US1232860A - Train signaling and stopping system. - Google Patents

Description

H. G. SEDGWICK.- TRAIN SIGNALING AND STOPPING SYSTEM. APPLICATION FILED nov. 22, 1912. RENEWED MAY 10. 1911.

Patented July 1.0, 1917.

2 SHEETS-SHEET l H. G. SEDGWICK.

'TRAIN SIGNALING AND STOPPiNG SYSTEM. APPLICATION FILED NOV-22.1912- RENEWED MAY 10. 1917.

Patented July 10, 1917.

2 SHEETSSHEET 2.

UNITED %TATIQ% PATENT HIBAIVI G. SEDGW'ICK, 0F MILL VALLEY, CALIFORNIA, ASSIGNGB TO THE NATIONAL SAFETY APPLIANCE COMPANY, A CORPORATION OF CALIFORNIA.

TRAIN SIGNALING AND STOPPING SYSTEM.

Specification of Letters Patent.

Patented July 1 0, IJUUI.

Application filed. November 22, 1912, Serial No. 732,982. Renewed May 10, 1917. Serial No. 167,802.

To all whom it may concern.

Be it known that I, HIRAM G. SEDGWICK, a citizen of the United States, and a resident of Mill Valley, county of Marin, State of California, have invented certain new and useful Improvements in Train Signalmg and Stopping Systems, of which the following is a full and clear specification, reference being had to the accompanying drawings, in which- Figure 1 is a diagram view of a portion of a road bed showing one manner of arranging the wiring and other apparatus of my system;

Fig. 2 is a similar view showing, as a continuation of Fig. 1, a portion of the adjacent block;

Fig. 3 a diagram of a preferred form of arranging the devices for a single road bed magnet.

My present system is especially adapted for that type of system in which the signaling or train stopping devices in the cab are put into action through the medium of magnetism generated by a magnet of suitable construction on the road bed; for instance, my present inyention has relation to that type of system covered by my former patent numbered 896832, dated August 18, 1908, in which an electromagnet on the road bed is energized and the influence of this magnet so affects an armature on the passing vehicle as to operate a suitable signal or a train stopping device.

I have shown my present invention applied to the well known bonded-rail closed circuit signal system, the track battery being shown at a and the main relay being shown at b, the blocks being as usual separated by insulated joints 0. The main relay, as usual is located at one end of the block, and the track battery is as usual located at the other end of the block, and the short insulated rail sections which I locate at difiere'nt points in the length of the block are spanned by conductors (Z in the usual manner, so as to keep the circuit between the relay and the battery continuously closed.

From the relay extends two line circuits one (6) of which extends backwardly to the block next in the rear and the other one (7") of which extends forwardly into the block next ahead, crossing the track and terminating near the end of the block. When the main relay is deenergized the circuit 6 is opened by the release of an armature g, and the circuit f is opened by the release of an armature h. In each of the circuits 6 and 7 is placed a battery, respectively letteredi and j. In each of the circuits 6 and f is arranged in multiple a series of auxiliary relays 7:, which are deenergized simultaneously with the main relay and serve to control the various electromagnets on the road bed. Assuming that a train has entered block A and is therefore moving toward the right, the main relay 6 at the far end of the block will break circuits 6 and 7 and thus deenergize the relays 7c in the block B just ahead and also in the block in rear of block A. The road bed magnets in the block in rear will be so located as to influence the armatures of any trains attempting to get into block A from the rear, and the magnets in block 13 will be so located as to affect the armatures of any trains that may attempt to get into block A through block B.

I prefer locating a series of five electromagnets near the end of each block, these magnets being lettered respectively S, S, R, G, Y. The magnet S is nearest the end of the block and is located adjacent to a pair of short insulated rail sections Z and is connected to one of the relay devices 70 by conductors 'm. The next magnet S is arranged adjacent a pair of insulated short rails n and is connected to an adjacent relay device 7e by wires 0. The next magnet R is similarly arranged in relation to insulated short rail sections p which abut the rail sections n and this magnet R is also connected with its auxiliary relay mechanism by wires q. The magnets G and Y are arranged side by side and adjacent to short insulated rail sections 1" and are each connected to the same auxiliary relay device respectively by wires .9 and 25. The magnets which are intended to cooperate with trains going to the right are preferably arranged all at the right of the center of the track and are located out of alinement with each other, so that each magnet will be so located as to operate or influence but one of a series of armatures carried by the train. One set of armatures will be arranged at the right hand side of the train vehicle for cooperation with the se ries of magnets located to the right of the center of the road bed, while another set will be located on the other side of the con ter of the train vehicle for cooperation with the other set of magnets when the 'train is going-in the opposite direction. I have-illustrated a preferred arrangement of arm-atures in a co-pending application serially numbered 733,162 but it will be understood that my present invention may be employed. connection with other armature arrangements.

The circuit arrangement which I prefer using-inconnection with magnets S, S1 and R is illustrated in- Fig. 3. The magnet circuit m includes a batteryu, this circuit being constantly closed; a resistance '0 being in.- cluded in the circuit to reduce the flow of current to a very small electromotiive force, the idea being to keepthebattery from deteriorating: by non use. This circuit on at one side of the resistance is connected bya wijre-wto one offthe short rails Z and: at, the othersifde-by a wire a: to the othershort rail Z, this latter circuit includingan; armature y, which is controlled by theadjacent relay- 76, this armature being held in open; position while the relay 7c is energized. 'When; relay other insulated; short rail section of, track a andconnect these short railsby a;conduct.or (21 in which is arranged a resistance 0,,the conductor 11- at each-side. of the resistance being connected to a circuit 65 in which is included a magnet f andi a l'ocalbattery 9,; The first pair of wheels of'the train that passes onto therails ashunts the-resistance 0' andthrowsthe full strength of-jthe battery into the magnet f and thus causes it to at tract an armature 72,; which armature isi'neluded in circuit w andis held in a. normalclosed position bya suitable spring orby gravity." Theresistance' 0 is employed in order that thebattery may be kept in constantuseand thus'prevent it from (leterio- V ratingbut it will be understood that; the resistance is suflicient to prevent enough cur} rent passingtlirough it to energizethemagnet 7. With this automatic circuit breaker itwill'be observed that the current'from batter-y a is cutoff from magnet S the instant the firstpair of wheels enters upon the short rail section aythe main object being'to thus prevent: waste of"current it being no longer necessary to keep magnet S energized after the passage thereover of its companion ar- 'mature on the train. In Fig. 1 I have shown but one of these cut-outs (in connection with magnet S but it will be understood that it 'is preferable to,- use one with each of the other electromagnets to the end that the instantthemagnet has performed its function the energizing current shall be cut off from it. Thesecut out devices are especially valuable in thus saving current when, as sometimes happensia train. will stop with some of its wheels on one of" the short rail" sections, in which event if the magnet is not; cut; oft. from its battery agreat Waste of current and-1 possible exhaustion ofthe battery will result.

Themagnets S and" S are, as stated; in alinement and they are intended to; actuate armatureswhichwill cause the lira-lies of the trainto; be applied, two of these; train; stop ping magnets being employed out of abundance-of precaution; 'hheL-nextmagnet is preferably employed; to actuate an armature which will cause a dangersignal such as ared lamp and a whistle to be operated' inthe cab; and the pair ofmagnetsfir Y, are preferably usedin connection with a; pair of armatures which will respectively actuate safety and caution signals in thecab, prefer-ably gieenand yellbw' lamps: and di f ferentiated whistles With this arrange ment' it will jbexobserved that if' the block aheacl be unoccupied? the engineer" wilh get the green-or safety signal but if occupied the engineer-will first get" the yellow or caution signal then the-danger signal; and igtheproceeds-farther he-willibe stopped either by S or-S.' It will be understood that'the short railfi insulated sections will be; of the Y proper length and properl'y'positioned with respect to each other and-the endzofthe'blbck and also; the respectivemagnets.

' When the safety' andcautionmagnets G and Y are-employed in my systemand they are associated side by sideas shown, Ipre the system of wiring upon the track rails T will throw, its-full strength into magnet'Y and thus fully energize thesame. course, that any, other system ofi'iwiringmay be employedf for these two magnets and and also thatthearrangement described for each of the-magnets S; S 'anclR may beem- It will be: understood, of 7 ployed for eacltone ofthemagnets GRand 'YiI l The arrangement for these two' magnets shown in my aforesaid co-pending application is designed solely to enable me to use a common battery for these two magnets.

I desire it understood that this application is subordinate to my copending application Serial No. 798,251, and that, therefore, nothing is claimed in this application that is covered by said copending application.

Having thus described my inventiomwhat I claim as new and desire to secure by Letters Patent, is

1. In a system of the class set forth, a short rail section insulated from the main rails, an adjacent magnet for actuating a signal or stopping device on a passing vehicle, a local battery and a resistance in normally closed circuit with said magnet, of means for cutting out said resistance and letting the full current through the battery consisting of two partial circuits connected respectively to said short rails and to the magnet circuit at opposite sides of the resistance and a relay-operated switch in one of these partial circuits, the other one of these partial circuits being provided with a circuit breaker which will be actuated by the first wheels of the train which pass ofi? the aforesaid short rail sections, and means whereby a train entering an adjacent circuit actuates said relay.

2. In a system of the class set forth, a magnet on the roadbed for actuating a traincontrolled device 011 the train, a local battery for energizing this magnet and a resistance in circuit with the battery and the magnet to prevent the full current from going into the magnet, means for cutting out the resistance operable by a passing train, said means embodying a pair of insulated rail sections, and automatic means for restoring the resistance operable by the train which cut out the resistance, said operation taking place when the first wheels of said train pass off said insulated rail sections.

In testimony whereof I hereunto afiix my signature in the presence of two witnesses.

HIRAM Gr. SEDG'WICK. Witnesses:

O. D. DAVIS,

CHARLES LOWELL HOWARD.

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

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