US569246A - Block-signal - Google Patents

Description

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L. C. SMITH.

BLOCK SIGNAL. l N6. 669,246. Patented 066. 16', 1696.

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(No Model.)

No. 569,246. Patented Oct. 13, 1896.-

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L. C. SMITH. BLOCK SIGNAL.

No. 569,246. Patented Oct. 13, 1896.

NrTnD STATES PATENT rrrcn.

LUTHER C. SMITH, OF CARBONDALE, PENNSYLVANIA.

BLOCK-SIGNAL.

'SPECIFICATION forming' part 0f Letters Patent No. 569,246, dated. October 13, 1896.

Application filed July 9, 1895. Serial No. 555,426. (No model.)

To all wiz/0771, t muy concern:

3e it known that I, LUTHER C. SMITH, a citizen of the United States, residing' at Carbondale, in the county of Lackawanna and State of Pennsylvania, have invented certain new and useful Improvements in Block-Signals, of which the following is a specification.

My invention relates to automat-ic blocksignals for railways.

The object of the invention is to provide a semaphore or other signal which shall be set to danger automatically as a train enters the block and looked in such position until it is automatically unlocked by electric or other connections between the signal and points at the other end of said block or on the succeeding block as the train reaches such points. I provide a set or' locking devices which all lock at once as the signal is set to danger and which may be arranged to unlock individually by three successive impulses sent back over one or more wires as the train proceeds, or by twoimpulses, or on e, as desired. "Where three impulses are given to unlock the signal, I may, for instance, arrange a track instrument at the succeeding station one thousand feet beyond the station to indicate when the train, if of ordinary length, has lett the block and one a little farther on to insure safety, or I may use push-buttons at such points and operate them by hand. In addition to unlocking the signal the impulses sent over the wire as the train passes the track instruments or points where the pushbuttons are located serve to notify the operator at the initial end of the block when the train arrives at the opposite end of the block and also when it leaves the block, the track instruments being so spaced that the last one will not be operated until the train has entirely left the block.

The object in using a series of locking devices and unlocking them successively is to insure absolute safety in the use of an automatic signal. It often happens that a track instrument or other circuit-closer will be operated accidentally, and if a single track instrument were depended upon in the present instance the signal might be accidentally dropped to the safety position at improper times. By using a series of locking devices the si guai cannotbe dropped by the accidental closing of any one of the track instruments or by the closing of all them in reverse order. It can only be dropped by closing the track instruments successively and in proper order. Accidental closing of theinstruments in this manner is almost impossible.

I shall now proceed to describe the signal operating and locking mechanism for each block-station and afterward the several arrangements of circuits by which the signal may be operated, reference being had to the accompanying drawings, in which- Figure l is a section through the rails of a track, showing in elevation'and partly in section a semaphore-signal and its operating mechanism. Fig. 2 is an elevation of the signal and operating mechanism, looking upon the left side in Fig. l. Figs. 3, at, and 5 show three difterent positions of the unlocking devices. Fig. 6 is a side view of the spring-rail, which is used to set the signal to dangen Fig. 7 is a diagram showing the electrical connections. Fig. 8 is a side view of one of the interlocking safety-catches. Fig. 9 is an end view of the catches, showing the interlocking portions; and Fig. lO is a diagram showing an application of the invention.

Referring to Figs. l to 5, inclusive, l represents an ordinary semaphore-signal mounted on a post 2 and operated by a rod 3, the signal being set to danger7 when the rod is pulled down, and vice versa. The rod 3 is connected by a turnbuckle 4 and link 5 with a semiannular gravity-lever 6. Then the signalis at danger or horizontal, the lever 6 is raised and locked in that position by an armature-lever 7, which engages a notch 8 in the upper end of t-he lever 6, and also by an armature-lever 9, which hooks over a projection or detent l0 on lever 6, as shown in Figs. l to 5, inclusive.

To the lower end of the signal-rod 3 is connected a weight IV bymeans of chains or other connections ll, said chains being also connected to a lever 12, pivoted, as shown in the drawings, to a cross-timber l3,which may eX- tend under the rails 14 and form one of the cross-ties of the railway. To the end of the lever l2 the lower end of a second gravity-lever l5 is connected by alink 16. This gravitylever l5 has a notch l in its upper end, which IOO is also engaged by the armature-lever 7, and it carries a projection or detent 18, which engages an elongated notch in an armature-lever 19, similar to the lever 9, but extending in the opposite direction.

The weight IV rests upon an operating-lever 20, which is pivoted to a suitable support. As shown, it is pivoted to a hanger 21, supported from one of the rails 14. Upon an arm of the lever which extends under the track is a weight IV', which preponderates over the weight W and keeps it normally raised, as shown in Figs. 3 to 5, inclusive. lVhen atrain passes the station, the wheel-flanges depress a spring-rail 22, which in turn depresses a connection or arm 23 of the lever 2O and throws down the inner end of said lever, thus lowering the weight IV and raising the weight W. The weight IV as it is lowered draws down the lever 12 and the connecting-chains 1l, which, in turn, throws up the danger-signal and the locking-arms G and 15, said arms being immediately engaged by the armature-levers and locked.

It is desirable that the lever 20 should be operated but once by each train, and that it should not be subjected to separate jar or vibration for each wheel in the train. For Vthis reason I prefer to use a dash-pot or other equivalent means to hold the inner end of the lever down when it is depressed, and I preferably arrange to keep the lever down until the train has passed to the other end of the block. As shown, the inner end of the lever is connected by a rod 24 with a piston 25 in an aircylinder 26. lVhen the lever is depressed, the piston is drawn down and air is permitted to enter freely above the piston through a springvalve 27 ,which, however, does not permit any air to escape. A small pipe 2S, communicating with the upper end of the cylinder, is provided with a rotary valve 29, operated by a lever 30, which is pivotally connected with the armature-lever 7 by means of a crank-pin 31. Vhen the piston 25 is depressed, the valve 29 is closed and it is not opened again until the train reaches the opposite end of the block, as will be hereinafter explained, and during the time the train occupies the block the inner end of the lever 20 is depressed, as shown in Fig. 1. The armature- levers 7, 19, and 9 are operated, respectively, by electromagnets A, B, and C, the levers being provided with suitable armatures.

When my improved signal is used with a single wire for unlocking the several locking devices, I provide the locking-arms G and 15 with a pair of safety-catches 33 to prevent the locking-arms from dropping simultaneously, or nearly so, should the current be kept on long enough to unlock both arms by the same impulse. In such case the safety-catches would interfere and prevent the arms from dropping, and thus hold the signal at danger until the catches are released, which may be done by again raising the signal and locking-arms by hand or by the spring-rail or track instrument. As shown particularlyin Figs. 2, S, and 9,these catches consist of springarms 34, mounted upon shafts 32, to which the locking-arms are rigidly connected. These arms cross each other, as shown in Fig. 1, when the locking-arms are raised. Near the outer end of the arms are interlocking projections 33, so beveled that when the lockingarms are raised these projections or safetycatches easily pass each other, the springarms yielding sufficiently to permit the in-V clined surfaces to slide one upon the other. The rear sides of the projections 33 are square, and should the locking-arms tend to drop simultaneously the projections 33 would engage each other and prevent the arms from dropping and the signal from being lowered. Then only one of the locking-arms is dropped, however, the projection 33 upon one safetycatch will pass over the projection on the other and there will be no interference between them.

The operation of setting the signal at danger as a train enters a block is as follows: The irst wheel of the train depresses the springfrail 22 and lowers the inner end of the lever 20, which is held depressed until the train passes by the piston 25 in the air-cylinder. Before the arrival of the train the parts were in the position shown in Fig. 5, the locking- arms 6 and 15 being down and the signal dropped to safety W'hen the inner end of the lever 2O is forced down, the weight W drops and pulls down the operating-rod 3, thus throwing the blade of the signal 1 up to the horizontal or danger7 position. It will be noted that the depression of the springrail 22 does not directly operate the lever. It simply removes the support from under the weight IV and allows the weight to fall. By means of this arrangement a very sudden movement of the lever 2O can do no harm to the signal and its operating mechanism, as it need not be accomplished by a corresponding sudden movement of the weight W. The weight W in descending also throws the locking-arm 6 up into engagement with the armature-levers 7 and 9 and simultaneously throws the rocking lever 15 into engagement with the armature- levers 7 and 19. The parts then remain in the position shown in Fig. 1 until the armature-lever 7 is operated as the train passes the succeeding station, as will bew explained presently. Y

In Fig. 7 I have shown an arrangement of circuits by means of which the magnets A, B, and C at each station are operated successively to unlock the signal from its danger position, thus forming a sort of combination-lock which insures great security in the use of my block-signals.

I shall iirst describe the circuits as they are shown diagrammatically in Fig. 7 and afterward show one way in which they may be practically applied to the signals shown in the other f1 gures. Fig. 7 shows three stations marked, respectively, R, S, and T. As a train TOO IIO

IIS

passes the station T, say toward station S, it sets the signal atT to danger, as above described. A line-wire s extends from station T to station S, and the circuit through this wire is completed by a track instrument s at station S as the train arrives at that station. The current sent through the line-wire passes through a switch fr, through magnet A and to ground through wire G. The switch c: is connected to the armature of the magnet A and the operation of the armature throws the switch over, connecting the line s with a branch to switch y, the switch c being held in this position by suitable means, as will be explained later. The second track instrument s2 is designed to show when the train has entirely passed the station S and left the precedin gblock,an d hence this instrument should be one thousand feet or more beyond station S. lVhen the track instrument s2 is operated, the current passes through switches a; and y and magnet B to ground, operating the armature of the magnet B and simultaneously throwing the switch y into the dotted position to convey the next impulse over the line through magnet C. YVhen the line is completed through track instrument s3, the current will pass through switches @aand y and magnet C to ground, thus operating the magnet C. The operations above outlined will be repeated t'or each block.

I shall now describe the operation of the circuits as applied to releasing the signal, referring to Figs. 1 to 5,inclusive. Assuming that the train has just passed the signal and entered the block, the locking devices will be in the position as shown in Fig. 1. W'hen the train reaches the other end of the block, the .first track instrument completes the circuit through magnet A and draws down the armature on lever 7, raising the opposite end of the lever. This releases the locking- arms 6 and 15 and they drop backward until the proj ections 10 and 18 are caught in the hooks of the levers 9 and 19, as shown in Fig. 3. The hooks at the ends of the locking-levers remain under and support the end of the armature-lever '7, holding it up until both lockinga-rms are dropped. The movement of the armature-lever 7, above described, opens the valve 20 and releases the air from the cylinder 2G, permitting the weight IV/ to fall and raise the lesser weight IV. The tongue of the switch a; is connected in some suitable manner with the lever 7, so that as the lever is moved the switch is thrown, thus connecting the circuit through the branch to the switch y. As shown in Fig. 2, the switch is connected to the pivot of the armaturelever. The next current-impulse over the line-wire passes through the magnet B and operates the lever 19, thus unhooking the locking-arm and permitting it to drop, as shown in Fig. l.

It maybe here stated that the arm 15 must always drop before the arm 6 because the stift link 1G holds the lever 12 down as long as the arm 15 is up, and the lever l2, through the chain 1l and link 5, holds the arm 6 up as long as the lever 12 is held down. It is thus necessary that the arm 15 should drop before the arm 6 can be dropped. The switch y is operated simultaneously with the magnet B in some suitable manner. As shown in Fig. 1, it is connected with the pivot of the lever 15, said pivot turning with the lever. The current-impulse sent over the line-wire by the third and last track instrument passes through the magnet C, which operates the lever 9 and releases the locking-arm 6. The arm G immediately drops to the position shown in Fig. 5, thus forcing up the rod 3 and lowering the signal 1. The signal then indicates that the block is clear and the next coming train may pass in, and entering the block it will set the signal to danger, as above described.

The track instruments may be of any approved construction, or one or more of them may be simply track-circuits which are normally broken and which will be completed by the wheels and axles of the trains when they pass. If ordinary track instruments are used, they should be provided with dash-pots or some means to prevent the instrument from being operated more than once by the same train.

I contemplate using my improved signal and the locking and unlocking devices, in some instances, by substituting ordinary push-buttons for the track instruments, the push-buttons being located at block-signal towers, or other suitable points, and operated by hand. The current-impulses which operate the unlocking devices may also be made to operate bells or an annunciator to indicate the location of the train which has passed.

I have described above the arrangement of circuits for unlocking the signals by three separate impulses over the same line-wire. It will be evident that I -may dispense with the switches and y and use three line-wires, one from each track instrument to its appropriate magnet. I may also use a circuit-wire, as shown, and dispense with the switch y, sending the current first through the magnet A and then simultaneously through the magnets B and C, and in some instances I may further simplify the arrangement and send the current through all three of the operatingmagnets at once, in which `case the safetycatches must be removed. These several modifications depend upon simple and obvious changes in the arrangement of the switches and circuits. Some other suitable retarding device may be substituted for the cylinder 26, it being only essential to hold the lever down until the train has passed over the rail 22.

In Fig. 7 I have shown in broken lines circuits U, connecting alternate stations along the line. In some instances I prefer to use this arrangement instead of connecting each station with the preceding one. By connect- IOO IIO

ing alternate stations there will always be two signals set at danger in the rear of each train.

In Fig. lO I have shown my improved signal as used in connection with ordinary blocksignal towers. By placing one of my automatic signals in the middle of each block and providing circuits by means of which the operators at the ordinary signal-towers at the ends of the block may unlock the automatic signal I have been able to double the train capacity of the block-signal now commonly used. In this figure, N and P indicate blocksignal towers of the ordinary kind, in which operators are employed to set the signals for passing trains. Between the stations N and P, at O, is erected one-of my automatic signals, which is represented diagrammatically by the magnets A, B, and C, corresponding to similar magnets on the other figures of the drawings. In this case the magnets are energized and the unlocking devices operated over separate wires, the magnets A and B being connected with the tower P by wires a and b, respectively, and the magnet C being connected to the tower N by wire c. The wires a and b are provided with circuit-closers a and b', located in the tower P, and the wire c is provided with a similar device in the tower N. As shown, the magnets A, B, and C are energized from a common battery D at the station O, one terminal of which is connected to the rails or ground and the circuits through the wires ce, b, and c are completed through the ground-wires II and II at stations P and N. `In addition to these circuits there is a wire L between the towers P N, which wire is grounded at each tower through the ground-wires II and H common to the other circuits. At each tower a single bell or annunciator F is in circuit with the wire L. The wire L is connected at the station O by a wire Z to the track instrument o through the battery E. It will therefore be seen that when the track instrument 'is operated by the passage of a train the current will pass through Z, divide at L, operate the si gnal-bells F F, return through H H and the ground or rails to the battery. G is the ordinary telegraph train-wire. The operation is as follows: IVe will assume that all the signals indicate a clear track and that a train is approaching station N and proceeding toward station O. After passing station N the operator at that tower will set his signal at danger. As the train passes the station O it automatically sets the signal at danger in the manner heretofore described and operates the track instrument o', sending an electrical impulse through Z, which divides at L, passes through the annunciators F, thereby notifying the operators at N and P that it has passed station O. The operator at N is then free to lower his signal and admit another train to the first half of the block between IT and P, thus permitting two trains to occupy said block. lVhen train No. l arrives at station P, the operator closes circuit a and after it passes this station he closes circuit b, thus operating the magnets A B and opening their locking devices. At the same time the operator at P notifies the operator at N over the train-wire Gr that the train has passed P, and the operator at N, through circuit c, operates the last locking device and drops the signal at O to indicate that the subblock between O and P is clear. In this manner the train capacity of the ordinary block-signal system may be doubled without increasing `the number of operators and without any danger of misunderstanding or accident.

It will be evident that my invention is capable of various modifications in construction and arrangement other than those above pointed out. claims to the precise form shown and described, but

lVhat I claim is- 1. In a block-signal system, a signal and means for setting the same to danger, a series of locking devices operated simultaneously to lock said signal in the danger position upon the passage of a train, and means for unlocking said devices successively, substantially as described.

2. In a block-signal system, a signal and a series of locking devices adapted to lock said signal in the danger position, means for setting the signal to danger and automatically locking it with said devices, and means for automatically unlocking said devices successively, substantially as described.

3. In a blockv signal system, the combination of a signal, and means for setting the same to danger,a series of locking devices for locking the signal in the danger position, a series of magnets for unlocking said devices, and means for energizing said magnets successively, substantially as described.

4. In a block-signal system, a signal and means for setting the same to danger, a series of locking devices for said signal, and mechanism for unlocking said devices successively, including an elec-tromagnet for each device, a circuit or circuits for said magnets, and means for closing the circuit or circuits and exciting the magnets successively, substantially as described.

5. In a block-signal system, a signal and mechanism for automatically setting the signal to danger upon the passage of a train, a series of locking devices for locking said signal in the danger position, a corresponding series of magnets, adapted, when energized, to unlock said devices, a series of track instruments, and electrical connections between the track instruments and the magnets, whereby the successive operation of the track instruments will operate the magnets and unlock the locking devices successively, substantially as described.`

6. In a block-signal system, a signal arranged to normally assume the safety position, a weight attached to said signal by a I do not therefore limit my IOO IIC

chain or flexible connection and adapted to throw it to danger, a lever upon one end of which said weight is supported, a counterweight upon said lever for normally supporting the weight and permitting the signal to stand in the safety position, and a track instrument operating on the support for the weight and arranged to lower said support and raise the counterweight upon the passage of a train, thereby permitting the weight to set the signal to dangerj substantially as described.

7. In a railway block-signal, the combination of the signal proper, a weight attached to and arranged to hold the signal in the danger position, a locking device constructed to lock the signal in the danger position, said locking device being connected to and operated by said weight, a support independent of the locking device and arranged to hold said weight in an elevated position, and means for lowering said support upon the passage of a train, thereby permitting the weight to set the signal to danger and lock the saine, substantially as described.

S. In a railway-signal, the combination with the signal proper and the sign al-operatin g rod, of a pair of locking-arms connected with the rod, a common armature-lever for locking both of said arms, a pair of independent armature-levers for locking the arms separately, and means for operating said levers to unlock the arms, substantially as described.

D. In a railway block-signal, the combination of the signal proper, the signal-operating rod, the locking-arms, the weight connected to the signal and locking-arms and arranged to raise the same, and means for releasing said locking-arms, said signal and lockingarms being arranged to drop by gravity when released, substantially as described.

l0. In a railway block-signal, the combination with the signal proper, of the lockingarms and means for releasing said arms successively, and the safety-catches connected with said locking-arms and arranged to prevent said arms from dropping simultaneously, substantially as described.

l1. In a railway block-signal, the combination with the signal proper, and the operating-rod having its upper end connected With the signal, of the weight connected with the lower part of said rod for setting the signal to danger, a support for normally holding the weight in its upper position, means for lowering said support upon the passage of a train, thereby permitting the weight to set the signal to danger, and a dash-pot or equivalent device for holding said support temporarily in its lower position,substantially as described.

l2. In a railway block-signal, the combination with the signal proper, the signal-operating rod, and the weight connected to said rod by a chain or equivalent flexible connection, of a lever supporting said weight, a counterweight upon the lever sufficient to hold the Weight normally in an elevated position, means for raising the counterweight upon the passage of a train, and means for holding said counterweight temporarily in an elevated position, substantially as described.

13. In a railway block-signal, the combination with the signal proper and the signal-operating rod, of the weight W, the lever upon which the said weight rests, the counterweight upon the opposite end of the lever, the spring-rail arranged to operate said lever upon the passage of a train, the air-cylinder and piston arranged to hold the counterweight elevated, and means for releasing the air, substantially as described.

In testimony whereof I afx my signature in presence of two witnesses.

LUTHER C. SMITH. Vitnesses:

G. W. KEENE, W. R. BAKER.

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