US527257A - Electrical signal - Google Patents

Description

(No Model.) 5 SheqtB-Sheet 1. H. H. WISTER. ELECTRICAL SIGNAL.

Patented Oct. 9, 1894.

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H. H. WISTER.

ELECTRICAL SIGNAL.

No. 527,257. Patented 0st. 9, 1894.

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(No Model.) 5 Sheets-Sheet 3.

H. H. WISTER. ELECTRICAL SIGNAL.

No. 527,257. Patented Oct. 9, 1894.

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ELBUTRIGAL SIGNAL.

No. 527,257. Patented Oct. 9, 1894.

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H. H; WISTER.

ELECTRICAL SIGNAL.

No. 527,257. Patented Oct. 9, 1894.

wibvwoow 1 wuwwlio'a f6 a WE WW wow Hi NORRIS 951m: 00.. mo'ro-umu, WASNINGTON u c UNITED STATES JPATENT OFFIC HARRY H. WISTER, OF COLORADO CITY, COLORADO.

ELECTRICAL SIGNAL.

SPECIFICATION forming part of Letters Patent No. 527,257, dated October 9, 1894.

Application filed April 10, 1893- Serial No. 469,813. (No model.)

To aZZ whom it may concern:

. Be it known that. I, HARRY H. WISTER, a citizen of the United States, residing at Colorado City, in the county of El Paso and State of Colorado,have invented a certain new, useful, and valuable Improvement in Electrical Signals, of which the following is a full, clear, and exact description.

My invention has relation to electric railway signals and it consists in the novel construction and arrangement of its parts.

The object of my invention is to provide a signal which will apprise the engineer or other person on a train of the approach of another train on the same track, either from the front or rear, and also notify the engineer of adestroyed bridge, or a cave in of a tunnel, or falling of a rock or other obstruction on the track, or open switch.

In the accompanying drawings:Figure 1,

is a side view of an electrically operated pole changer used in my invention. Fig. 2, is a transverse sectional view of an engine cab and part of a pony truck. Fig. 3, is a transverse sectional view of an auxiliary rail used in my invention. Fig. 4, is a top view partly in section of the joint of the auxiliary rail. Fig. 5, is a top view of the track showing the auxiliary rail in position. Fig. 6, is a plan view showing my invention applied to a bridge. Fig. 7, is a side view of an automatic circuit closer and lock. Fig. 8, is a side view of a netting adapted to be used in cuts in the road bed. Figs. 9, and 10, are views showing my invention applied to tunnels. Fig. 11, is a side view of a switch having my invention applied thereto. Fig. 12 is a diagrammatic view of the several circuits used in my invention.

My invention is described as follows: The rails 1, 1, of the track form acontinuous conductor and may be connected at their joints by wires, to insure perfect conduction. The auxiliary rail 2,consists of the T-shaped base 3, to which is secured (one oneach side thereof) two metal bars 4, 4, of any suitable material, which will endure wear and make a good conductor. The bars 4, 4, are secured to the base 3, by means of the bolts 5. The metal conductors 4, 4, are insulated from the base 3, by means of the soft rubber collars 6, 6, which arelocated in the perforations of bars 4, 4, through which the bolts 5, pass; and

washers 7, 7, and S, 8, of any suitable material located on the said bolts 5, and between the base 3, and bars 4, 4, and bolt heads. The bolts are placed as far apart as practical. The two bars 4, 4, extend a little 'above the top of the base 3, and their tops are even with the tops of the rails 1, 1. The bars 4, 4, are connected at their joints by the wire 9, 9, (see Fig. 5,) secured by the bolts 5, between the washers 8, 8, and the sides of the bars 4, 4. The bars 4, 4, in sections of mile lengths, break joints alternately as at points 10, in Fig. 7, a joint of one bar being midway between the joints of the other, or half a mile from the joints of the other. The auxiliary rail 2, is placed at one side only of the track the proper distance from the track rail 1, as shown in Figs. 7, and 8.

The vehicle carrying the signaling apparatus may be a locomotive, coach or even a hand car. The front pair of pony truck wheels of alocomotive is selected as most convenient to carry the apparatus for conducting the current to the auxiliary and track rails. A brush 11, connects with the axle 12, of the wheels 13, 13. Said brush is connected by the wire 14, with the signal apparatus in the cab of the engine. To convey the return current a wire 15, running from the cab is attached to the brushes 16, 16, which apply to the steel rims 17, 17, secured one on the inside of each of the wheels 13, 13. Said rims are secured in place by means of the bolts 18. Said rims are also insulated from the wheels 13, by rubber or other insulating material 19, secured between them and the said wheels; and the bolts 18, are surrounded by the rubber insulation 20. The peripheries of the rims 17, are about even with the peripheries of the flat part of the wheels 13; and the peripheries of one rim 17, is always in contact with the auxiliary rail 2, regardless of thedirection in which the vehicle is going. The

soft rubber insulation 20, around the bolts arch 22, (Fig. 1,) in which is pivoted abrass or composition lever 23, by means of screws washers 28, 28, around screws 29, 29, in part 26, which holds the two parts of the lever together. Through part 26, passes the adj'ustment screws 30, and 31, carrying platinum points 32, and 32, the screw 30, extending downward and 31, upward. Through part 25,

passes the adjustment screws 33, 34, and 35, which also carry platinum points 36, 37, and 38, the screw 33, extending upward and the screws 34, and 35, extending downward. 'Near the end of part 26, is placed a post 39,

supporting spring 40, with platinum points 41. Said spring is held in position by the screw 42. This post 39, is secured by screw 43, to the base 44. The platinum point 41, on spring 40, is so placed as to come in contact with the platinum point 32', at the proper time. At the side of part 26, is placed the post 45, with spring point 46, which comes in contact with the platinum point 32, on screw 30, at the proper time. This post is secured by screw 47, to the base 44. At the end of the part 25, is placed the post 49, with spring points 50, which comes in contact with the platinum point 36, on screw 33, at the proper time. This post is secured by screw '51, to the base 44. At the side of the part 25, is placed the post 52, carrying spring point 53, which comes in contact with the platinum point 37, on the screw 34, at the proper time. To the right of post 52, and side of part 25, is placed the post 54, (better shown in Fig. 2,) carrying spring point 55, which comes in contact with the platinum point 38, on screw 35, at the proper time. Post 52, is secured by screw 56, and post 54, by screw 57, to the base 44.

Lever 23, is operated by magnets 58, and regulation spring 59. A cross bar 60, is socured to lever 23, by the screw 61. Said cross bar is situated over the heads of the magnets 58, which are connected by the bar 62, and secured to base 44, by screws 63, 63. Spring 59, is secured to post 49, by a screw 64, passing through a perforation in said post. Said screw 64, is regulated by check nuts 65, and 66. This spring 59, is secured to the lever 23, by hook 67, which is secured to said lever 23, at right angles to the same.

To prevent electrical connection between the post 49, and lever 23, through spring 59, said spring is secured to said hook 67, by a silk thread 68.

Posts 49, 39, and 69, are made one by connecting wires 70, and 71. The part 72, is a switch in wire 71. Posts 52, 45, and 73, are 'made one by connecting wires 74, and 75.

In part 25, of the lever '23, is a perforation 76, in which is secured by the screw 77, a wire 82, connecting post '78. Part 26, contains a perforation 79, in which is secured by a screw 80, the wire 83, connecting post 81. One Wire 84, from magnets 58, connects post 85, and the wire 86, runs from said magnet to'switch 87. This switch can be moved to come in contact with point 88, which is connected by wire. 89, to post 90; and also to point 91, by strap 92. Post 54, is connected to the switch 93, by wire 94. A branch wire 95, from 86, runs to post 78. Switch 72, is to be used to signal to engineers and operators. Post 73, and 69, contain conductors 96, which run through the electric bell 97, and thence one to brush 11, on axle 12, and the other to brush 16, on rim 17; of one wheel 13, also a branch 98, of this wire runs to brush 16, on rim 17, of the other wheel 13. From these points the current is carried through rails 1, and 2, to'another vehicle similarly equipped, or connection made by track or switch instrument; thus completing the circuit. Post 78, and 81, hold wires 99, 99, from battery 100, which charges the bell 97, and track circuit. A current passes from post 78, by wire 82, to part 25, thence down either post 49, or 52, through connecting wires along the track, through connection made by vehicle or track instrument, back through auxiliary rail 2, and up either post 39, or 45, to part 26, of lever 23, thence by wire 83, to post 81, and through battery 100, back to post 78, the starting point.

Lever 23, alternately brings platinum points 36, and 32; 38, and 32', in contact, thus alternately changing poles of battery 100, to track circuit so as to work in either direction. All trains in one direction having poles the same, while all trains in the opposite direction have poles the same, and opposite to first case.

Posts 90, and 85, are connected to battery 101, which operates magnets 58, bya current passing from post 90, through wire 89, to point 88, thence through switch 87, (when closed) back through wire 86, to magnets 58, thence by wire 84, to post 85, through battery 101, back to post 90, the starting point. This circuit closes magnets 58, and holds points 37, and 32, in contact until released by opening l'IO switch 87, when spring 59, holds points 36,

thence by wire 95, (branch of 86) to post 78,

thence by wire 82, to part 25, at 76, thence down post 54, wire 94, and switch 93, (when closed) to point 91, thence by wire 89, to post 90, to battery 101, back to post 85, the start ing point. This current when closed gives a rapid reciprocating motion to lever 23, which in turn rapidly changes poles of the battery 100, with regard to track circuit.

The switches 87, and 93, are left open except when using. Thus the battery 101, oper ates both circuits each independent of the other, and both circuits will not be required at the same time. Fig. 2 is a top view of pole pole changer will look in engine cab, the six binding posts and three switches being all that is exposed to view. The instrument is covered with a dust proof case with glass face. The three switches 87, 93, and 7 2, are all that the engineer will be required to handle.

The above description of the course taken by the circuits through the different conductors is given in detail and can be traced out on Figs. 1, 2, and 3, of the drawings.

. The following description of the circuits and operation of the switches can be traced out on the diagrammatic view shown in Fig. 14. .Let it be considered that thedevice is being used on a single track railroad. All trains going in one direction must have the switches 87, in the same position, either closed or open, and all trains going in the opposite direction must have the switches87, in the same position, either closed or open, but the position of the switches in the trains going in one direction must not be the same as the position of the switches of trains g0- ing in the opposite direction. For instance all trains going east musthave the switches 87, closed and switches 93, open. Thus a current starts from battery 101, passes along wire 89, to point 88, thence through switch 87, through wire 86, to magnets 58, thence by wire 84, to battery 101. Thus the magnets 58, draw the parts 25, of the lever 23, down,

in all trains goin g east. All trains going west must have the switch 87, open and switch 93, open also. Thus there is no current from bat tery 101, and the spring 59, and its attachments draw the parts 26, of the levers 23 down in all trains going west. east a current starts from battery 100, passes down wires 99, and 82, to part 25, of lever 23, thence along wires 74, and 96, through bell 97, to the auxiliary rail 2, thence by means of the connection made by a track instrument the 1 current passes to the track, and then along wire 96, to switch 7 2, (which is closed) along wire 71,to part 26, of lever 23, thence by wire 83, to battery 100. Thusin case of accident to the track the bell 97, is sounded; also should a train going west come on the same section as the said train going east, a current starts from battery 100, in train going east, passes down wires 99, and 82, to part 25, of lever 23, thence along wires 7 4, and 96, through bell 97, to the auxiliary rail 2; thence from auxiliary rail to bell 97, of train going west, thence by wire 96, to part 26, of lever 23,thence by wire 83, to battery 100, thence by wire 99, and 82, to

1 part 25, of lever 23, thence by wires 70, and 71,

through. switch 72, along wire 96, to track; thence from track to Wire 96, of train going east, through switch 72, and wire 71, to part 26, of lever 23, thence by wire 83, back to battery 1 00. Thus the bells in both trains are sounded and both engineers will be put on guard.

The switch 72, is always closed except when the apparatus is not to be used or when one engineer signals to another in which case the In all trains goingv said switch 72, is used to make and break the current between the two vehicles, thus enabling persons on difierent vehicles to communicate with each other by means of the sounding of the bell 97.

Should an engineer suspect that his train is in danger of collision by another train, and he does not know whether the other train is to approach from the front or rear of his train he closes the switch 93, and opens the switch 87. A current then starts from battery 101, and passes along wire 89,to point 91, through switch 93, and wire 94:, to part 25, of lever 23, thence by wire 82, to magnets 58, thence by wire 84, to battery 101. This current gives a rapid reciprocating motion to lever 23, which in turn rapidly changes the poles of battery. 100 with regard to thetrack circuit and a train equipped with a similar device cannot approach from either direction without sounding the bells 97, in both trains. Should the bell sound on a train going east while the switch 93, is closed and switch 87, is open, the engineerpwill immediately open switch 93, and if the bell still sounds he knows that there is danger in his rear, because all trains going east have the switches 87, closed and as his switch 87, is open, hence the respective positive and negative poles of one battery 100, are connected with the respective negative and positive poles of the other battery 100, and the bells in both engines ring. Thus the engineer going east knows that there is danger in his rear." He then closes the switch 87, and if the bell is still sounding he knows that there is danger also in front of him. Hence to avoid accident as soon as the bell begins to ring the engineers on all trains must either stop their respective trains or proceed with great caution. If the engineer going east finds that there is danger in both front and rear he opens switch 87, and closes switch 93. This notifies the engineers in the trainsin his front and rear and they either stop or proceed with caution as above described.

The electric bell is the common form having its magnets as strong as practical. Its use will be to give the alarm should another train come into the same signal circuit. When a bridge gives away, burns, or is otherwise destroyed; a tunnel caves in; a land slide takes place; a switch is left open; or when an operator, having key, bell, and battery connected with track circuit wishes to stop a train coming in or after leaving his station for orders, he may do so while it remains in his signal section, which may be longer at depots if necessary. In all cases it will give an audible alarm in time to prevent accident.

The batteries 101, and 100, should be of the dry form and enough cells in each circuit to do the work satisfactorily. They maybe carried in abox in the cab near the pole changer .or in any other convenient place.

IIO

secured to bridge timbers by pulley as at 105; and each end of said cable is fastened to a track instrument as at 109, Fig. 9. The track instrument consists of a sliding bar 107,(Fig. 9,) arranged to pass out through the cle'at 108, and having an eye at 109, to receive the said cable. At the other end of the sliding bar 107, is secured a strong spiral spring 110, held in place by nut and washer 111, and cleat 112. Said spring slides on the end of the bar 107, which is shaped to fit in the said spring 110. Bar 107, has shoulders 113, so as not to pass cleats 112, and 108, but they allow a limitedspace for sliding back and forth. On bar 107, between the shoulders thereon and cleat 11-2, is placed a rubber cushion 114:, to break the jar on lifting dog 115, and releasing said bar. At 116, in bar 107, is a notch in which works the spring actuated dog 115. At 117, is pivoted a lever 118, which is fulcrumed at 119. At a convenient place so as to be moved the proper distance by lever 118, is secured an eccentrically shaped spring 119'; at a proper distance from the said spring 119', is placed another spring 120, from which runs a wire 121, to track rail 1 (see Fig. 8); also a wire 122, from 119', runs to the auxiliary rail 2. If the bridge 123, goes down the cable 104, draws bar 107,back until the dog 115, falls into the notch 116, which will hold said bar back, even though the cablebreaks and releases the pressure upon said bar.

When the dog 115, is lifted out of the said.

notch 116, the bar 107, is forced by the-spring 110, back into itsforrner position, the cushion 114, breaking the jar in so d-oing. Bar 107, in traveling causes lever 118, working on pivots 119, and 117, to press the spring 119', against the spring 120, which closes the circuit between the track and auxiliary rails. These points are held incontact untilthe dog 11 5, is lifted when they separate. Thespiral spring 110, is strong enough to resist any or- 'dinary, pressure so that a false alarm cannot occur; but when a bridge gives way it will promptly give the alarm on a vehicle with proper apparatus entering its signal section from either direction. The track instrument just described is to be covered with a water proof iron box.

For protecting tunnels in case of falling rocks, caving in, &c., three cables are secured to the roof of the tunnel by pulleys. Awire netting is fastened to these cables as at a, (Fig. 12.) At the end of the tunnel the three cables join in one as at b, which passes over the pulley c, and under the pulley d, to the 7 trackinstruntent which is the same as used track where slides are apt to occur.

in the bridge apparatus. Any rocks falling will strike the netting a, and cause the cables to work the track instrument making connection between the rails, so that a train approaching in either direction will have its bell rungon entering the signal section.

For protection against landslides a netting 6, (Fig. 10 is stretched along the side of til3ie 5 means of the cables, pulleys, and posts as seen in the figure, a slide coming against the netting will give an alarm as before described.

For protection against open switches, a switch instrument is used. Said instrument consists of an arm f, secured to track lever as at g. A lever h, is pivoted at '5, to arm f, and is ful-crumed at j. A spring is, is socured in such manner that leverh, will press against it and push it in contact with the spring Z. The said springs are connected by wires to the track and auxiliary rails. On opening the switch the arm f, works lever h, on pivots d, and j, and presses k, against Z, thus establishing contact between rails as long as the switch remains open. This instrument is to be covered with a water proof iron box. 7

Having described my invention, what I claim as new, and desire to secure by Letters Patent, isv 1. In an electric signaling device for railroads an insulated rim elastically attached to the wheel of a vehicle and adapted to engage an auxiliary rail; the. said wheel connected with one pole of a battery 'and'the said rim with the other pole substantially as set forth.

In an electric signalingdevice consisting of a railway the rails of which form an electric conductor, a secondconductor along the track, and a cable extending along the track; a circuit closer attached to the end of the said cable, said circuit closer consisting of a sliding 'bar and attachments, provided with an automatic look, a movable and stationary point, wires connecting said points with the two conductors respectively, said movable point adapted to be brought and held in contact with said stationary point by sliding bar and attachments and lock, in combination with a vehicle carrying abattery and signaling device connected to the said conductors, substantially as described.

3. In an electric signaling device substantially as described, a circuit closer consisting of a sliding bar provided with an automatic lock and attachments, stationary and movable points, said movable point adapted to be brought in contact withand held against said stationary point by the sliding bar and attachments and lock, substantially as set forth.

4. In an electricsignaling device, the'combina'tion of a railway the rails of which form an electrical conductor, a second conductor along the track, a vehicle adapted to travel upon said track, a pole changer within the said vehicle, one side of which is connected with the track rails and the other side connected with the second conductor, a battery connected with the said pole changer, an electrio magnet connected with one pole of an in- 1 polarity of the said rails and conductorsand signaling device included in the circuit of the first battery, substantially as described.

5. In an electric device a pole changer, one side of which is connected with a conductor andthe other side connected with a second conductor; a battery connected with the said pole changer; an electric magnet connected with one pole of an independent battery; the lever of said pole changer connected with the other pole of the independent battery,

HARRY H. WISTER. Witnesses:

P. M. OONDIT,

M. O. MURPHY.

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