US515366A - Electrical railway-signal - Google Patents

Description

UNITED STATES PATENT OEEICE.

HENRY V. RILEY AND CHARLES SELDEN, OF BALTIMORE, MARYLAND.

ELECTRICAL RAILWAY-SIG NAL.

SPECIFICATION formingpart of Letters Patent No. 515,366, dated February 2'7, 1894.

Application filed October 5, 1893.

To all whom it may concern,.-

Beit known that We, HENRY V. RILEY and CHARLEs SELDEN, citizens of the United States, residing at Baltimore, in the State of Maryland, have invented certain new and useful Improvements in Electrical Railway-Sig-v nals, of which the following is a specification.

Our invention relates to the class of inventions employed for the purpose of causing an alarm to sound or a signal to be given in the neighborhood of a grade crossing when trains are approaching in either direction on a railroad track.

`The invention consists of two electro magnets oppositely arranged, said magnets are continuously wound in two circuits common to a single battery, and a polarized armature arranged between said magnets, also suitable contact points and a signal circuit so that trains in one direction upon the track will cause the signal to operate at a given point,

jwhile trains in the opposite direction at the same point will not cause the signal to operate.

In the drawing, the circuits are shown working to the earth, though we desire it understood that a return wire may be used if desired.

a a are two electro magnets continuously wound and oppositely arranged and containing between the pole pieces thereof a polarized armature b. This pair of magnetsare wound differentially, but not in like proportions, the wire X having a less number of convolutions and therefore a less magnetic effeet upon the magnets than the wire P, which is so wound as to have a largely increased magnetic effect when charged with current.

Reference letters K M and L M represent suitable circuit closers of any approved pattern, located at one end of a section of road to be protected; and K M and L M are similar devices located at the opposite end of said section.

S represents the signal circuit, H the battery for operating the same and B a suitable signal, in this instance a bell, although it mayv be a visual signal.

G G are contact points controlled by the vibrations of armature b.

H represents the main line battery.

The operation is as followsz-A train appreaching in the direction indicated by the Serial No. 487,305. (No model.)

arrow would, upon reaching pointL M, charge the magnets through wire P and cause the armature B to be attracted by magnet a and repelled by magnet a with equal force, thereby holding the contact points G G apart, at another interval of time when points K and M may be reached, wire X is also charged, but on account of its winding, the attraction of magnet aand repulsion of magnet a are less than that of wire P and hence the contact points G G remain apart, it being understood that the charge in wire P tends to create a certain polarity in magnets a, and a', while the charge in wire X tends to create exactly the opposite polarity to that created by Wire P, but as the eiect from wire P is greater than from wire X, there is abalauce of poweror bias in favor of wire P, hence when both wires are charged simultaneously, the action of the magnets tends to keep points G G separated, until thelast pair of wheels of the train having the pointsK and M so that the circuit is at this time through one wire onlyand in such direction as to cause the armature to be attracted by magnet a and repelled by magnet a with equal forcebut, as will vbe understood, ot' less power than when energized by Wire P thereby bringing together contacts G G and closing circuit S and operating signal B. Now by reason of the fact that armature b is polarized it will remain in this last position assumed and thereby hold the signal circuit reaches point L M when the circuit being closed through wire P the armature is ata thereby separating contacts G G opening circuit S and discontinuing the operation of the signal. The armature as stated being polarized remains in contact with the pole piece of magnet a until magnet a is energized. A train proceeding in the opposite direction would be exactly the reverse "'operation. Hence it would be seen that even on a single track, by reason of the bias magnet winding, We can so arrange that trains in one direction will cause an alarm to be operated from same given point in the opposite direction the alarm would not be operated.

We desire it to be understood that while closed and the signal operated until the train a given point, yet should a train pass thatv left point L and broken contact there closes Y tracted by magnet a. and repelled by magnet IOO pointsto assumea certain position as and for the purpose set forth.r f

2; In anfelectric railway. signal, two dierentiallynwound-electro magnetmarranged oppositelyl upon a single.-base,.a.circuit closing polarized armatureadapted to vibratebetween sai-d magnets, lthefconvoi-utions of one differential .winding beingof l greater number than.

thatof theother winding,and these wind-v 4ings.,beingsuchthat a biasvin favor of one is maintainedover theothensubstanti ally as described.

3.I In an electric vrailroad. signal, a device i foroperating. the, same, consisting of two differential-ly .Wound 4electro magnets, arranged opposi-telyupon avsuitable base, one ofthe windings-having ,a greater number of convolutionsthanlthe other, a polarized-armature arranged. therebetween and Aadapted to. lbe simultaneouslyattracted lbyone and repelled bythe otherof said electro magnets, suitable circuit. closing mechanism arranged upon said armature,whereb.y upon the attraction of Isaid armature toward one electro magnet,

the electric circuitcontrolling the signal is.

closed,- andupon the movement of the armature toward the other electro magnet the signalci-rcuitis broken, substantially as described.

4. In a railwaysignaling system,two independently operated circuit clos-ing devices, arranged in- .close proximity and `ateach .end of a section: of road to be protected, two oppositely.. arranged differentially wound electro magnets both located .in two substantiallyindependent `circuits and electrically connected together, and each controlled respectively byv two circuit closing devices, a polarized armature adapted to be simultaneously attracted and repelled by the energization of said mag-r nets, and open and close alternately a signaling circuit, whereby upon the passage of a train over the protected section a signal is given and discontinued upon ,the train passing out-of the said section, substantially as described.

5. In a railwaysignaling system, two independently operated circuit closingdevices arranged in closeV proximity at eachend of a section of lroad to be protected;` two oppositely 'arra'n ged differentially vvwound velectro magnets, both located in substantially independent circuits and electrically connected together, and each controlled respectively by two circuiteclosingsdevices, a polarizedvarmature adapted to be simultaneously attracted .and repelled by the euergization of said magnets and openand close alternately a signalingcircuit, whereby upon the passage of a train over the protected section a y signal is operated, and discontin'ued-upon-going out of said section. magnet shall be such as will cause its local..

6. In a railway signaling system, twoelectric circuits eachfcontaining therein two electro magnets .differentially wound, the windingof said magnetshavinga greaternumberof convolutions in one direction and less in the other, a polarized` armature held between thev polev pieces thereof, 'Whcrebygupon thesimultaneous energization -of said niagnets, the armature is attracted byone and repelled the other, in either direction, with. equal force, substantially` as described.

7. Ina railway signaling system, three independent 'electric circuits', one containing therein a signaling device, and the othertwo oppositely arranged electro magnets, dierentially wound, the'convolutions thereof beingv greater. in one direction and lessin the other, apolariz'ed armature arranged therebetween and adapted tov close when in one position, and open when in another, the signaling circuit; .two independent Vcircuit; closing ydevices arranged in close proximity and. at each end of a section of railroad to be protected, said devicesv operating to close respectively the circuits, including the oppositelywound convolutions, whereby upon the passage of a train into the protected section, the circuit closing devices are operated, the first causing thearmature to be equally. attracted by oneand repelled by the other ofthe electro magnets, thereby openingthe signaling circuit, and the second causing said armature to be likewise attracted and repelled in the opposite directionv and thereby closing the signaling circuit,but said armature being biased in favor of the first-position assumed, and by reason of the continued operation of the first1 circuit closer, by reason of the passing train, remaining so until the last pair of wheels of said train passes 0E, substantially as described.

In testimony whereof we affix our signatures in the presence of two witnesses.

HENRY V. RILEY. .i CHARLES SELDEN.

Witnesses:

F. COYNE, EDGAR W. DAY.

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