US681474A - Electromagnetic safety system for railroads. - Google Patents

Description

No. 68!,474. Patented Aug. 27, i901.

C. M. CRONKITE.

ELECTROMAGNETIC SAFETY SYSTEM FOR BAILROADS.

(Application filed Aug. 27, 1900.)

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ELECTROMAGNETIC SAFETY SYSTEM FOR RAILROADS.

(Application filed Aug. 27, $00.) (No Model.) g Sheets-Sheet 2.

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NITED STATES PATENT OFFIQE.

CHARLES M. ORONKITE, OF LANSING, MICHIGAN, ASSIGNOR OF ONE-TENTH TO JAMES E. IIILLIARD, OF SAME PLACE.

ELECTROMAGNETIC SAFETY SYSTEM FOR RAILROADS SEEGIFICATION forming part of Letters Patent No. 681,474, dated August 27, 1901.

Application filed August 27,1900. Serial No. 28.197. (No modelJ To aZZ whom it may concern.-

Be it known that I, CHARLES M. ORONKITE, a citizen of the United States,residing at Lansing, in the county of Ingham and State of Michigan, haveinvented certain new and useful Improvements in Electromagnetic Safety Systems forRailroads, of which the following is a specification, reference being had therein to the accompanying drawings.

It is the object of the invention to obtain an electric system to be used in connection with railroads, which will serve both as an alarm system, giving warning of impending danger,and also an indicator system,by means of which the exact location, movement, and direction of movement of trains are shown at the station. The system is also adapted to place the moving trains directly under the control of the train-despatcher, so that in case the warnings are unheeded by the engineer the train can be actually stopped by the operator at the station.

The invention consists in the peculiar construction and arrangement of electric cir- 2 5 cuits, together with train-operated circuitclosers; further, in the peculiar construction and arrangement of the indicator at the station, whereby the direction and movement of each train are plainly shown, and, further,

0 in the peculiar construction, arrangement,

and combination of parts.

In the drawings, Figure 1 is a diagram of the system illustrating the arrangement of track devices between two stations. Fig. 2

3 5 is a diagram illustrating the track mechanism, the electric circuits, and the arrangement of the indicator at the stations. Fig. 3 is a diagrammatic view of a locomotive, showing the contact devices thereon. Fig. 4 is a 0 perspective view of one of the annunciators.

Fig. 5 is a diagram of the track-circuit-closing mechanism, showing the parts in different position from Fig. 2.

Generally stated, my system comprises a series of switches or electric circuit-closers arranged in the road-bed at suitable intervals from each other, which control a corresponding series of electric circuits extending to the station and connected at that point with a series of indicating devices, the arrangement being such that the passage of a train over the track will successively operate the circuit-closers, and thereby cause a progressive operation of the indicators at the station.

The arrangement of the track-switches or 5 5 circuit-closers is such that trains passing in difierent directions over the same point will close different electric circuits, so that the direction as well as the movement of the train is indicated at the station. The arrangement of the indicators is such that the movements of the two trains in opposite directions over the same track are indicated in proper relation to each other. Further, the system is provided with means by which upon the op- 65. eration of a suitable switch at the station direct electric communication may be established between said station and suitable signal instruments in the cab of the locomotive, and, if desired, electromagnetic devices controlling the throttle-valve and air-brake mechanism may also be operated from the station.

In detail the arrangement of the system is as follows:

A represents the station. From this station a series of electric conductors extend along the line of the track and at intervals, such as at every mile,-are connected with the track mechanism B. This mechanism preferably comprises a rock-shaft a, extending 80. out from a suitable housing 5, arranged beside the traok and having at its outer end a rock-arm c. This rock-arm extends upward and is in such relation to the track as to be struck by a horizontal rail d, carried by the locomotive, and to be rocked thereby to an angular position. Within the casingb the rockshaft is connected with an arm 9, arranged to contact with either one of two metallic segments f and f, according to the direction in 0 which the shaft a is rocked. The shaft a is also mechanically connected by means of suitable intervening mechanism, such as the cross-heads g and h and links 15, with a second rock-shaft j, which shaft is j ournaledin bearings and arranged at a higher point within the casing-b. The shaft j carries an insulated metallic disk It, a portion of which is cutaway at is. Z and Z are spring-contacts extending H in proximity to said disk and when the lat- 10o ter is in its central position opposite the cutaway portion k' thereof arranged so as to be out of contact therewith. Adjacent to the disk 7c is a second contact-disk with which a spring or brush Z is in constant contact. Upon the opposite side of the track from that on which the arm a is placed is arranged a rock-arm 0, adapted to be operated by a rail d, carried by the locomotive, similar to the rail d. The rock-arm c is connected with a rock-shaft operating a circuit-closer m. Of the conductors leading from the station one, n, forms a common return connection for all the circuits. In addition to the conductor 'a a pair of conductors 0 and 0 extend from the station to each of the track devices. The conductor 0 is connected bya conductorp with the brush or contact Z and also by a further connection 19 with the segmental contact f. The conductor 0 is correspondingly connected by a conductorp with the brush Z and by a conductor 10 to the segmental contact f, while the conductorn is connected bya conductor q to the circuit-closer m, from which a branch q extends to the casing 17 and connects with the brush Z From the arrangement of circuits just described it will be understood that when the rock-arms c and c are in their normal upright positions they are electrically disconnected from all of the circuits leading to the station; but when said arms are rocked by the contact therewith of the rails 01 and d electric communication is established with certain ones of said conductors. It will further be no ticed that the particularconnections efiected by the rocking of the arms 0 and c vary according to the direction in which they are rocked. Thus if the arm 0 is rocked to the right, as shown in Fig. 5, the arm 6 will contact with the segment f, which will establish electric connection between the arm a and the conductor 0 through the conductors p and 19 At the same time the rocking of the shaft Cb will rotate the disk is, so that it will contact with the spring or brush Z, and thereby establish communication between the conductor 0' and said disk through the conductor 19 and, further, through the disk kibrush Z ,con-

ductor q, circuit-closer m, and conductor q to the return-conductor n. If, on the other hand, the arms 0 and c are rocked in the opposite direction, the connections will be reversed, so that the conductor 0 will be con-.

nected to the arm 0, while the conductor 0 will be connected through the conductor 1), brush Z, disks 7c and k brush 1*, conductor q, circuit-closer m and conductor q with the return-conductor n. The conductors n 0 0 lead from each track mechanism to the station and preferably the two stations upon opposite sides of said track mechanism. At each station is arranged an indicator of the following construction: C O are two annunciators connected in electric circuits,respectively,including the conductors 0 0. These annunciators may be of any desired construction, butI preferably employ the one illustrated in the drawings, which consists of an ordinary telegraphsounder having an electromagnet r and an armature-lever r. Arranged adjacent to the magnet is a hinged drop 0*, which is normally locked by the armature-lever T, but when the latter is attracted by the magnet r it will be released. The drop 0' has preferably placed thereon a diagram maticindication of a locomotive, which diagram is normally concealed and is brought into view upon the operation of the drop. The two annunciators O and O are the same in construction with the exception that the diagrammatic representation of the locomotive is turned in opposite directions on the two drops. These annunciators are arranged side by side and constitute one pair of a series of similar annunciators connected successively with the circuits leading to the other track mechanism between the two stations. The coils of the magnets r are connected, as before stated,with the conductors 0 and 0, respectively, while the opposite terminal of each magnet is connected with one pole of a battery D, the other pole of said battery being connected with the return-conductor n. Between the battery D and the annunciators C O is arranged a switch E. This switch, as shown, consists of a movable arrow-shaped member s, which in its normal position is upright and connects the contact 8', connected to one pole of the battery, with each of the contacts 8 and s, respectively, connected to the conductors o o. The switch is also provided with two contacts 3 and s, which are arranged upon opposite sides of the contact 3 and connected with one pole of a battery F, which is of greater power than the battery D.

With the arrangement of circuits as described it is obvious that when connection is effected by one of the track mechanisms between the conductor n and either one of the conductors 0 and o a circuit will be closed through one of the annunciators O O. This will cause the operation of the drop, which will expose to View a diagrammatic representation of a locomotive, and will thereby indicate both the position and direction of movement of the train operating the track mechanism.

As previously stated, the locomotive is provided with two conductor -rails or electric contacts 01 d, which are arranged upon opposite sides of the locomotive and preferably extend full length thereof. Between these rails is an electric connection G, which includes an alarm-bell H, telegraph instruments 1, and also two electromagnets K and G, respectively, controlling mechanism for closing the throttle and for operating the airbrake. The various electromagnets are so proportioned to the strength of the battery D that the current generated by the latter will be insuflicient to operate either the magnet G or the magnet K, but will cause the operation of alarm bell H, and is also of sufficient strength to operate the telegraph instruments I. When, however, the battery F IOD IIO

is thrown into circuit with the conductor G, the current will be sufficient to operate both the magnets G and K.

The various circuits and instruments included in my system being arranged as above described, the operation is as follows: Supposing atrain to be moving along the track in the direction indicated by the arrow, Fig. 1. From the station 1 to station 2, as each of the track mechanisms B is passed, the contact-rails old will strike the rock-arms c and 0, respectively, and move them into the angular position, as before described, and, as indicated by dotted lines in Fig. 2, this will move the contact-arm 6 against the contact f and Will turn the disk 7t so as to contact with the spring Z, while the movement of the arm 0 will close the circuit -closer.m. Two distinct electric circuits are thereby established, which, traced from one pole of the battery D, are as follows: One circuit includes the connection from the battery D to the switch E and through the contacts 8' and 8 thereof to the conductor 0 and the electromagnet of the annunciator 0 included therein. Through the conductor 0 the current passes to the track mechanism B, where it passes through the conductor P, brush Z, disks 7a and k brush Z conductor g, circuitcloser m, and conductor q to the return-conductor n, and thence back to the opposite pole of the battery D. The other circuit passes from the battery to the switch E and through the contacts 5 and 3 thereof to the conductor 0, through the magnet of the annunciator C included therein, thence to the mechanism B, and through the conductors p and p to the contact f. From this contactit passes through the contact-arm e and shaft 66 to the rockarms 0 and through the rail 61 to the conductor G, thence through the rail cl, rock-arm c, circuit-closer m, and conductor q to the return conductor 01 to the opposite pole of the battery D. This latter circuit is, however, of greater resistance than the circuit previously described on account of the added resistance of the magnetic devices in the conductor G. The result will be that so small a portion of the current from the battery D will pass through this circuit that the annunciator C will not be operated, although the current will be sufiicient to sound the bell I in the cab of the locomotive. Thus the result of the operation of the track mechanism B is that one of the annunciators C will be operated,which will indicate the direction in which the train is going, and at the same time the circuit will be closed through the conductor G on the locomotive, which will sound the bell in the cab thereof, indicating that the annunciatin g mechanism is operated. As the train passes on it will successively operate the track mechanisms at the various points between the two stations, and as each is operated the cor responding annunciator will drop and the bell be sounded, as above described. Thus in the station the progress of the train and its direction are indicated by the progressive dropping of the annunciators. It will be understood, of course, that if more than one train is upon the track the position and progress of each are indicated, and should the trains be moving in opposite directions this will be clearly shown by the diagrammatic representation of locomotives upon the annunciators. If two trains moving in opposite directions should come close enough to each other to operate the adjacent track mechanisms, the indicator will show them on the two annunciators immediately adjacent, as shown at X,Fig. 2. In order to warn the engineer of impending danger, as where another train is approaching on the same track, the operator at the station can change the switch E from its normal position into a position where contact is broken between the pointer s and the contact s and the whole of the current from the battery F is sent through the conductor 0' and conductor G on the locomotive. This current will be of sufficient strength to operate the alarm-bell H, which is to warn the engineer to stop the train. Should he fail to heed the warning, the operator at the station by moving the pointer 5 into the position shown at X will connect the contacts 5 and s and will throw the stronger battery E into circuit. These batteries will furnish sufficient current to operate the electromagnets G and K, which will, respectively, throw into operation mechanism for closing the throttlevalve and throwing on the brake.

It will of course be understood that as the connection between the rails cl d and the contact-arms c c is for but a brief interval the switch E must be set before the operation of the track mechanism. As, however, mechanisms are placed at short distances from each other, the operator at the station failing to stop the train at one point can be sure of stopping it at the succeeding point. In order that the train may be more quickly brought to a stop, I preferably arrange one or more stop connections intermediate the track mechanisms B. One of these is shown at M, Fig. 2, and consists of two contact-arms a c, the shaft (1-, connected to the arm 0, the arms 6 on said shaft, and the segmental contacts f f, these parts being similar to the corresponding parts in the mechanisms B. The other parts of the mechanism B are omitted, the contacts f f being connected directly to the conductors o and 0 and the contact 0' being connected directly to the conductor n. Thus whenever the train passes one of the track devices M, Fig. 5, the electric circuit will be completed through the conductor G and one of the lines 0 0, and if the switch E has been previously turned, so as to be connected in the battery F, the magnets G and K will be energized and the throttle and brake be operated to stop the train. \IVhen the train is brought to a stop, the engineer will either back up to bring the rails d and d again into contact with the arms 0 and c or move for- IIO ward slowly to the next contacting device M, so as to establish electric connection between the telegraphic instrument in the cab and those at the station. This will enable him to communicate with the operator at said station and ascertain the nature of the impending danger.

It will be noticed that the annunciators at the station are arranged so that every alternate one will indicate trains moving in one direction and the intermediate ones trains moving in the opposite direction. This arrangement enables the operator to tell at a glance the relative position of all trains upon the track moving in either direction. Furthermore, as the track mechanisms are electrically connected with both stations between which they are located both of the operators at said stations will have the trains under their control, and should one fail to stop the train the other one can do so.

What I claim as my invention is 1. In an electric safety system for railways, two interspaced series of electromagnetic annunciators corresponding to a single series of signal-points along the track, and means at said signal-points for operating the annunciators of one series by trains moving in one direction along the track, and for operating the corresponding annunciator of the second series by trains moving in the opposite direction, whereby the progressive and relative movement of trains moving in both directions is indicated.

2. In an electric safety system for railways, two interspaced series of electromagnetic annunciators, electric circuits. extending progressivel y therefrom to a series of signalpoints along the track, the circuits of adjacent pairs of annunciators of the two series extending to the same signal-point, and circuit-clos'ers at said signal-points adapted to be operated by trains moving in one direction to progressively close the circuits of one series of annunciators audby trains moving in the opposite direction to progressively close the circuits of the other series of annunciators.

3. In an electric safetysystem for railways, two electromagnetic annunciators at the station, electric lines extending therefrom to a common signal-point along the track, means operated by the passing of a train for closing an electric circnitthrough the one or the other of said lines, according to the direction of movement of the train, and of thereby operating the corresponding annunciator, and means simultaneously operated for closing an electric circuit through the other line including an electromagnetic device on the moving train.

4. In an electric safety system for railroads, two electromagnetic annunciators at astation, electric lines extending therefrom to a common signal-point along the track, means operated by the passing of a train for closing an electric circuit through the one or the other of said devices, according to the direction ofmovement of said train, means simultaneously operated for closing a circuit through the other of said lines, including electromagnetic devices on the train one of which is adapted to be operated thereby and means at the station for throwing in a stronger current into said circuit to operate another electromagnetic device on said train, said latter device being adapted to stop the train.

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

CHARLES M. (JRONKITE. \Vitnesses:

CHAS. H. CRANE, A. M. OUMMINS.

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