US447906A

US447906A - Electric railway-signal

Info

Publication number: US447906A
Authority: US
Publication date: 1891-03-10
Anticipated expiration: 1908-03-10

Description

(No Model.) 2 Sheets-Sheet 1. W. W. ROSENFIELD. ELEGTRIO RAILWAY SIGNAL.

Patented Mar. 10, 1891.

(No Model.)

2 Sheets-Shet 2. W. W. ROSENFIELD,

ELECTRIC RAILWAY SIGNAL.

Patented Mar. 10,1891.

ilNrTngn STATES XVILLIAM WV. ROSENFIELD, OF NEW YORK, N. Y., ASSIGNOR TO THE AMERICAN PATENT Orrrcnt ELEGTRIORAILVAY SIGNAL COMPANY, OF JERSEY OITY,'NElV JERSEY.

ELECTRIC RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 447,906, dated March 10, 18 91.

Application filed May 17, 1 890. Serial No. 352,213. (No model.)

To all whom it may concern.-

Be it known that 1, WILLIAM XV. ROSEN- FIELD, a citizen of the United States, residing at New York, county of New York, and State of New York, have invented certain new and useful Improvements in ElectricRailway-Signals, fully described and represented in the following specification and the accompanying drawings, forming a part of the same.

This invention relates to electric railwaysignals, and especially to that system known as the block system, in which the road is divided into blocks of any suitable length, generally of one mile or more, and a system of signals employed by which an indication is given to a train entering a block of the presence of a train upon that block or upon some predetermined block in advance of the train. In this system the signal may be given upon a part of the train, or the electric devices may operate, either directly or indirectly, semaphores or other suitable signals along the track at desired points.

It is the'general object of the present invention to provide an improved electric railway-signal system by which an alarm shall be given in the cab of a locomotive or at some other suitable part of the train as it enters upon a block in case a predetermined succeeding block be occupied by a train, whether stationary or moving in the same direction as the train in which the signal is given or in the opposite direction.

Further objects of the invention are to provide an improved electric-circuit system of general application in electric railway signals, whether the signal be transmitted to a part of the train or to a stationary signal device and independent of the special form of signal device employed, and to provide an improved signal device which may be used with other electric-circuit systems.

For a full understanding of my invention a detailed description will now be given, reference being had to the accompanying drawings, forming a part of this specification, in which- Figure 1 is a diagram showing the preferred form of electrical devices in which my invention is embodied. Fig. 2 is a diagrammatic elevation showing the connections between the electrical devices of the track and the sig nal upon the train. Fig. 3 is adiagram showing a modification.

Referring now especially to Fig. 1, the track 2 is divided into blocks or signal-sections of suitable length, preferably of a, mile or more, three of these blocks A B 0 being shown. Rail 1 is broken in each block and a part insulated in any desired manner from the rest of the rail,these insulated sections or rails a b 0 thus serving to break the circuit passing through the rail. The insulated sections or rails may be of any desired length, subject to the limitations stated hereinafter. The linecircuit is completed through rail 1 around and past these insulated sections through relays or electro-magnets (l e f, from which Wires 3 4 extend to the track at each side of the insulated sections. The blocks are provided also with line-batteries g h i is, located at any desired points, one to each block, through which circuit is made between the rails 1 2 by means of wires 5 6, connected, respectively, with the positive and negative electrodes of the local batteries. The relays and line-batteries, with their connections, are shown as placed between the tracks for the purpose of convenient illustration; butit will be understood that these parts are preferably located ,at one side of the track, as is customary in this class of construction. Between the rails, in any desired position for the purpose of attracting a part carried by the locomotive'or any other desired portion of the train, is located in each block a their respective relays and circuit-closers by means of springs 13. The poles of the permanent magnets are so wound and connected to the local circuits that when any one of the latter is closed a current is transmitted through the coils about its magnet in such a manner that the magnetic force of the latter is Wholly or partially neutralized.

It is apparent that by the device thus far described the closing of the line circuit through the relay (Z and the attraction of its armature 1 1 will close the local circuit th rough the battery 0 and the coils of permanent magnet Z, the magnet Z thereby being neutralized and little orno attractive force being exerted thereby.

For the. purpose of locking the armatures 11 either in the position of engagement with the circuit-closers 9, into which position they are brought by the attraction of their respective relay-magnets, or into the position into which they are withdrawn by springs 13 when the circuit through the relayis broken, I provide another circuit, which I call the locking-circuit, consisting of the electromagnets r s t for the respective blocks, connected with the insulated rails a Z) a through wires 1-1 and with rail 2 through local batteries 'LH) w for the respective blocks by wires 15, connected to the positive electrodes of the batteries, and wires 16, connected to the negative electrodes and rail 2.

The locking-magnets r s t are provided with pivoted armatures 17, normally withdrawn from the magnets by springs 18. These armatures 17 are notched, as shown, and when attracted by their respective magnets are adapted to engage the armatures 11 of the relays and holdthem in either of their positions. The normal position of these parts when no train is upon the track is shown in Fig. 1, in which the circuits are all broken and the armatures 11 and 17 are withdrawn by their respective springs.

The means by which the signal is given to the train is shown in Fig. 2. Two arms 19 are pivoted on the frame of thelocomotive or car at 20 and held normally in a vertical central position by means of springs 21, pressing upon opposite sides of each arm. The lower and upper ends of the arms 19 carry, respectively, bars 22 23, pivoted to the arms, the lower bar 22 being formed of soft iron or any other suitable material, so as to be readily attracted by the permanent magnet Z. The upper bar 23 carries an insulated standard 2 1, from which the wire 25 extends through a battery 26 to a bell 27, by which the signal is given, the circuit being completed from hell 27 through wire 28, connected to two circuitclosers 29 30 on opposite sides of the standard 24. As the bar 23 is carried to the right or left by the arms 19 and bar 22, the standard is brought into contact with one of the circuit-closers 29 30, thus closing the circuit through battery 26 and bell 27 and giving the signal, it being understood that the bell 27is constructed in any suitable manner to ring continuously when the circuit is once closed independent of the opening of the circuit thereafter. The plate 23 may also be connected by a pivoted arm 31, as shown, or in any other suitable manner to a valve 32, conthe insulated rail.

trolling a pipe 33, which may be connected to the air-brakes or through pneumatic or other suitable connections to signals in other parts of the train, whereby the brakes may be applied or other signals than the ringing of the belt 27 be given, such devices being common in the art and requiring no illustration herein.

The operation of the devices embodying the invention will now be described. I will first assume that the track is clear and a train moving in the direction shown by the arrow in Fig. 1. As the locomotive passes the linebattery g the circuit from said battery will be closed by the wheels and axles of the train, the current passing from the battery g through the wire 5 and the track 1 to the wheels and axles, thence to track 2, wires 6, and back to battery g. At the same time the circuit will be closed from battery h through track 1, relay d, and wires 3 4 to the wheels and axles, thence through rail 2 and wire 6 back to battery h. The relay-magnet cZ will therefore be energized by the current from battery h, and the armature 13 will beattracted into contact with circuit-closer 9, thus closing the circuit through wires 7, 8, 10, battery 0, and the coils of permanent magnet Z, the magnetic force of the latter thus being neutralized, so that the magnet will exert little or no attractive force upon the bar 22 as the locomotive or car moves over it. This is the position of safety, in which no signal is given. As the train moves forward and the wheels pass upon'the insulated rail or the line-circuits remain the same, being closed through the wheels and axles still in the rear of As the front wheels of the train pass off the rail a. however, both line-batteries will be short-circuited, battery It through the forward wheels and axles of the train and battery 9 through the rear wheels and axles. The relay (1- therefore will not be energized, and the armature 11 would be withdrawn by spring 13, breaking the local circuit and allowing permanent magnets to act on bar 22 and give a signal, were not some means provided for locking the armature 11 in the position of safety, in which the local circuit through magnet Zis closed, and for this purpose the locking-circuit is provided. As the wheels pass upon the insulated rail a the locking circuit is closed through the rails, wire 14, magnet 0", wire 15, battery to, wire 16, and the wheels and axles, thereby energizing the locking-magnet?" and drawing the armature 17 into locking contact with armature 11, the latter being thus locked in the position of safety previously described. The circuit through locking-magnet 4 will remain closed and the armature 13 remain locked in the position of safety until the last wheel of the train has left the insulated rail a. As the rear end of the train passes from the insulated rail (1 and beyond the connection of the wire 4 with the main track the battery h remains short-'circuited through the wheels and axles, as above stated, and the IIO circuit of battery g will be closed through relay d and the locking-circuit broken.

It will be apparent on examination that for the correct operation of the locking device it is necessary that the insulated sections be of a length greater than the distance between the forward and rear trucks of any car. that may ever be placed in advance of the signal, so that a wheel shall always be on the insulated section while the part of the train in advance of the signal is passing over the sec- .tion and the local circuit be kept locked in the condition in which it is when the train reaches the insulated section until the signal has passed the permanent magnet. As the train moves onward and passes the battery h the operation in block A just described is repeated in blocks B and O, successively, this operation being that of the position of safety.

The operation of the device and the circuits formed for the position of danger will now be described. Assuming that a train moving in the direction of the arrow has passed battery g and has not yet reached the insulated rail a and that a train is upon block B in any position between the insulated rails 19 c and magnets c f, the operation is as follows: \Vhether the train on block B be stationary or be moving toward block A or block Cthat is, whether it be moving in the same direction as the train signaled or in the opposite directionthe local batteries 9 h 1170 are graduated in force, so that thecurrent produced is sufficient to energize one of the magnets cl e f; but when the current is divided between two magnets neither will be energized. In the case assumed,with a train upon block B, between the battery 1) and the magnet e, and a train upon block A, between the battery g and the magnet d, the circuits from both batteries g and 1} will be closed through the wheels and axles of the train and track 2, as previously described, these batteries being short-circuited. The current from battery h, however, will be divided, part of it flowing through rail 1 of block A, wires 3 4, and magnet cl to the wheels of the train on block A, the circuit being closed through track 2 and wire 6 to the battery, and the other part of the current flowing through wire 1 of block B and wires 3 4c and magnet e to the wheels and axles of the train on block B, thence to the battery through rail 1 and wire 6. The circuit being thus divided will not be of sufficient force in either block A or B to energize the magnet d or e for the attraction of their respective armatures, and the armatures 11, therefore, will be in the position into which they are withdrawn by Spring 13, the local circuit through the battery 0 and permanent magnet Z being broken and the magnet Znot neutralized. This is the position of danger. As the train on block A moves forward, the permanent magnet vl, not being neutralized, will attract bar 22 as it passes over the magnet, the movement of the bar thus being retarded below the speed of the train, and the bar 23 on the arms 19,

swinging upon the pivots 20, will move the standard 24 into contact with circuit-closer 29 and close the circuit through battery 26 and bell 27, thus giving a signal upon the train. The same movement of the bar 23 operates the valve 32 to open or close the pipe 33, according to the particular device employed. As the train and bar 22 pass beyond the permanent magnet Z the bars 22 23 are returned to their normal positions by the springs 21, and as the train passes from the insulated rail a the locking-circuit is broken and the armature 11 released.

It is evident that in the construction shown it is not necessary. that the local circuits be locked in the position of danger, unless the insulated section be of a length exceeding that of the entire train, as the short-circuiting of the battery in advance of the train does not affect the open condition of the local circuit. If, however, the insulated rail a be longer than the train, the front wheels of the latter in passing otf the insulated section, the rear wheels being upon the insulated section, close the circuit of the line-battery 9 through the magnet d, and thus may close the local circuit to the condition of safety before the signal passes the permanent magnet were not the locking device employed. With the looking device, however, the insulated rails may be of any length in excess of that required for the operation of the locking device in the position of safety, as pointed out above. By the operation thus far described a signal is given to a train entering a block, if a train be upon the block next succeeding, whether stationary or moving in either direction. If a train be moving in the direction opposite to that of the arrow shown in Fig. 1, it will atfect the circuits from the successive batteries in exactly the same way as a train moving in the direction of the arrow,and the permanent magnets will be neutralized or not, according to the position of the train, whatever be its direction of movement. Thus atrain moving in a direction opposite to that of the arrow as it passes the permanent magnet 92 will receive a signal or otherwise, according as the block A be occupied or not occupied.

It will thus be seen that an electric-signal system is provided by which trains moving in ditferent directions upon the same track shall receive and give signals, and that this system is of general application in all cases whether trains are run in both directions or in but one direction upon the track to which the system is applied.

'In Fig. 3 is illustrated a simpler system which may be employed where trains are run upon a track in but one direction. In this case rail 1 is broken at certain points or y z and the sections insulated'from' each other; butno insulated rails, as in the system shown in Fig. 1, need be employed, the locking device being omitted. The construction and operation of the device otherwise are substantially the same as that described in connection with Fig. 1, except that the permanent magnets Zm a must be placed a sufficient distance in advance of the insulated points 00 1 z to permit of the signal upon the train passing the permanent magnet before any part of the train has passed the insulated points, as it is evident that when a wheel of the train passes beyond the insulated points both line-batteries will be short-circuited through the wheels and axles and the train will receive a danger-signal from its own action upon the circuits. This construction, omitting the locking device, is much simpler and will be found perfectly satisfactory in cases in which trains are run in but one direction.

While the magnet operating the signal is shown and described as located in such a position as to actuate a signal device carried by the train, it is evident that the system is of general application in railway-signals, and that the magnets controlling the signals may be placed at any desired points and used in a local circuit has been shown and described,

it will be understood that my invention is not to be limited to such a construction, butthat my circuit system may be employed with an electro -magnet in place of the permanent magnet or with any other suitable devices for giving the signal either with or without a 10- cal circuit.

WVhat I claim is 1. In a railway-signal system, the combination, with the rails and an electro-magnet bridging an insulated joint therein, of a line battery connected to both rails and construct-. ed to energize said magnet when its current is closed through the magnet alone, but not to energize the magnet when the current is divided, substantially as described.

2. In a railway-signal system, the combination,with the rails provided with insulated joints at suitable distances apart dividing the track into signal-sections and electromagnets bridging said insulated joints and completing line-circuits between two adjacent sections, of a line-battery connected to both rails between two of said magnets, whereby the circuit of the battery is closed through one or the other of said magnets or its current divided between them,according to the position of trains upon the track, substantially as described.

3. In a railway-signal system, the combination,with the rails provided with insulated joints at suitable distances apart dividing the track into signal-sections and electromagnets bridging said insulated joints and completing line-circuits between two adjacent sections, of a line-battery between each two magnets connected to both rails, whereby the circuit of each line-battery is closed through one or the other of the adjacent magmagnets, according to the position of trains upon the track, said line-batteries being constructed to energize either of said magnets alone, but to energize neither of them when the current is divided, substantially as de scribed.

5. In a railway-signal system, the combination, with the rails, one of which is cont i n uous and the other provided with insulated joints at suitable distances apart, and electro-magnets bridging said insulated joints, of a linebattery between each two magnets connected to both rails, whereby the circuit of each linebattery is closed through one or the other of said magnets or its current divided between them, said line-batteries being constructed to energize either of said magnets alone, but to energize neither of them when the current is divided, substantially as described.

6. In a railway-signal system in which the line-circuit is made through the rails and electro-magnets at suitable distances apart, the combination, with two of said electromagnets, of a line-battery connected to both rails between said magnets and constructed to energize either of the magnets alone when its circuit is closed through the same, but to energize neither of the magnets when its current is divided between them, substantially as described.

7. In a railway-signal system in which the line-circuit is made through the rails and electro-magnets at suitable distances apart, the combination, with two of said electromagnets, of a line-battery connected to both rails between said magnets, whereby the circuit of the battery is closed through one or the other of said magnets or its current divided between them, according to the position of trains upon the track, such line-battery being constructed to energize either of the magnets alone or to energize neither of the magnets when the current is divided, substantially as described.

8. In a railway-signal system in which linecircuits are made through the rails and electro-magnets at suitable distances apart, the combination, with the rails and electro-magnets, of a line-battery between each two magnets connected to both rails, the circuits of said line-batteries being closed through one or the other of the magnets between which they are located or their currents divided between said magnets, according to the position of trains upon the track, said line-batteries being constructed to energize either of the IIO said line iiiag'iiets alone, but to energize neither of them when the current is divided, and signal devices controlled by said electromagnets, substantially as described.

9. In a railway-signal system in which linecircuits are made through the rails and relay-magnets at suitable distances apart, the combination, with the rails and relay-magnets, of local circuits controlling the signals and opened and closed by said relay-magnets, and a line-battery between each two relaymagnets connected to both rails, the circuit from said line-batteries being closed through one or the other of the magnets between which they are located or their currents divided between said magnets, according to the position of the trains upon the track, said line-batteries being constructed to energize either of the said magnets alone, but to energize neither of them when the current is divided, substantially as described.

It). In a railway-signal system, the combination, with the rails and electromagnets bridging insulated joints therein at suitable distances apart, of a line-battery between each two magnets connected to both rails, the circuit from said line-batteries being closed through one or the other of the magnets between which they are located or their currents divided between said magnets, according to the position of trains upon the track, said line-batteries being constructed to energize either of the said magnets alone, but to energize neither of them when the on rrent is divided, substantially as described.

11. In a railway-signal system, the combination, .with the rails and relay magnets bridging insulated joints therein at suitable distances apart, of local circuits controlling the signals and opened or closed by said relay-magnets, and a line-battery between each two relay-magnets connected to both rails, the circuits from said line-batteries being closed through one or the other of the magnets between which they are located or their currents divided between said magnets, according to the position of trains upon the track, said line-batteries being constructed to energize either of the said magnets alone, but to energize neithcrof them when the current is divided, substantially described.

12. In a railway'signal system, in which lin ecircuits are made through the rails and relaymagnets at suitable distances apart, the combination, with the rails and relay-magnets, of electro-magnets located at suitable points and controlling the signals, local circuits controlling the said electro-magnets and opened and closed by said relay-magnets, and a line-battery between each two relay-magnets connected to both rails, the circuit from said linebatteries being closed through one or the other of said magnets between which they are located or their currents divided between said magnets, according to the position of trains upon the track, said line-batteries being constructed to energize either of the magnets alone, but to energize neither of them when the current is divided, substantially as de scribed.

13. In a railway-signal system, the combination of line-circuits made through the rails and relay-magnets at suitable distances apart. local circuits controlling the signals and opened or closed by said relay-magnets, a locking-circuit controlled by the train for retaining the local circuit in its closed or open condition, and a line-battery between each two relay-magnets, the circuits from said linebatteries being closed through one or the other of the magnets between which they are lo- .cated or their currents divided between said magnets, according to the position of trains upon the track, said line-batteries being constructed to energize either of said magnets alone, but to energize neither of them when the current is divided, substantially as described.

l i. In a railway-signal system, the combination of line-circuits made through the rails and relay-magnets at suitable dist-an ccs apart, permanent magnets located at suitable points and controlling the signals, local circuits neutralizing or partially neutralizing said permanent magnets and opened or closed by said relay-magnets, and a line-battery located between each two relay-magnets,the circuit from said line-batteries being closed through one or the other of the magnets between which they are located or their currents divided between said magnets, according to the position of trains upon the track, said line-batteries being constructed to energize either of said magnets alone, but to energize neither of said magnets when the current is divided, substantially as described.

15. In a railway-signal system, the combination of line-circuits made through the rails and relay-magnets at suitable distances apart, magnets located in position to attract a part carried by the train for controlling the signal, local circuits controlling said magnets and opened and closed by said relay-magnets, and a line-battery between each two relay-magnets, the circuits from said line-batteries being closed through one or the other of the magnets between which they are located or their currents divided between said. magnets, according to the position of trains upon the track, said batteries being constructed to energize either of said magnets alone, but to energize neither of them when the current is divided, substantially as described.

16. In a railway-signal system, the combination of line-circu its made through the rails and relay-magnets at suitable distances apart, a bar carried by a train and controlling the signal device, magnets located in position to attract the bar, local circuits controlling said magnets and closed or opened by said relaymagnets, and a line-battery between each two relay-magnets, the circuit from said line-batteries being closed through one or the other of said magnets between which they are 10- IIO cated or their skirt-eats divided between said magnets, according to the position of trains upon the track; said line-batteries being constructed to energize either of said magnets alone, but to energize neither of them when the current is divided, substantially as described.

17. In a railway-signal system, the combination of line-circuits made through the rails and relay-1nagnets at suitable distances apart, a movable bar carried by the train, a signalcircuit made and broken bysaid bar, magnets located in position to attract the movable bar for controlling the signal-circuit, local circuit controlling said magnets and opened and closed by said relay-magnets, and a line-battery between each two relay-magnets, the circuit from said line-batteries being closed through one or the other of the magnets between Which they are located or their currents divided between said magnets, according to the position of trains upon the track, said linebatteries being constructed to energize either of said magnets alone, but to energize neither of them when the current is divided, substantially as described.

18. In a railway-signal system, the combination of a permanent magnet, a circuit controlled by trains upon the track and controlling said permanent magnet, and a signal device operated by said permanent magnet to give a danger-signal'whcn the magnet-controlling circuit is broken,substantially as described.

19. In a1'a-ilWay-signal system, the combinatioii (it a testament magnet, a circuit c n trolled by trains upon the track and o'p'iat ing When closed to neutralize orpartially neu tralize said magnet, and a signal device operated by said permanent magnet to give a danger-signal when the neutralizing-circuit is broken, substantially as described.

20. In a railway signal system, the combination, with the rails and insulated sections therein, as a, of a circuit controlling the signals and opened or closed, according to the position of trains upon the track, and a locking-circuit closed by a train upon the insulated section and locking said signal-controlling circuit in its closed'or open condition, substantially as described.

' 21. In a railway-signal system, the c0lnbination, with the rails and insulated sections, as a, of electro-magnets bridging said insulated sections, line-circuits closed through the said electro-magnets and controlled by trains upon the track, local circuits controlled by said line-circuits and controlling the signals, and locking-circuits closed by trains upon the insulated sections and locking said line-circuits in their closed or open condition, substantially as described.

In testimony whereof I have hereunto set my hand in the presence of two subscribing Witnesses.

WM. W. ROSENFIELD.

IVitnesses:

O. J. SAWYER, J. J. KENNEDY.