the track and divided into separate successive sections insulated from each other to form signal blocks along the line of the track, a connection between each block section and the track rail, an electric current generator on the vehicle, a voltammeter on the vehicle, and suitable electrical conductors to form a circuit on the vehicle between the track and the sectional conductor including the generator and the voltammeter whereby the presence of a second vehicle in the same block is indicated on both of said vehicles.

3. In a device of the class described, a semaphore comprising a pivoted arm, a magnet to move said arm, a battery, a switch, the windings of said magnet being in a circuit with the battery and the switch, a small magnet to control the position of the switch, a suitable track comprising two rails, a third rail paralleling the rails of the track comprising sections of suitable length and electrically insulated from one another to form signal blocks all along the track, the windings of said small magnet being in an electric circuit with one of said track rails and the third rail, a Vehicle to travel on said track, a generator on the vehicle, a voltammeter on the Vehicle and suitable conductors electrically connected to one rail of the track and to the third rail to bring the generator and the voltammeter in the same circuit with the windings of said small magnet.

In testimony whereof I have signed my 15 name to this specification in presence of two subscribing witnesses this 6th day of April, 1914, at Baltimore, Maryland.

ALONZO C. MATHER.

WVitnesses KATE A. DUBBs, ANNE I. O. MAHoNEY.

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

- Washington, D. C.

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