US558566A - Railway-signal - Google Patents

Description

2. t e e h s e e h S 3 E... M 0 vnU R G d d. 0 M 0 N RAILWAY SIGNAL.

PatentedApr. 21, 1896.'

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(No Model.) Y Y W. G. R-OOME.

' RAILWAY SIGNAL.

No. 558,566. f Patented Apr. 21, 1896.l

AN DREW B,GRANM. PHUTD'UTHEWSHINGTDK D-C.

NTTED STATES PATENT Fries..V

\VILLIAM G. ROOME, OF JERSEY CITY, NEV JERSEY.

RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 558,566, dated April 2l, 1896.

Application led November 17, 1893. lSerial No. L91,257. (No model.)

To a/ZZ whmn t may concern.-

Be it known that I, WILLIAM G. RooME, of Jersey City, in the county of Hudson and State of New Jersey, have invented a certain new and useful Improvement in Railway-Signals, of which the following is a specification.

I will describe my improvement in detail, and then point out the novel features in claims.

In the accompanying drawings, Figure l illustra-tes, diagrammatically, features which will give an engineer a signal in the 'cab of his locomotive. Fig. 2 is a diagrammatic `view illustrating modified means for doing the same. Fig. 3 illustrates, diagrammatically, features designed to control the brakes on a train. Fig. 4 is a diagrammatic view illustrating modified means for doing the same. Fig. 5 illustrates, diagrammatieally, features designed to protect a train from a washout, land-slide, or other foreign substance. It may also be placed on a bridge or trestle, so as to indicate a break of the bridge or trestle. Fig. l5 is a diagrammatic view illustrating modified means for doing the same. Fig. 7 illustrates, diagrammatically, modified means for doing the same, and also illustrates its connection with a train so as to give a signal in the cab or put on the brakes, as may be desired.

Similar letters of reference designate corresponding parts in all the figures.

Referring first to Fig. 1, A designates a railway-track of ordinary or any suitable construction comprising track-sections a a2 as.

B designates an arbitrary representation of a dynamo-electric machine. The machine I use may be of any desired type. This dynamo is intended to supply current for certain signaling devices employed in a block system.

The track-section a may be regarded as a section extending from a depot or station. The rails comprised in each track-section are intended to be made continuous electrically. This may be done by means of lish-plates, chairs, or other devices made of metal and electrically connecting the ends of abutting rail-sections. A simple way of connecting adjacent rail-sections comprised'in the tracksection is to fasten the ends of a wire between each pair of adjacent rail-sections. The rails comprised in each track-section are,

track circuit or circuits.

in this example of my improvement, electrically independent of those comprised in every other track-section. Their electrical independence may be secured by employing chairs or iish-plates of insulating material, such as wood, between the rails comprised in one track-section and those comprised in each adjacent track-section. In this example of my invention I use what may be regarded as a main circuit, comprising all the signals and protecting devices, and I also use a In each track-circuit the rails of one of the track-sections is comprised.

I will iirst describe the main circuit and its appurtenances.

C designates a wire leading from one pole or electrode of the dynamo-electric machine B to the ground. As here shown, it is represented as connecting with a ground-plate G.

C2 designates another wire extending from the other pole or electrode of the machine. This wire extends to a vpoint where the main circuit branches, one branch, C3, extendingto one terminal or contact-point of a transform er K, and the `other branch, C4, extending to one end of the coil of an electromagnet s', belong'- ing to a cautionary signal S. This signal may be like any of the signals I have explained in my other patents. It consists of a lever fulcrumcd between its ends on apin t and combined with a weight u'. From the other end of the coil of this magnet a wire C5 extends to the coil of a danger-signal S2, which may be similar to the signal S. From theother end of the coil of the signal S2 a wire C extends to the contact-piece t" of the circuitchanger H. This circuit-changer Il has combined with it contact-pieces t" i2, a spring J', and a magnet I. From the other end oi' the circuit-changer II a wire C7 extends to the wire C8.

The wire C3 extends to one end of the highpotential coil of a transformer K. This transformer may be of any suitable construction comprising high and low potential coils. If

a direct-current dynamo be used, a dynamotor (sometimes called a motor-dynamo or direct-current transformer would be preferable. In other cases the alternating-current transformer or any other kind may be used.

From the other end of the high-potential ICO coil of the transformer K a Wire C8 extends to the ground. (Here represented by the ground-plate G4.)

Frein the end of the low-potential coil of the transformer K Wires C9 and C10 extend to and contact with the rails of the track-section cL2 of the track A. The opposite ends of the rails at the other end of this section are connected by Wires to the coil of the magnet I belonging to the circuit-changer l-I.

From the contact-piece i2 awire C24 extends, and from the Wire C24 Wires C25 and C26 extend in different directions along the track. One terminates at a contact-piece adjacent to the track-section a and the other at a contactpiece adjacent to the track-section CL3. These contacts will preferably be of some considerable length and are intended to be touched by a contaet-pieee which Will preferably be made in the form of a brush and carried by the locomotive or some convenient place on the train. It will be insulated from the metal part of the locomotive or train and put in communication With the signal in the eab or other convenient point on the train.

The signal of the cab Will be connected with the metal of the locomotive so that it may be grounded. In any ordinary railroad the tracks would be sufficiently grounded normally, but if necessary one rail may be connected With the ground-plate G2 or G3 and have combined with it a resistance device E2 or E, as shown in the drawings. This resistance device would preferably be of a heavy resistance, so as not to interfere with the Working of any of the track-circuits.

Obviously, Whenever the magnet I is shortcireuited out by a train, car, or locomotive traveling along the track-section t2 the eircuit-changer will continue the circuit through the contact-piece 'i2 to the Wires C24 C25 C2 and adapt it to be continued to the signal of a locomotive passing along the track-section (L' or along the track-section CL3 of the track A.

Fig. 2 is similar to Fig. l, just described, with the exception that the transformer K is dispensed with and current is supplied to the traeksection (t2 of the track A by means of a track-battery L. A resista-nce device E' is also added to compensate for the removal of the transformer and to equalize the circuits, the transformer Kin Fig. l being Wired to equalize the circuits, or, if desirable, artificial resistance could be added. I have also shown another danger and another cautionary signal as connected in my signal-circuit C18 C19 C20 C21 C22 C323- An engineer approaching the protected track-section A2 from either direction would be notified by either of the caution ary signals S' or S4 that there Was a train, car, or locomotive located upon the track-section CL2, or that there Was a broken rail therein, long before reaching this section. He will again receive this notification on the signal in his own cab on passing either of the contact-pieces R or R2 before reaching the track-section d2 on which the danger is located. He will again receive notice of danger in this section when he arrives at the beginning of itby means of the danger-signals S2 or S3. It will be thus seen that this section is fully protected in both directions.

I may add that the electrical current that is conveyed to the cab of the locomotive may be connected With the air or other brakes in such manner as to put on the brakes on the train and compel its stoppage Without the assistance of the engineer.

In Fig. 3 I have illustrated this feature of my invention. The main circuit, comprising the dynamo B and Wires C C2 C3, may correspond with the same. (Shown in Fig. 2.) The signahcircuit, comprising the Wires C C5 C CT C8 C, as Well as the signals S S2 S'FS S and the circuit-changer Il', may also correspond with those shown in Fig. 2. The Wires C24, C25, and C2G lead from the contact-point "i2, as in the previous figure, to the contactpieces R R2. The track-circuit CL2 is supplied by current from the track-battery L', as in the preceding figure.

The figures shown inside of the rectangle on the left side of the drawings represent c011- nections in the interior of the cab of the locomotive or some other suitable place on the train.

X is an arbitrary representation of a piece of pipe of any suitable construction. It is intended to be connected with the train-pipe of the train, so that Whenever the magnet 35 is energized through the Wires C2T C25 it Willbeing a solenoiddraw in its movable core c, which slides through the pipe X at a point CZ, thereby opening a passage in the pipe and allowing the air to escape out of the trainpipe and thus putting on the air-brakes. In case of vacuum-brakes it might be arranged to allow the air to enter the train-pipe breaking the vacuum, thus putting on the brakes. The end .2^ of the pipe m may be connected with the train-pipe or other convenint part of the brake system, and the end Q/ would preferablybe left open. If a common Whistle were placed at the end y, it would also give a signal to the engineer as the brakes were put on.

The Wire C27 extends from one end of the coil of an electromagnet $5 to abrush F', carried by the train and adapted to eoact with the contact-piece R2, and continuing thc circuit by Wires C2 C24 to the contact-piece I2 of the circuit-changer Il'.

The Wire C28 may be fastened to the metal of the locomotive so as to reach a ground connection through the rails; but in this example of my improvement I show it as insulated from the metal of the locomotive and con nected With the ground through a brush F2, carried by the train, and adapted to coact With a contact-piece R4, which would preferably be placed on the ties but not connected with the rails.

The contact-pieces Rs and Rl would be a IOO IIO

piece of rail or metal laid on the ties and connected with the ground. (Here represented as connected to ground-plates G2 and G4, respectively.)

Vhen the circuit-changer H shifts its contact from the contact-piece t" to that of the contact-piece z2 by an interference of the track-circuit a2, caused by a train, broken rail, wire, or otherwise, the magnet S5 of a train while passing the contact-piece R2 R4 is energized through the Wires C24 C26, contactpiece R2, brush F', wires C27 C22, brush F2, contact-piece R4, and ground-plate G4. This causes the magnet, which is preferably in the form of a solenoid, so as to be capable of a long range of movement, to move its armature and open a valve in the train-pipe, thus allowing the air to escape and putting on the brakes. If a whistle is attached to one end of the pipe, the engineers attention is also called to the fact that there is danger in the section a2.

It would be preferable to have the contactpieces R2 R4 placed near to the meeting ends of the track-sections a2 a3, so that after he had passed the cautionary signal S4 his brakes would be put on the train, so as to stop his train just as he arrives at the danger-signal Si. This would also apply to trains running in the reverse direction, through the signals S' S2 and contact-pieces R R2. It will thus be seen that it would be impossible for the engineer of a train to enter the section a2 while there was danger therein.

I do not wish to be confined to the use of any particular kind of magnet on the train, or to any particular kind of application to the train-pipe, as the magnet might do its work by letting steam or compressed air into a cylinder, which in turn would operate the brakes, or it might be a common magnet and release a weight which would do the work. I have endeavored to show this modification in Fig. 4f, which may be similar to Fig. 3, with this exception and with the exception that I show my track-circuit a2 as energized by the transformer K instead of the track-battery L'. The resistance device E is also dispensed with, as the transformer may be wired to correspond with the other branch of the main circuit containing the signals, or artificial resistance may be added. In this figure X represents the piece of pipe similar to Fig. 3, the magnet .95 being dispensed with, and a common annunciator-magnet I2 taking its place. The armature of this magnet is pivoted at a point h' and is normally held away from the magnet by a spring I2, while in this position it holds a catch pivoted at a point p' and keeping the valve e of the pipe closed. This valve is hung on the catch at a point p2, and its connection is movable at the points 192293, or a piece of rope might be used for this connection Without movable points. From the other end of the valve e a weightu3 is hung, which is adapted to open the air-valve when the magnet l2 is energized and so put on the brakes.

This is done by the magnet releasing its catch and allowing the weight a3 to open the valve.

In Fig. 5, B is an arbitrary representation of a dynamo-electric machine of any desired type. It is intended to operate certain signals in the system. It may be replaced by a battery, if desirable. From one of its poles or electrodes awire C extends to a resistance device E. From the other pole or electrode a wire C2 extends to the ground. (Here represented by a ground-plate G.) From the wire C' a wire C5 extends to one end of the coil of an electromagnet s', belonging to a signal S', which may be similar to other signals in my system. From the other end of the coil of this magnet a wire C6 extends to a contact-piece i', which is adapted to coac t with a circuit-changer H and has combined with it a spring J', adapted to move it away from the contact-piece i'. It is held against this contact by the magnet I', which is in a local circuit which I will describe later on. From the other end of the circuit-changer H a wire C7 extends to one end of the coil of an electromagnet belonging to a signal S2. From the other end of the coil of this magnet a wire C8 extends to a wire C4, which extends from the resistance device to the ground, (here represented by a ground-plate G2,) or this wire may extend to other devices beyond, thence to the ground.

The resistance device E is intended to equalize that branch of the main circuit, so as to correspond with the branch containing the signals.

The ends of the coil of the magnet I are connected with a local circuit. This local circuit is here represented as being in the form of a fence, the Wires being attachedat intervals to posts of wood or other insulating material, the wires in this example of my improvement being arranged parallel to each other and at a convenient distance, the ends being connected to a track-battery L.

The conductor is normally in circuit, and the wires extending from each pole of the battery are placed alongside of each other, so that if they should become crossed they would shunt out the magnet I', or if they should become broken they would cause the magnet I to also operate, the spring J' pulling the circuit-changer away from the contact-piece t" whenever the magnet I' is deprived of current or the strength of the current altered by shunting out the magnet. This conductor is designed to be placed near the track at a point where a washout or land-slide is likely to occur. It may be only a single wire,if necessary, and may be tacked or nailed to the ties in a place where there is danger of weakening of the road-bed, or it may be placed in any convenient position on a bridge, so that if the bridge or trestle is burned, wrecked, or swept away an alarm would be given. The battery L would preferably furnish a current of low potential. lI may also use a transformer to sup- ICO ply this circuit, as shown in some of my following drawings. For convenience I have marked the wires forming this local circuit as C1S and Cl and the post or supports by the letter o.

It will be observed that if the wires C1B C1 were to become broken from any cause or if a land-slide should occur not strong enough to break them, but by washing out the posts cause the wires to touch each other, the magnet I would be denergized sufficient to allow its armature to be pulled away from the contact-piece t" by the spring J This would open the circuit supplying the signals S S2 and their weight-s `u `u2 would set these signals at danger. In the event of an accident or other collision any debris thrown against one of these wires would break it or would operate to twist it to the adjoining wire, thus setting the signal at danger.

In Fig. G A represents a track of any ordinary or suitable construction, and comprising sections a a2 a3. B represents a dynamo. This dynamo may be of any of the ordinary types; but I may add that if it be a directcurrent dynamo a direct-current transformer I sometimes called a motordynamo I or dynamotor would be preferable. In other cases the ordinary alternating-currcnt transformer or any other kind may be used. From the poles or electrodes of the dynamo B wires C' and C2 extend. From these wires wires C3 and C4 extend to one of the coils of a transform er K. From the other coil of this transformer a local circuit is formed by wires C7 C8 C9 C10 C11 C12 and the coils of the magnets s' s2 S2 s* belonging to their respective signals, together with the circuit-changer II and its contact-point t'. This circuit, as represented, would be normally closed and the signals therefore set at safety.

From the high-potential coil of the transformer K2 wires C5 and CG extend to the wires C' and C2. From the low-potential coil of this transformer wires G12 and C14 extend to one end of the rails of the track-section a2. From the other end of this track-section a wire C15 extends to the conductor forprotecting the track from land-slide, ne. (Here shown as a fence, as in the former drawings, with the exception that there is only a single circuit comprising the fence and not a double circuit, as shown in Fig. 5.) The other end of this conductor would be connected bya wire C1 to one end of the coil of an electromagnet the other end of this coil of this magnet being connected by a wire C17 with the other rail comprising the track-section a2. It will be noted that in this example of my improvement I have connected the conductor with my track-circuit of the track-section a2, and it will be found that if the wire were to become broken by a landslide, washout, or other cause, the signals S S2 S3 SL would set at danger, and as an interruption of the track-circuit or a breaking of one of the wires of the conductor would cause the circuit-changer II to shift away l'rom the contact-point 1l by means of the spring J and the local circuit of the signals would be opened at this point, causing them to set at danger.7

Fig. 7 shows this last application as being connected in such a manner as to give a signal in the cab of the locomotive, or arranged to put on the brakes, if desired. Itis similar to Fig. 2, with the exception that the trackbattery L and the resistance device E are dis pensed with Vand a transformer K supplies current of low potential to the track-circuit a2 instead of the track-battery L. The transformer may be wired to equalize the resistance of this branch of the main circuit, or artificial resistance may be used. I have also added the conductor arranged in the form of a fence, as in the previous drawings. It is looped in as a part of the track-circuit comprising the track-section a2. Thus in my example of my invention it will be seen that the signals will be set at danger if a landslide, washout, burning of bridge or trestle or breaking down of the same, or, if the conductor be fastened to theties, would show a sinking of the road-bed. This would set the signals S S2 S3 S"L at a position indicative of danger and would warn the engineer in his cab or cause a complete stoppage of the train by putting on the brakes before the danger was reached.

I am aware that Patent No. 2S8,i80,grantcd November 13, 1883, to W. P. Phelps for an improvement in electrical train stopping and signaling apparatus for land-slides, shows a conductor made in the form of a fence comprising movable sections, the sections being intended to be moved by the land-slide to break the circuit. I do not therefore claim, broadly, a circuit to be broken by this means, but claim a continuous Alength of wire, meaning thereby a rigid conductor without movable contacts or springs.

lVhat l claim as my inventionyand desire to secure by Letters Patent, is-

1. In a railway signal system comprising a number of sections, the combination of a number of signals in said sections, a common source of electricity supplying said signals, means substantially such as described for conveying a part of the electricity from said common source to a moving train to operate a signal on the train and a track-circuit controlling the train signal, substantially as specified.

2. In a railway signal system comprising a number of sections, the combination of a number of signals in said sections, a common source of electricity supplying said signals, means substantially such as described for conveying a part of the electricity from said common source to a moving train to operate a signal on the train and a track-circuit receiving its energy from a transformer and controlling the train-signal, substantially as speciiied.

3. In a railway signal system comprising a IOC IIC

number of sections, the combination of a number of signals in said sections, a common source of electricity supplying said signals, means substantially such as described for conveying a part of the electricity from said common source to a moving train to operate a device on the train so as to secure a stoppage of the train before the protected block or section is reached and a track-circuit controlling the device on the train, substantially as specified.

4E. In a railway signal system, the combination of a circuit containing the signal or signals and a circuit comprising a continuous length of wire arranged near the track of a railway and adapted to be broken or disarranged by a land-slide or similar disturbance thereby controlling the signal-circuit, substantially as specified.

5. A visual block system having normallyclosed controlling-circuits connected to sections of the track, visual-signal circuits, normally-closed relays controlling said visualsignal circuits and normally energized over the track circuits, contact devices placed upon the road-bed in position to close the circuit upon the locomotive in case the latter passes a semaphore when set against it, and a normally-open relay-contact governing the circuit of said contact devices and adapted to close a break in said circuit when there is a break in the section of track-circuit.

In testimony. whereof I have signed my name to this specification in the presence of two subscribing Witnesses.

WILLIAM G. ROOME.'

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