US707226A

US707226A - Electric block system for railway-trains.

Info

Publication number: US707226A
Application number: US9840502A
Authority: US
Inventors: James T Hambay
Original assignee: Individual
Current assignee: Individual
Priority date: 1902-03-15
Filing date: 1902-03-15
Publication date: 1902-08-19
Anticipated expiration: 1919-08-19

Description

No. 707,226. Patented Aug. l9, I902;

J. T. HAMBAY.

ELECTRIC B LOGK SYSTEM FOR RAILWAY TRAINS;

(Applicatioh filed Mar. 15, 1902.1

(No Model.) 5 Sheets-Sheet I.

III

gg v I 41M 2 Patented'Aug. 19, I902. I J. T. HAMBAY.

ELECTRIC BLOCK SYSTEM FOR RAILWAY TRAINS.

A licmon filed Mar. 15, 1902.)

5 sheets-sheet 2.

(No Model.)

- .1. T. HAMBAY. I

ELECTRIC BLOCK SYSTEM'FOR RAILWAY TRAINS.

Patentedv Aug. l9, I902.

7 (Application filrLMar. 16, 1902.) (N 0 M o d e I .9

5 Sheets-Sheet 3.

' THE nanmi PETERS Co. PHOTO-LITHQ, WASHINGYON. n. c.

No. 707,226. I Patented Aug. I9, I902.

J. T. IIAMBA'Y.

' ELECTRIC BLUCK SYSTEM FOR RAILWAY TRAINS.

(Application md Mar. 15, 1902.)

(No Model.) 5 Sheets-Sheet 4 win/$6666. Indmbrv rn: nonma PEIERS w, PNOTO-LITHQ. WABMIN YON. D. :4

No. 707,226. Patented Aug. 19, 1902;

.1. T. HAMBAY.

ELECTRIC BLUCK SYSTEM FOR RAILWAY TRAINS.

(Application filed Mar. 16, 1902.)

(No Model.) 5 ShetsSheat 5.

Mam/1566a. jar/5221i??? THE NORM! PETERS 00., PHOTO-LYING wnsmnnmu, n. c.

vers from dangei and caution, respectively, to safety.

In the locomotive-cab, as seen in Fig. 4, are three electric incandescent lamps G N R adapted when excited to show a green, white, and red light, respectively, and so located as to be readily seen bythe engineer. The electrical connections or system of wiring between these lamps and the trolleys T will be hereinafter described in connection with the diagram of circuit connections in Fig. 5. The electric signaling system of the block is divided in this instance into two subsections following the two subsections (caution and danger sections) into which the block is divided by the arrangement and location of the tracksignals X and Y. The three overhead wires g g g extend from the entrance to about the middle of the block, and the switch GS pertains to this section and is operated by the rod l1 which controls the track-semaphore X. The three overhead wires 0'' r v extend from the middle (where the wires g g g end) to the far end of the block, and the switch RS pertains to this section and is operated by the rod g which controls the track-semaphore Y. The wires 1' r 4 are on the prolongation of the wires g g g so that the trolleys T as they leave the one set contact at once with the other set; but, as shown in Fig. 3, the two sets of wires are insulated from and have no electrical connection whatever with one another. Each switch consists of a pivoted lever Z and two contact-posts m n. The lever Z of the switch GS is connected to and moves with the operating-rod w of the caution-signal X, and the leverZ of the-switch RS isconnecred to and moves with the operating-rod of the danger-signal Y. When the signals X Y are at safety, in which positions they are shown in Fig. 2, then the levers Z rest upon the contacts a, and the circuit connections controlled by these switches, respectively,will be through the white or safety lamp W on the locomotive. When, however, either one of the levers m y'-say the lever LE -is pulled so as to lift its signal X to caution, the

movement of the operating-rod 00 will cause the switch-lever of GS to swing from contact 11 to contact m, and when this is done the lamp W in the locomotive will be cut out, and the green lamp G will be thrown into circuit and will be excited so long as the trolleys T are on the section-wires g g 9 Similarly if the rod y be operated to put its signal Y at danger the switch-lever Z of the switch RS will be shifted from its contact n to its contact m, and in this event the white light W will be cut out and the red light R in the locomotive-cab will be in circuit so long as the trolleys T are on the section-wires 1-, T or T The circuit connections are as follows, reference being had to Fig. 5: The battery B (whieh,if used, may be located in the tower or cabin) is typical of any suitable source of electrical energy. Gonfining attention to the green or caution section of the block, the circuit is from one pole of battery to'switch GS, where the circuit divides into two branches. The one branch is from contact-post n to the wire g thence (through the trolley T appropriate to that wire) to the white light W on the locomotive, thence (through the appropriate trolley T) to wire 9 and thence back to the other pole of battery. The other branch is from binding-post m to wire g, thence (through the trolley T appropriate to that wire) to the green light G on the locomotive, thence to wire 9 (through theappropriate trolley T,) and thence back to the other pole of battery. Thus as the switch GS is thrown so as to contact with the n or m contact a branch circuit will be completed through one of the two lamps WV G on the 10- comotive to the exclusion of the other. I The green-light branch is through the overhead wire g, the white-light branch is through the overhead wire g and the overhead wire g is the return-wire common to both branches. Correspondingly in the red or danger section if the locomotive be on that section then the white lamp W or the red lamp R will be in circuit, according to the position of switch RS.

If the lever of this switch be on its contactn,

then the circuit will be from one pole of battery B (through switch GS and its contactn) to Wire r thence (through its appropriate trolley T) to white light W, thence (through the appropriate trolley T) to wire T and thence to other pole of battery. It, on the other hand,

the switch GS be thrown so as to put its lever on its contact m, then the circuit will be from one pole of batteryB (through switch GS and its contact m) to wire 1-, thence (through the trolleyTappropriate to that wire) to red lamp R, and thence out (through the appropriate trolley T) to Wire 7- and back to other pole of battery. branch is through the overhead wire 0*, the red-light branch is through the wire 7*, and the wire r is the return-wire common to both branches. I might use ground or rails for the return, and thus dispense withone of the overhead wires; but this would not be safe in-localities where other electrical circuits were used, and I therefore prefer the use of the third wire, so as to secure an allmetal circuit. I may locate in the tower or cabin lights G, W, and R, as seen in Fig. 4, duplicates of those employed upon the 10- comotive and similarly connected up in circuit and controlled from the same levers at y, so that the operator may be able to assure himself that the circuit connections and conditions are normal. Manifestly if the semaphore or track signals X Y were removed or detached from their operating appliances the rods 00 yand levers a," 3 could be still used to control the circuit connections with the signal-lamps in the locomotive-cab, and thus keep the engineer informed as to the condition of the block. In practice it will be found convenient to place the switches GS In this instance the white-light RS inthe operating cabin or lower, Itis immaterial, however,' where they are located so long as" they have connections whereby they are ormay be operated at the time and in themanner hereinbefore stated. Instead of overhead connections these connections can be located at any convenient point'along j side of or on the road-bed, and the current itself canbe taken from any suitable or convenient source of electrical'energy. The'cir cuits of both the caution and danger sections of the block are represented as taken from i the same battery; but of course, if desired;

each section may have its own battery. Each section, in fact, is in a certain sense a distinct block. in itself, although both of them go to make up the'larger' block and are un-' der one control.

The block system in connection with which f have illustrated myinven tioniswhat is known as the hand block system-thatis to say, a system in which the block-signal is operated 1 by hand; but the invention can be used in 7 switch GS 0r RS, as the case may be, with the appropriate block-signal or some part moving connection with the automatic block system also, all thatis needed being to'connect the .itherewith, so that the two shall move in unison; as hereinbefore explained.

Having now described myinvention and.

the manner in which the same is or maybe carried into practical effect, what I claim herein as new, and desire to secure by Letters Patent, is'as'follows:

1; In an electric block-signal system for railway-trains, a normally open signal-circuit completedthrough contacts on thelocomotive 3': whenever and so long as the latter is on the block, and having branch circuit connections including the one a-safety-signal and the other a caution or danger signal, both of which are on the locomotive and in convenient proximity to the engineer, and means controlled from the tower or cabin appropriate, to the block or pl t ng t aq wi hre sh i r one ofsaid signals to the exclusion of the'other.

2. In an electric block-signal system for railway-trains, a normally open signal-circuit t completed through contacts on the locomotive whenever and so long as thelatter is on the block, and having branches including-theone a safety-signal and the other a cautionor danger signal, bot'h of which are on the locomotive and in convenientv proximity to the engineer, atrack -signal. or semaphore, an electrical switch and'connections'bet'ween the same and the track-signal whereby the electrical switch shall beth'rown to complete the circuit throughthat branch which includes the safety or the caution or danger signal on the locomotive according asthe track-signal is brought to safety or. dangerl substantially as hereinbefore set forth; o

3. An electrical blocksignal'system in which the block is subdivided into caution and danger sections each having a signal-circuit.

electricallyindependent. of. the other, each v 1 circuit being norm'allyopenv and completed through contacts on the locomotive whenever and so longas the lattertis on the'block-section to which the circuit pertains, and having branches including the one a safety-signal and the other a caution'o'r'a danger'signal as.

the case may be, all of saidsignals being on the locomotive, in combination withmeanscontrolled from the tower or cabin appropriate to the block for completingeithercircnit at will through either'one of its branches substantially as and for the purposes hereinbe fore set forth.,

, In testimony whereof I have hereunto s et I -my hand this 13th day of March- 1902 I Witnesses: l

EWELL A. DICK,

F. L. OURAND.

JAMES T. I-IAMBAY. l 'v