US532003A

US532003A - Electric signaling apparatus

Info

Publication number: US532003A
Authority: US
Publication date: 1895-01-01
Anticipated expiration: 1912-01-01

Description

5 Sheets-Sheet 1.

(No Mqdei.)

G, E. MILLER. ELECTRIC SIGNALING APPARATUS.

Patented Jan. 1,"1895.

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(No Model.) 6 Sheets-Sheet 2.

G. E. MILLER. ELECTRIC SIGNALING APPARATUS.

N0. 532 003. Patented Jan. 1, 1895.

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5 Sheets-Sheet 3.

(No Model.)

G. E. MILLER. ELEGTRIG SIGNALING APPARATUS.

No. 532,0()3. Patented Jan. 1, 1895'.

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(No Model.) 5 Sheets-Sheet 4,

G. E. MILLER. ELEGTRIG SIGNALING APPARATUS.

No. 532,003. Patented Jan. 1, 1895.

WI gasses. ww I (No Model.) 5 Sheets-Sheet '5.

G. E. MILLER. ELECTRIC SIGNALING APPARATUS.

No. 532,003. Patented Jan. 1, 1895.

r 4 E529 I Jv I D j a 1 Q U U UNITED STATES PATENT rricn.

GEORGE E. MILLER, OF SAUGUS, MASSACHUSETTS, ASSIGNOR TO THE AMER-I- OAN ELECTRIC TRAIN AND S'VVITOII SIGNAL COMPANY, OF PORTLAND,

MAINE.

ELECTRIC SIGNALING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 532,003, dated J anuary 1, 1895.

Application filed January 24, 1894. Serial No. 497,925- (No model.)

To all whom it may concern.-

Be it known that I, GEORGE E. MILLER, a citizen of the United States, and a resident of Saugus, in the county of Essex and State of Massachusetts, have invented new and useful Improvements in Electric Signaling Apparatus, of which the following, taken in connection with the accompanying drawings, is a specification.

My invention relates to improvements in electric signaling apparatus for railway cars and consists in means for automatically signaling between trains on the same track when within any predetermined or danger :5 distance for instance a mile or more orless as may be desired according to thelength of the trains.

It is also adapted for use in connection with switches and consists in means for automatically informing the engineer of an ap proaching train when a switch is misplaced.

It also consists in means for automatically signaling to the engineer of an approaching train in case a car on a siding should overhang or not be left perfectly clear of the main track for such approaching train.

It also consists in means for automatically warning the engineer of an approaching train that a draw-bridge is open in whole or part and that the track is not clear at such place.

It also consists in a grade crossing signaling device arranged at such crossing for the purpose of automatically informing passengers or occupants of such grade crossing that 5 a train is approaching; and it also consists in means for establishing metallic connection between the central insulated conductor and the rails from any car when desired for the purpose of signaling to approaching trains in case the train has broken apart or for the purpose of signaling from a car on the train to the engineer in charge as will hereinafter be more fully shown and described reference being had to the accompanying drawings,

5 wherein- Figure 1, represents a perspective view of the signaling apparatus as applied to switches and side tracks. Fig. 2, represents a cross section on the line 2--2 in Fig. 1 showing one of 5c the car wheels in position. Fig. 3, represents a perspective view of the signaling apparatus as applied to a draw-bridge, the latter being shown as partly open. Fig. 4, represents a perspective view of the signaling apparatus as applied to a grade crossing. Fig. 5, represents a side elevation partly shown in section of the armature motor and alternating current generator and its connections. Fig. 6, represents a side elevation partlyshown in section of the armature motor. Fig. 7, represents an enlarged section on the line 77 in Fig. 5 showing the valve lever and its insulated contacts for changing the direction of the electric current. Fig. 8, represents sections respectively on the

lines

8, 8, and 8*, 8, shown in Fig. '7. Fig. 9, represents a side elevation of a part of the caboose of a freight train showing device for short circuiting the A insulated central conductor and rails; and Fig. 10, represents an end view of the same partly shown in section.

Similar letters refer to similar part-s wherever they occur on the different parts of the drawings.

In Figs, 1, 3, 4, 5, 9, and 10 A A represent the rails and B B the ties or sleepers of a rail road track in the usual manner. The rails are Wired together at their abutting ends so as to serve as a means for establishing an electrical connection between the engines or trains, (Km, for which the electric signaling apparatus is to be used. Between the rails A A is laid a duplexinsulated and alternately broken metal conductor (3 O as shown and described in the patent granted to me October 31, 1893, No. 507,918.

In Figs. 1, 3 and 4 D represents an engine or other part of a train on which the electric signaling apparatus is located, such apparatus being preferably located in the cab of the engine as represented in my aforesaid Letters Patent.

On each train preferably on its locomotive or tender is arranged an insulated brush wheel or sweeper E which is held in metallic 9 5 connection with the duplex alternately broken conductor 0 O in a manner and for a purpose as fully shown and described in my above mentioned patent.

Upon each' train is carried my improved mo signaling apparatus as shown in Figs. 1, 3, 5, 6, 7, and 8 and it consists of an alternating current magneto electro machine of any suitable construction having a rotary armature F secured to an armature shaft f as shown.

G G represent the pole pieces, H H the commutator and h h the sweepers as is common in magneto electro machines.

The armature F is set in rotation by a motor preferably applied directly to the armature shaft f and in the drawings I have shown for this purpose such motor consisting of a casing or shell I having hearings in which the armature and motor shaft f is journaled. Within the casingI is arranged upon the shaft f a bucket or fan wheel I which is rotated by a steam jet from the nozzle 1" which is connected by means of a pipe I to the steam boiler of the locomotive, such boiler being however not shown in the drawings.

K represents a valve or cut off on the steam supply pipe I and 7c is the valve spindle thereon which is longitudinally adjusted by means of ametal lever L connected to it and pivoted at Z to a plate or bracket M as shown in Fig. 7.

To the bracket Mare secured the insulated metallic contact pieces M M with which the lever L is alternately brought in contact when closing and opening the said valve K for a purpose as will hereinafter be more fully described.

N represents a suitable'electric bell alarm or other signal preferably arranged in the cab of the engine and provided with electro-magnets n n as shown.

Any suitable sound or sight signal or both may be used without departing from the essence of my invention.

The brush E on each train or engine is metallically connected by means of a wire 6 to a wire 6' leading to and through the spool n which is connected to the spool 01. as shown. The other endof the wire 6 is connected to the metal contact piece M as shown in Figs. 1, 3, and 5. From the spool n leads a wire 6 to the sweeper h and from the sweeper h leads a wire 6 to the metal contact piece M" as shown. From the lever L leads a wire Z to a suitable telegraph circuit breaker Z which is normally held in contact with a preferably spring pressed telegraph key Z which is metallically connected to a wire Z leading to any metallic part of the engine or train that is in metallic connection with the rails A as fully represented in Figs. 1, 3, and 5. It will thus be seen that when two engines or trains approach each other sufficiently near so as to cause their sweepers E to be in metallic contact with one of the alternately broken conductors O the alternating electric current caused by the electro magneto generators will be closed through their respective alarms thus causing the latter to be sounded or shown on each train as long as they remain Within the predetermined danger distance thus automatically giving notice to the engineers or other persons in charge of the trains that they are too near each other and giving warning to slow up, stop and carefully examine the cause. As soon as the alarm ceases it is an indication to the engineers that the danger limit is passed and that they can proceed with safety.

It will be noticed that the electric circuit through the generator and alarm is closed by the opening of the valve K which causes the lever L to be metallically connected to the contact M" as soon as the armature shaft is set in rotation, and remains so as long as the armature is rotated.

In using the electric signaling apparatus its armature is rotated as long as the locomotive is on the road whether such locomotive is running or stationary at stations or intervening parts of the track.

When the locomotive reaches its terminal station and it is no longer necessary to receive signals from incoming trains, the valveK is closed by the depression of the lever L causing the steam to be cut off from the motor I and thus stopping the armature from rotation. Such depression of the lever L causes it to be brought against the contact M by which the'current from an approaching engine is short circuited through wires e 6, contact M, lever L, wires Z l and the telegraph key (it the latter is used) without going through the alarm on such stalled or stationary engine. The incoming train however on which the armature of the magneto electric generator is rotated receives an automatic signal by the closing of the electric current through its alarm as soon as it reaches the desired limit distance from the said stalled or stationary locomotive.

In Fig. 1, I have shown my electric signaling apparatus in connection with a switch in a similar manner to that shown and described in my above mentioned patent. In said Fig. 1, 0 represents a switch stand of any well known construction secured to one side of the track as usual. In said stand is j ournaled the crank shaft P which is positively connected to the pivoted switch points A A as usual in railroad switches. The stand 0 is metallically connected to the rails A A by means of a wire 0 as shown in Fig. 1. To the stand 0 is secured an insulated yielding spring electrode 0 which is metallically connected to the duplex central alternately broken conductors O by means of wires 0 O as shown. On the switch shaft P is secured a metal cam or projection 19 which is brought in metallic contact with the insulated spring electrode 0" when the switch A A is left open as shown in Fig. 1 in which position communication is established between the rails A A and middle conductors O O causing an alarm to be given on an approaching engine or train as soon as it reaches within danger distance of the switch. If the switch is set so as to leave the main track free and open no signal will be given on the approaching train as the circult is broken between the rails A and middle conductors C.

In Figs. 1 and 2 I have also represented my improved device for automatically signaling to the engineerof an approaching train in case a car on a siding should overhang or not be left perfectly clear of the main track for such approaching train.

In Figs. 1 and 2 A A represent the rails of a siding which communicate with the main track A A by means of the adjustable switch A A as is common in track arrangements. On the inside of one of the rails A" I secure to the sleepers B a wooden stringer or rail A which serves as an insulator for the metal bar or plate A which is secured to it in any suitable manner. Said metal plate A is arranged at or near the junction with the switch or in such relative position thereto as to cause a car on said siding to overhang the main track it anyone of the flanges of the wheels cl is in contact with said plate A as shown in Fig. 2. A wire A 0 establishes metallic connection between said metal plate A on the siding with the central alternately broken conductors C on the main track as shown. The rails A A" of the siding are metallically connected to the main track rails A A by means of wires a a as shown in Fig. 1. It will thus be seen that if a car on the siding should overhang the main track one or more of its wheel flanges will be in contact with the plate A by which the circuit is closed between central conductors C and rails of the main track causing an alarm to be given on an approaching train and thereby giving warning to the person in charge of such train that something is wrong ahead. This is very essential as although the switch may be closed and locked still a car on the siding may accidentally be left to overhang the main track in which case warning will automatically be given to approaching trains no matter in what direction they may come.

In Fig. 3 is shown the improved electric signaling apparatus as applied to a draw bridge Q on which R is made to represent one of the stationary abutments or approaches in which is fitted and properly secured a metal frame R which is connected to the track rails A by means of a wire R" as shown. Vithin said frame is secured an insulated contact piece R which is connected to the duplex central and alternately broken conductors G by means of a wire R as shown in said Fig. 3.

In bearings in the metal frame R is movable a circuit breaking and closing boltr having a collar or flange 7" which is forced against the insulated contact piece R by the influence of a spring r as soon as the draw bridge Q is moved or swung out of its closed position as shown in Fig. 3 thus short circuiting the rails A A and conductor 0 causing an alarm to be sounded in the approaching engine and warning the person in charge thereon of danger ahead. In closing the draw bridge its edge comes in contact preferably with a spring 1' as shown in Fig. 3 causing the bolt 1' to be pressed inward by which the flange r is moved away from the contact piece thus breaking the circuit between rails A A and central conductor 0 so as to give no alarm on an approaching engine or train thus indicating that the draw bridge ahead is in proper position for the free passage of the train.

In Fig. 4 S represents a grade crossing go-' ing laterally or nearly so across the rail road track and it is very desirable that an automatic alarm should be sounded at such place to warn passengers on such grade crossing of the near approach of a train or engine equipped by my improved electric signal device and; for this purpose I locate on such grade cross ing an electric bell alarm 'l on which T 'l are the electro magnet coils which are connected respectively by means of wires 25' t" to the rails A and central conductor 0 as shown in said Fig. 4 causing the electric current to be closed through the electric alarm as soon as a train equipped as above mentioned approaches within a mile or so from said grade crossing. It is also very desirable in electric train signaling systems to enable a signal to be given from a car on the train to the engineer thereon, or to cause a signal to be given to an approaching train from a car-left on the track in case the train should be broken apart and forthis purpose I have represented this arrangement in Figs. 9 and 10 in which U represents the caboose or tail car of a freight train or it may represent any car on a passenger train as may be desired. Below said car is arranged a suitable metal bracket V in which is guided the metal stem V of the brush or sweeper V" which is normally held out of contact with the central conductors O O by any suitable mechanism and I have for this purpose shown a lever V pivoted in one end at V and jointed about midway to the upper end of the stem V and having connected to its free end a cord or strap V suitably guided on pulleys V V and adapted to be secured in position within the car by any suitable means as shown in Fig. 10 so as to hold the brush or sweeper V" out of contact with the conductors O C when it is not desired to signal to the engineer on the same train or to any approaching train.

The bracket V or any of its metallic parts is connected to the wheels W W or any of its metal connections by means of a wire 20 by which arrangement it will be seen that the rails A A and central conductors G will be short circuited as soon as the brush or sweeper V is released and allowed to come in contact with the conductors G thus causing a signal to be given to the engineer in charge of the train to which the car is attached as may be needed from time to time, for instance to notify the engineer to stop, put on brakes or back or otherwise as may be desired. In case a car thus equipped should for any reason break away from the train and be left on the track a signal may be given to an approaching or departing train simply by lowering the brush or sweeper V" in contact with the central conductor 0 by which the desired result is obtained as above described.

I-Iavingthus fully described the nature, construction, and operation of my invention, I wish to secure by Letters Patent and claim- 1. In an electric railway signaling apparatus an electric current generator and steam motor connected thereto and an insulated duplex alternately broken conductor combined with an alarm or signal in the circuit a sweeper electrically connected to the conductors, electrical connections between the track rails and generator and a steam valve for the motor having a lever arranged in the circuit when the valveis open and means for cutting out the alarm or signal from the circuit when said valve lever is closed substantially as and for the purpose set forth.

2. In an electric railway signaling apparatus, the combination of an insulated duplex alternately broken conductor located between the track rails, an alternating electric current generator carried on the engine or train, a rotary steam motor connected to the armature of said generator, a sweeper electrically connected with the generator and insulated conductor, electrical connection between the generator and track rails, an alarm or signal in the circuit, a steam valve for the motor having a lever arranged in the circuit when the valve is open, and means for cutting out the alarm or signal from the circuit when said valve is closed, substantially as described.

3. In an electric railway signaling apparatus, the combination of the main track rails, an insulated duplex alternately broken conductor, an engine or train carrying an alterelectrically connecting said generator and conductor, electric connections between the main track rails and generator, an alarm or signal in the circuit, a siding having a stationary insulated metal bar rigidly support-edadjacent to one of its rails and adapted to be electrically connected by car-wheel flanges, and an electrical connection between said bar and the conductor, substantially as described.

4. In an electric railway and draw bridge signaling apparatus, the combination of the track rails, an insulated duplex and alternately broken conductor, an alternating electric current generator carried on the train, a sweeper electrically connecting the said conductor and generator, an electrical connection between the main track rails and the generator, an alarm or signal in the circuit, and a circuit breaker and closer arranged adjacent to the draw bridge and comprising a frame, an insulated contact piece, a sliding bolt provided with a collar or flange, springs to move said bolt in opposite directions, one of said springs being arranged to project in the path of the closing draw bridge, and electrical connections from said frame and insulated contact piece to the main track rails and insulated conductor, respectively, substantially as described.

In testimony whereof I have signed my name to this specification, in the presence of two subscribing witnesses, on this 20th day of January, A.'D. 1894:.

GEORGE E. MILLER.

WVitnesses:

ALBAN ANDREN, GEORGE T. CUNNINGHAM.