US709798A - Railway signaling apparatus. - Google Patents

Description

' No. 709,798. Patented Sept. 23, I902. E. ROWE.

RAILWAY SIGNALING APPARATUS.

A licazio filea June 1, 1901.

9 Sheets-Sheet I.

(No Model.)

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Patante Sept 23,1902.

E. ROWE.

RAILWAY SIGNALING APPARATUS.

(Application filed June 1, 1901.)

9 Sheets-Shack 2.

(No Model.)

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No. 709,798. Patented Sent. 23. I902.

E. ROWE.

RAILWAY SIGNALING APPARATUS.

(Application filed June 1, 1901.)

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No. 709,798. Patented Sept. 23, I902.

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No. 709,'798. Patented Sept. 23, l9fl 2;

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RAILWAY SIGNALING APPARATUS.

(Application filed June 1, 1901.

9 Sheets-Sheet 5.

(No Model.)

Edward Kenna, 7%

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No. 709,798; Patented Sept 23. I902 E ROWE RAILWAY SIGNALING APPARATUS.

(Application filed June 1, 19 01.)

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no. 709,798. Patented Sept. 23, I902. E. ROWE.

RAILWAY SIGNALING APPARATUS;

(Application filed June 1, IQQLL. (No Model.) 9 Sheets-Sheet a.

M r v llllll llllllllll-lllm No. 709,798. Patented Sept. 23, I902.

E. ROWE. RAILWAY SIGNALING APPARATUS.

(Application filed June 1, 1901.)

9 Sheets$heet 9.

(Ila Model.)

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EDXVARD ROXVE, OF INDIANA, PENNSYLVANIA.

RAlLV /AY SIGNALlNG APPARATUS.

SPEGlFICATION forming; part of Letters Patent No. 709,798, dated September 23, 1902.

Application filed June 1,1901.

To all whom it may concern.-

Be it known that I, EDWARD ROWE, a citizen of the United States, residing at Indiana, in the county of Indiana and State of Pennsylvania, have invented new and useful Improvements in Railway Signaling Apparatus, of which the following is a specification.

This invention relates to railway signaling systems; and the primary object thereof is to provide means whereby trains maybe signaled and stopped at diiferent points on the track intermediate the stations.

A further object is to equip trains with ap paratus by which they can communicate with the signal towers or stations bytelephone, telegraph, or hell signals.

A further object is to provide track and wrecking crews with apparatus to enable them to communicate by telephone with the nearest signalin'g-tower and with trains that may be in the block in which they are operating.

A further object is to provide towers and stations with apparatus by which the positions of trains while in their block are at all times known.

A further object is to provide towers and stations with apparatus to record the time trains enter their block, their speed, time and place of any stops that they make, and time of leaving the block.

Another object is to enable trainmen, repairmen, and wrecking-crews to have quick telephone communication with the tower or station atany pole or conductor-s11 pport along the system.

Other objects and the details of construction of the preferred form of this system will readily appear as the invention is better understood.

This invention, like others, is susceptible to various modifications without departing from the spirit thereof, and I will therefore describe the preferred form embodied in this improvement, which is shown in the accompanying drawings, in which Figure 1 is a diagrammatic view of the wiring plan, instruments, telephones, batteries, &c., showing the relative arrangement of the same in the tower or station, also part of the line and the contact-rails. Fig. 2 is a front view of a table and switchboard with which each signal-tower is equipped. Fig. 3 is a Serial No. 62,785. (No model.)

side elevation of the same. Fig. 4 is an en larged detail plan of part of the recording apparatus. Fig. 5 is a top plan view of the same. Fig. 6 is a sectional view of the register on the line b 6 of Fig. 7. Fig. '7 is asectional view on the line 7 7 of Fig. 6. Fig. 8 is an enlarged fragmentary view of a locomotive, the relative location of the signaling instruments, the wiring plan, the conductorbrush, and a contact-rail in circuit with said brush. Fig. 9 is an enlarged detail view showing the brush applied to its holder. Fig. 10 is a vertical longitudinal sectional view through the same. Fig. 11 is an enlarged detail View of the telephone, showing the manner of attaching the same to the top of the cab. Fig. 12 is a plan view of the same. Fig. 13 is a vertical transverse section through the contact-rail, illustrating the method of attaching the conductor-wire. Fig. 14 is a detail view of the ribbon-guiding or tension device. Fig. 15 is a sectional view through the contact-rail and one of the road-rails, showing the method ofattaching the clips for telephoning in case of accident or under any other suitable conditions. Fig. 16 is adetail view of one of the conductor-supports or poles which are arranged adjacent the track at predetermined intervals. Fig. 17 is a detail view of insulator and plug attached to the pole, and Fig. 18 is a detail view of a clip for connecting said plug in circuit with the rail.

Although this system is independent and complete in itself, it is advantageous in cooperation wirh the usual track-signals employed. It does not interfere or conflict with other signals, but is an additional aid and safeguard in their operation.

In providing for the proper action of the apparatus which is the subject-matter of this application each signal-tower may be regarded as beingin the center ofits block on. through lines of railroad and controls the track and the running of trains for a certain number of miles in each direction. On branches or short lines, however, a station or tower at one end or a station in the center may control the entire length of that piece of road or a station at each end may control its half of it. Each track of a railroad is equipped with a separate set of line-wires and devices which connect with its own set of oflice instruments such bells.

in the signal tower or station. All the different sets of office instruments, however, are preferably located on the same switchboard, but maybe on separate ones. The whole of the stationary devices cooperate with the part of the system carried by the different locomotives running on the road.

Referring now to the drawings by nu merals of reference, 1 designates a section of the track which is positioned on the road-bed and ties in the usual manner.

2 2 designate the contact-rails, also secured to the ties at a convenient point beside the same, as will be apparent hereinafter. These rails are provided with metal caps and are positioned at predetermined intervals along the trackssay one fourth of a mile or more apart.

3 3 designate the cond nctor-wires,which are connected to the metallic caps of the contactrails and connected to the poles in any suitable manner.

From the signal tower or station running either on poles or under ground are the linewires 5 and 5 which connect the tower or station to the last contact-rail in the block and incidentally connecting on the way all intermediate con tact-rails in the block by the wires 3 3; but the contacts in the succeeding blocks are notin circuit, there being provided for this purpose a separate wire or conductor.

In the tower or station is located the switchboardfi 6 to which all the line-wires lead, said Wires being at various times in circuit with the locomotive '7, (see Fig. 8,) to the cab of which is connected the brush-holder carrier 8, the brush-holder 9, and the brush 10. The brush-holder carrier may be an iron har properly shaped or a bracket and may be attached to any easy convenient place, butpreferably is attached to the cab. From the binding-post on the brush runs a wire 11 up into the cab, first to the two-point switch 12 and thence to the switch 13. These switches are the ordinary type in general use for bell, telegraph, and such work. From the switch 13 a wire 14 (see Fig. 8) leads to an electromechanical bell 15, which is the ordinary type of From the other binding-post of this bell a wire 16 connects with the wire 17, the wire 17 being run to a binding-post 13, which is attached firmly to the ironwork of the locomotive at some convenient point, thus forminga connection with the track through the wheels of the engine and a ground for one side of the system.

In cases where electric current is used or carried in the rails of a track for any other purpose twosets of contact rails and brushes may be used. The wire instead of being grounded on the engine-frame at 18 will be run and connected to the second brush,the second rail being connected to a ground-plate by means of a wire, thus forming the necessary ground.

To provide for the necessary to rning of locomotives in cases of single-track road, each lo- .inches of the track.

of the switch 13 being to cut the hell out and the telephone in. The switch 12 is to make and break the electric current and may be used for calls and signals; also to leave the locomotive apparatus cut out while passing back and forth overcontact-rails when records or signals. would not be desirable. The metallic books 20 20 are attached firmly to the ceiling of the engine-cab by screws.

In Figs. 11 and 12 an ordinary linemans telephone 21, containing transmitter, receiver, and bells, has attached to it by means of screws the two metallic books 22 22, by means of which it is hung to the ceiling of the cab on the hooks 20 20, also the metallic springswitchor circuit-maker 31. When the switch 13 is thrown to the other point, it will be readily seen the telephone will be in circuit. At all other times it is not in circuit. The telephone is swung up to the ceiling of the cab out of the way, as shown at 23, and is held there firmly by the spring-strap 24:, which is screwed to the ceiling and hooked over the knob 25. Each telephone is provided with a pair of metallic spring contact-pieces 26 26. At the top of each contact-piece is a bindingpost 27 27. A suitable flexible wire of proper length 29 29 is attached to the binding-post 27 27,also to the binding-post 28 28,0f the telephones. To each side of the telephone is attached by screws suitable spring-clips 3O 30. These clips hold the contact-pieces when not in use and from which they may be quickly moved when desired. It is readily seen that the telephone may be quickly lifted from the hooks and carried to any contact-rail along the track, where it can be instantly put into circuit'with the line-wire by pressing one of the contact-springs down on the contact-rail and the other on the road-rail, a signal being given by repeatedly pressing the circuitmakerswitch 31 on top of the telephone,which is attached to one pole of the telephone and on being pressed down touches the other ole, thus completing the circuit and signaling the tower operator, with whom conversation may be then carried on.

The brush-holder carrier Sin Figs. 9 and 10 is, as shown, an iron bar bolted to the engine-cab and extending down to within a few To this bar is bolted a block of wood 32 by the countersunk bolt 33. To this block of wood, which is a non-condnctorof electricity,is bolted the brush-holder 9. This brush-holder is very similar in design and purpose to those in general use in dynamos in which brushes are held and adjusted by a screwand needs no extended description. It is intended to hold ordinary flat dynamo-brushes 35 in several thicknesses and of a proper width. These brushes extend downward in a vertical position, their lower ends being an inch or more higher than the rails of the road. I do not intend to confine myself to this particular form of contact, as it is susceptible of many changes and modifications. To the brush-holder is attached an ordinary binding-post 36, to which is attached the wire 11, leading into the engine-cab.

The contact-rail 2 (shown in Figs. 1, 8, 13, and 15) may consist of a bar of wood or other non-conducting material of proper dimensions, the upper surface preferably being curved both transversely and longitudinally. Through the center of this bar a vertical hole 37 is made to allow the passage of the wire 3. In the bottom of the bar a groove 38 is cut a proper length to allow the wire 3 to be passed over a tie when necessary. To the top of this bar is fastened by screws a metallic covering 39 the same shape as the bar, but a little longer and wider. To the under side of this covering is attached by screws or solder the wire 3. The bar and its covering form an insulated contact-rail. These contact-rails are fastened to the ties by bolts or spikes in a secure manner a few inches from the track and being of such a size that their highest part will be an inch or two higher than the trackrails.

In Figs. 2 and 3, representing an operators table, the switchboard and apparatus belonging thereto are shown. An ordinary table or cupboard 6, with or without doors, of proper size, to which is attached a switchboard of suitable size, 6, is supplied to each tower. The wall instruments, however, may be attached to a convenient place on a wall, dispensing with a switchboard. An ordinary clock 40 has attached to one of its shafts a sprocket-wheel of proper size. Around this sprocket is passed a chain 41. The chainwheel, which hangs vertically, passes at its lower end around the sprocket-wheel 42,which is mounted on one end of the shaft 43. On the other end of the shaft 43 is attached and mounted overhung a light metal cylinder 44. This cylinder is made and mounted similar to those used in phonographs and has the llanges 45 at each end. The size of this cylinder and speed at which it is driven by the clock are such as tocause it to turn on its axis an even number of revolutions in twentyfour hours. The cylinder is hungin bearings 46 46, which are cast or attached to a metal base-plate 47, which is attached to the top of the table, an aperture being cut out" of the table of sufficient size to allow the cylinder to be so located in a horizontal position that its highest point will be an inch or more above the base-plate. The base-plate is flat and U- shaped, with its open end at the front side of the table. A small section 48 of the front of the table 48 is grooved or dovetailed in such a manner as to be easily drawn out. A paper belt 49, having sufficient width so that when properly ruled lengthwise it will have thirty-one spaces one-tenth of an inch or less for each track in the railroad line on its surface and of a sufficient length so that having replaced on the cylinder 44 it will make one full revolution or have traveled its entire length in twenty-four hours. This belt will also be ruled crosswise into twentyfour spaces, or one for each hour, the hour-spaces being in turn ruled by finer lines into sixty spaces, representing one for each minute. This paper belt is hung over the cylinder 44 and is driven by it, the lower end of the belt passing down through a hole in the floor, a tension-cylinder 50, made of tin or some light material and flanged at each end, being placed at its lower end to produce the necessary tension.

On one side of the base-plate 47 is cast or attached a pair of ways 51 51. On these ways is fitted a sliding metal block 52. To this block by the hinges 53 is attached another block of wood 54, such as are generally used as bases in electrical instruments. On this block or base is mounted one electromagnet 55 for every track there is in the railroad. To the armature 57 of the eleetromagnet is attached a type-bar 56, which extends outwardly in a horizontal position, its extreme end being turned downwardly and having formed on it a type of some suitable symbol. In the arrangement as shown the electromagnet-coils stand in a vertical position, the armature 57 being located under the coil and pivoted at one end by the screws 5858, its action being as the armature is attracted by the coils to cause the outer end of the typebar 56 to strike downwardly. I do not confine myself to this particular arrangement of electromagnets, armatures, and type-bars, as it is evident there are different other ways of causing an electromagnet to move a type-bar in any direction; but the plan shown is preferable. Attached to one side of 54 is a metallic carrier59, its outer end bifurcated and formed into the spindles 6O 60. On these spindles are mounted, so as to turn freely, the ribbon-spools 61 61, which are held to their place and turned when necessary by the milled heads 62 62. On the spools 61 is wound, so as to pass from one to another back and forth, an ordinary type-writer ribbon 63. To the lower side of the carrier 59 is attached a spring 64, its outer end bifurcated, the office of which is to adjust the ribbon 63 to aproper distance from the paper belt 49. This adjustment is effected by the milled screw 65. In the baseplate 47 a row of thirty-one holes 66 are drilled and spaced to correspond with the width of the paper belt 49. Attached to the base-block 54 is the vertical spring-pin and milled head (57, whose combined object is to enable the block 54 to be moved along the ways 51 a certain amount each day corresponding with the space for the day on the paper belt. This object may also be accomplished by a screw or ratchet.

1 minute.

The object of the office equipment thus far described may here be properly explained. The cylinder being preferably of a diameter of 5.73 inches is driven by the clock at the rate of one revolution every three hours, carrying the paper belt with it at the rate of six inches per hour or one-tenth of an inch per The passage of a train over the road and its consequent engagement with the contact-rails along the line closes an electric current or circuit, which causes the electromagnets 55, 74, 75, and 92 to be energized. The armature being attracted causes the typebar to strike the ribbon under which the cylinder and paper belt are located, thus putting a mark on the paper for each contactrail passed and touched by the train. The belt being, as stated, ruled into days, hours, and minutes, a perfect record is had of the time the train enters the block, the time taken to run through it, and by a slight calculation the speed at which it is traveling may be ascertained. The object of the hinges 53 is to allow the base-block 54, with all it contains, to be folded back out of the way, so as to enable the operator to put the train-numbers on the paper, also for cleaning, repairs, the.

In Figs. 1, 2, and 3 on-the table 6 and switchboard 6 are located for each track of the road the two-point switches 68 6'9 70 71, the registers 72 73, the telegraph-relay 74:, and the single-stroke electric bell 75,also common to all tracks anannunciator 76 and telephone 77. The switches 68 to 71, the relay7 1, bell 75, annunciator 76, and telephone 77 are all of the usual type in daily use. In Fig. 1 the line-wires enter the tower, wire 5 connecting to the switch 68, thence to 69 by wire a, thence to register 72 by wire I), the register being-in turn connected to relay 74 by the wires and 81, line-wire being similarly connected through switches 70 71 and register 73 by wires d efand 81 to relay 74. The relay 74, which is simply an electrically-operated switch, has its line side w connected by the wire g to one side of open-circuit battery A, of sufficient power to operate the registers 72 73 and relay 74, but not of sufficient power to attract the armature of the bell in the locomotive 7, so as to cause it to ring. The outer side of the battery A is connected by wires hand 78 to ground-plate 79, the other end of relay 74 being connected by wire 2' to one side of local battery B, of sufficient strength to opcrate the bell 75 and electromagnet with necessary force. (This battery, as are all others, is of the ordinary open-circuit type,) wiresj Z connecting through the instruments and 55 and back to the other side of battery B. The wires m and it connect vthe switches 69 and 71 to drops of the annunsound. The wires '1', s, and i connect the switches 68 and 70 with the telephone 77. The wire connects the other side of the telephone with the ground-plate 79.

In Fig. 6 the registers 72 73 are shown as containing an upright frame of metal 82. On the front of this frame is attached a dial 83. Through the center of the dial and frame is the shaft 84. On the shaft are mounted the hand or pointer 85, a small clock-spring 86, an escape-wheel 87, a friction-clutch 88, a spiral spring 89, and a set-collar 90. A pawl 94: prevents escape-wheel 87 from turning back when hand is returned. Also attached to this frame is the escapement 91 and the electromagnet 92. The action of the register is as follows: The clock-spring 86 is under tension continually, with a tendency to turn the shaft 84. Upon the electromagnet 92 being energized, its armature carrying the escapement 91 is depressed, allowing the wheel 87 to move one tooth. The shaft in turning moves the pointer 73 on dial one number. This action reoccurs every time a locomotive touches a contact-rail in passing. Through the means of the pointer of the register-dial the position of the train may at all times be determined by the operator within the station. It can also be ascertained whether or not the train is traveling at schedule time. To set the hand back to starting-point, the milled head 93 is pressed back slightly, compressing the spring 89 and at the same time pressing the clutch 88 away from contact with wheel 87, thus allowing the hand to be set back,which action also restores the tension to spring 86. The action of the entire apparatus is as follows: The switches all being set in the position as shown in Figs. 1 and 2, the center of the system controlling the track three miles each way, current from battery A being in the line where it stands continuously, when the brush on the locomotive touches the first contact-rail a circuit is formed through the engine to the track-rails, the relay in the tower, and the register are both energized and act. This will cause the relay to switch the current from battery B into the bell and the recorder-magnets energizing and causing them to act. The registerhand on that side moves forward one number, the bell 75 makes one stroke, and the recorder device puts one mark on the paper at the exact time of the action. This is repeated for every contact-rail passed by the locomotive. When the train passes the tower, the same action continues,with the exception that the other register on that side of the tower begins to act, which action continues untilthe train leaves the block. The paper belt then has a mark for every contact-rail passed. The length of the block being known, the time entering, time of leaving, and speed of the train are all automatically recorded. Should a train stop for any cause, the gap in the record will show time, place, and length of such stop and time of starting again. When a train has passed out of a block, the operator puts registers to their starting-point.

its number on the paper belt and returns the Should an operator in the tower wish to stop a train and communicate with it, the switch 09 or 71 that corresponds with the location of the train is thrown to its opposite point, which cuts out all other instruments and cuts in the annunciator 76 and the larger battery 0 at the first contact-rail touched by the engine the more powerful current which it will be seen is now in the line overcomes the armature-spring in the bell 15 in the engine, causing it to ring. At the same time the anuunciator 76 in the tower is energized and acts, and by its bell and drop shows the operator the engineer has received his signal. The train then slows up and stops in contact with the next contact-rail. The engineer pushes the handle of switch 13 to its other point, which cuts in his telephone, which he lets down and holds a conversation with the operator in the tower, who has previously moved a corresponding switch 68 or to its other point, thus cutting out all other current, at the same time cutting in his telephone 77, the line 5 or 5 now being a telephone-line. Train-crews, wrecking-crews, and trackrepairers can have communication with a tower by going to the nearest contact rail and attaching a telephone, an automatic record being made on the paper of all such actions.

At every pole or at as many as may be thought necessary an insulated wire (see Fig. 16) is attached to the line-wire 5 and runs down the pole within a short distance of the ground. To the poles at this point is attached a porcelain-lined insulator 96. The form of insulator used may be of any desired construction; but I prefer the form shown in Fig. 17, consisting of a hollow ring, in which is seated a metallic plug 97, to the upper end of which the wire 95 is attached by the bindingpost .08 or by soldering.

A pair of flat metallic contact-springs or a spring-jack, such as is designated by the reference-numeral 99, Fig. 18, may be utilized to engage the jack and throw the wire 5 in circuit with the movable conductor 100, which is attached to the binding-post 101, soldered or otherwise secured to said jack. This wire may be of any length desired, with a springjack attached at each end. By connecting the jack at one end of the wire with the phone and then attaching a similarjack to the other binding-post of the phone and the remaining jack to the track-rail telephonic com munication can be instantly had with the tower-station. A number of these wires may be attached together successively and the line lengthened, if found desirable.

While I have specifically described what to me at this time appears to be the very best means of accomplishing the desired result, I would have it understood that I do not limit myself to the exact construction shown. For instance, for the sake of convenience I have illustrated a telephone as being the most dosirable instrument whereby communication may be had with the engineer. However, it is obvious that telegraph instruments or other means could be included in the circuit for the communication betweenthe operator in the station and the operator in the cab. I therefore reserve the right to make such slight changes and alterations as would suggest themselves from time to time and without departing from the spirit of the invention.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. The combination with a railway-track, of registers in a station or tower, contacts arranged adjacent the track and in circuit with the registers, a locomotive having a contact adapted to engage with the first-named contact, and an alarm in the locomotive to operate, said operation being controlled by the operator in the station.

2. The combination with a railway-track, of registers, contacts arranged adjacent the track in circuit with the registers, a locom'o tive having a contact adapted to engage with the first-named contact, and an alarm in the locomotive, a second circuit provided for said alarm, and an increased battery-power in the path of the second circuit whereby a current may be generated in the second circuit to actuate the alarm.

3. The combination with the railway-track, of registers, contacts arranged adjacent the track in circuit with the registers, a locomo tive having a contact adapted to engage with the first-named contact and an alarm in the locomotive, a second circuit provided for said alarm and having an increased battery-power whereby the alarm in the locomotive will ring only when the second circuit is closed.

4. The combination with a railway-track,

of registers in a station or tower, contacts arranged adjacent thetrack and in circuit with the registers, a locomotive having a contact adapted to engage the first-named contact, an alarm in thelocomotive adapted to operate, said operation being controlled by the operator in the station, and an annunciator in the station to show that the alarm has been sounded on the locomotive.

5. The combination with a railway-track, of registers in a station or tower, contacts arranged adjacent the track and in circuit with the registers, a locomotive having a contact adapted to engage the first-named contact, and a circuit arranged, whereby communication may be had between the operator in the station and an operator in the locomotive.

6. A system comprising registers in a tower or station, a circuit provided for the registers, contacts arranged adjacent a track in the path of the circuit, a second circuit including an alarm arranged in a locomotive, and an annunciator in the tower, said circuit being designed to be closed when the first circuit is broken so as to actuate the alarm and the annunciator, and another circuit including wires whereby communication may be had between the operator in the tower and the operator in the locomotive when the first two as to actuate the alarm and the annunciator, and another circuit including wires whereby communication may be had between the opcircuits are cut out. orator in the tower and the operator in the 5 7. A system comprisingacircuit including locomotive, when the first two circuits are registers, and a recording device arranged in cut out. i a tower or station, contacts in the path of the In testimony whereof I affix my signature circuit and arranged adjacent a railwayin presence of two witnesses. track, a second circuit including an alarm EDWARD ROWE. 10 arranged in a locomotive, and an annunciator in the tower, said circuit being designed to be closed when the first circuit is broken so Witnesses:

L. S, OHARA, ANDERSON GEORGE.

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