US330074A - Eleoteic alarm foe locomotives - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1.

W. VOGEL. ELECTRIC ALARM PoR LOGOMUTIVES.

10.330,074. `Pmenm. Nov. 1o, 1885.

(No-Model.) 2 sheetsheet 2.

W. VOGEL. ELECTRIC ALARM FOR LoooMoTIvEs."

No. 330,074. Patented N v. 10, 1885. 72.- 7- R 5- U v "WWP N. Pneus Phmmhugnpw. whingm, ma

' UNITEDA STATES (Partnr Crricir.

p WILLIAM VOGEL, OF CHICAGO, ILLINOIS, .AS-SIGNOR TO ADOLPH ZELLER,

OF SAME PLACE..

ELECTRIC ALARM FOR LOCOMOTIVES.

SPECIFICATION forming part of Letters Patent No. 330,074, dated November 10, 1885. Application filed March 20, 1884. Renewed September 1, 1F85. Serial No. 175,897. (No model.)

To all whom it may con/cern,.-

Be it known that I, WILLIAM VOGEL, of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Electric Alarms or Signals for Locomotives, te. and I do hereby declare the followingv to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use it, reference being had to the accompanyingdrawings, which form part of this specification.

My invention relates to an improvement in electric alarms or signals for locomotives on approaching switches, stations, bridges, Snc.; and it consists in the combination of a number of electrical contacts, corresponding to the number of tracks with which the switch connects, and which are electrically connected to a corresponding number of contacts which are placed at theswitch, a switch-rod which is connected with the ground-battery, and which is provided with a device for resting upon one of the contacts, a ground-battery which is connected lto the rails of the main track, and a suitable operating mechanism placed upon the locomotive for the purpose of sounding an alarm and exposing a sign or signal to the engineers, showing whether it is safe to proceed or not.

The object of this invention is to attract the attention of the engineer in passing a certain point which is distant from the switch, and, by exposing a signal or sign, notify him whether the switch is making connection with the right track or not.

Figure l is a plan View of the track and the connections. Fig. 2 is a detail View showing the connections between the contacts on the locomotive and those on the track. Fig. 3 shows the connection between the switch and the contact points. Fig. 4 shows the electrical apparatus on the locomotive. Fig. 5 shows the connection between the electro-magnets and the drops. Fig. 6 shows the signs used on the locomotive to notify the engineer. Figs. 7 and 8 are detail views of the electromagnets; Figs. 9 and l0, different views of a modification.

A represents the main track; B, the switch, and C the switch-arm for moving the switch so as to connect the main track Awith any one of the tracks on beyond the switch. At any suitable distance from this switch, 1n between the rails of the main track, will be a suitable number of contact-points, G, (shown especially in Fig. 2,) and which will project any suitable distance up above the tops of the main rails of the track. Of these contacts G there is a number corresponding to the num- 6o Each one of these contacts G is connected by 7o means of a wire, D, which runs along upon the poles placed by the side of the track to the correspondinginsulated contacts,E, placed just beside the switch-rod. Connected to the switch-rod C is a ground-battery, M, and con- 4nected to the rails of the main track, near the contactfpoints G is a second ground-battery, L. Secured to the switch-rod of the lever is a short arm, F, to the outer end of which is connected a wheel or other similar device, H. 8o

When the switch-rod is moved so as to make the switch B connect with any one of the tracks which connect with the main track, this wheel H is made to move along over the tops of the contacts E, which are suitably ar- 8 5 ranged for the purpose, and whenever the switch B is made to connect with one of the tracks this wheel H rests upon the topl ofgthe corresponding contact, so as to make electrical connection with the corresponding contact G, 9o

by means of the wire D. By this construction it is impossible to move the switch-lever without forming an electrical connection between thecorresponding contactsEand,G,i`orthepur pose of communicating with the engineer when the locomotive passes over the contacts G.

To the under side of the cow-catcher of the locomotive will be secured the cross-bar K, to

the under side of which are secured a number of curved contacts, I, which are arranged in Ioo such relation that when the locomotivefpasses over the contacts G, every one of the contacts This rubber serves both to 65 I will make connection with the corresponding contacts, G, and as the contacts I pass over the contacts G the contacts G will be forced forward, as shown in Fig. 2. Each contact I on the locomotive, of which there will be a number corresponding to the number of the contacts G, is connected by means of a wire, J, with the pairs of electro-magnets N. There is a pair of these electro-magnets N for each of the contact-points G, and for each of the electro-magnets there is an armature, O, and a corresponding sign or signal, P, and drop Q.

Upon the locomotive, at any suitable point, is placed a battery, R, which connects with the pairs of electro-magnets N and with the frame S at one pole, and with the boiler or any other suitable part of the locomotive at the other pole, and to the alarm-bell S.y The current which is connected with the locomotive is intended to pass down through the wheels to the main track, and thus form connection with the currents which pass from the groundbatteries L M. v From one pole of the battery passes the Wire T, which connects with the u alarm-bell S andthe wire U from the other pole, for connecting with the electro-magnets and the insulated frame S. vFrom the alarmbell extends the wire V, for the purpose of connecting with the insulated support W, upon which the drops Q fall.

When a current is passed through any one pair of the electro-magnets N in passing over the contacts G, the armature O is drawn downward, which releases a drop, Q, from the hook end of the armature, and the drop falls upon the support W, which is suitably insulated from the frame S, and connected by the wire V to the alarm-bell S. When the drop Q falls, a sign or signal of any suitable kindsuch as is shown in Fig. 6--is exposed at the same time that the alarm-bell S is sounded by the passage of a current through the frame, support W, wires VT, and alarm-bell. A glance at the sign or signal exposed shows the engineer whether it is safe to proceed or not. For instance, the locomotive is moving in the direction of the switch, and the contactpoints I on the locomotive strike against the contact-points G. As above described, moving the switch-rod into any desired position makes electrical connection between one of the contacts G and one of the contact-points E by stopping the wheel H upon one of the contacts E. If the connection is not to be made with that portion of the main track which is beyond the switch, and the switch is moved so as to connect with this portion, this wheel II will rest upon the central contact, E, Then the corresponding contacts,A G I, are in condition to have a current passed through them, through the wire J, through the corresponding pair of electro-magnets, N, and the battery. The

armature O, being drawn downward by the closing of the circuit, the drop Q falls and the alarm-bell instantly sounds for the purpose of attracting the engineers attention to the sign wrong track, which is exposed by the falling of the drop Q. When the contacts I G make connection, a circuit is passed through one of the wires T, electro-magnets N, wire V, battery R, through the boiler, through the wheels, the rails of the main track, down to the ground L, through the ground to M, through the switch-rod C, Wheel H, contacts E,wire D, and Contact G. L When it is simply desired to show the engineer where he is on the track at night or in foggy weather, the contacts G o'n the track will be made Wider, and then there will be two cont-acts, I, on the locomotive for each one G, and no wires D or switch. When contact is made between the one, G, on the track and they two contacts I on the locomotive, a current is passed from the battery down through the three contacts back through the wires J, electro-magnet, to the other pole of the battery. These contacts may be arranged along the track at any desired point, and used to indi- Icate bridges, curves, crossings, and stations,

and each contact will have its corresponding sign, so as to let the engineer see just where he is or what he is coming to.

Having thus described my invention, I claim- 1. The combination of a battery on the locomotive, electro-magnets and signals connected thereto, wires leading from the magnets, and suitable contact-points on the locomotive with contact-points at a suitable distance from the switch, contact-points at the switch, and wires for connecting the two sets of contactpoints together, the switch -lever provided with means of connection with the contactpoints at the switch, and the ground-batteries, substantially as shown and described.

2. The combination of the ground-contacts, contacts on the locomotive, wires J, electromagnets, armatures, drops, frame, support for the drops to fall upon, battery, and connecting-wires, substantially as set forth.

Intestimony whereof I affix my signaturein presence of two witnesses.

WILLIAM VOGEL.

Witnesses:

EMIL HoEcHsTER, F. T.l SULLIVAN.

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