US714366A

US714366A - Train-signal system.

Info

Publication number: US714366A
Application number: US9740002A
Authority: US
Inventors: Albert G Davis
Original assignee: General Electric Co
Current assignee: General Electric Co
Priority date: 1902-03-10
Filing date: 1902-03-10
Publication date: 1902-11-25
Anticipated expiration: 1919-11-25

Description

' .No. 714,366. Patented Nov. 25,. i902,

A. G. DAVIS.-

TBAIN SIGNAL SYSTEM.

[Application filed Mar. 10, 1902.1 (No Model.) 2 Sheets-Sheet l.

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ALBERT G. DAVIS, OF SOI-IENEOTADY,'NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

TRAIN-SIGNAL SYSTEM.

SPECIFICATION forming part of Letters Patent No. 714,366, dated November 25, 1902.

Application filed March 10, 1902. $erial No. 9'7A0O. (No model.)

To all whom it may concern:

Be it known that I, ALBERT G. DAVIS, a citizen of the United States, residing at Schenec tady, in the county of Schenectady, State of New York, have invented certain new and useful Improvements in Train Signal Systems, (Case No. 2,615,) of which the following is a specification.

The present invention relates to a system 10 of train signaling, and has for its main object to notify the motorman or engineer of a train, either by audible or visual signals or indicators, that the gates .ordoors which are ordinarily used to control the points of ingress I .15 and egress to the several cars constituting the train have been closed and the train is ready to proceed. These gates or doors are operated by the conductors or guards and are us 11- ally placed at each end of each of the cars which form the train. The gates at the rear end of one-car and at theforward end of the following car are usually closed simultaneously by a single guard.

The invention further relates to means,

I either audible or visible,for notifying the several conductors or guards throughout the train that the signal for starting has been received bythe motorman.

My invention in its simplest form consists of an electric conductor extending throughout the train, having in circuit a signal or indicating device, such as an ordinary electric bell or the like located at the forward end of the motor-car or in the locomotive, and also 5 a series of operating devicessuch as pushbuttons, switches, or the likelocated at the points of ingress and egress of each car of the train. These operating devices may be operated automatically by the movement of 40 the gates or manually by the guard after he has closed the gates. The said operating devices are so arranged in series with the signal in the electrical circuit that the signal will not operate until all of the operating devices 5 have been closed. The circuit may be so arranged as to include in series a signal and an operating device at each end of each car, and the said operating devices may be so arranged that they may be shunted or permanently 5o closed at any time. This means for shunting or permanently closing the operating devices is especially convenient and properly applicable when two adjoining sets of gatesthat is, one on the rear end of one car and the other on the forward end of the car fol- 5 5 lowingare operated by a single guard. In this case one of the operating devices at this point is shunted, and the guard has merely to close the other operating device and hold it closed until the signal near him operates, thus indicating to him and to the motorman that all the guards on the train have completed the work of closing the gates and that the train is ready to proceed on its way.

My invention further consists in applying the system of signaling from various points on the train to the motorman to the now well-known system of train control, wherein a controller is placed on each motor-car to control the motor-circuits of that car and the several motor-controllers of the train are under the control of a mastercontroller placed anywhere on the train. In this case the signal-operating devices consist of electromagneticallyactuated circuitbreakers placed in series with the signals in the circuit, one at each end of each car of the train. These operating devices are set to close the electrical circuit manually by the guard after the gates have been closed. When all the operating devices in service have been set, and not until then, the signal is received by the motorman and each of the guards. These electromagnetically actuated switches are operatively connected with the master-controller in such a manner that when the motorman moves the said controller into its first operative position an electrical circuit is completed through the magnets of each of the said switches or circuit-breakers and all of the switches in service at the time are simultaneously tripped, thereby opening the sig-' cal-circuit at these points.

The invention also consists in so arranging the signals and signal-operating devices 5 in circuit that but one train-wire is required in addition to those ordinarily used in traincontrol systems.

The invention will be more clearly understood if reference is bad to the accompanying 1o drawings, of which Figure 1 is a diagrammatic.representation of a train-control system to which my invention may be applied. Fig. 2 is a diagrammatic view of the train-signal circuits as applied to a motor-car and also to a trailer or dead car. Fig. 3 represents a train equipped with signaling apparatus, and Fig. 4 represents diagrammatically a modification of my invention as applied to a motor-car and a trailer.

The reference characters used designate corresponding parts in all the figures.

The controller shown in Fig. 1 is a wellknown type of controller operated by a master-controller and constitutes no part of the present invention, but is merely shown to more clearly indicate how my invention may be applied to such a system.

Referring first to Fig. 1 of the drawings, the letters T, T, R, R S, P, P, R R R R, and R R indicate the various elements of a series multiple controller 0 of the separately-actuated contact type. Each of these elements comprises a pair of switch-contacts connected to a power-circuit and an actuating coil or winding for said contacts connected to a controlling-circuit through the master-controller M. M M represent the motors for propelling the vehicle or car, and O the controller therefor. The numerals 1 to 9, in-

clusive, represent a system of conductors ex- I tending from one end to the other of the vehicle and provided at each end with connecting devices 0, by means of which they may be connected to corresponding conductors on the adjacent vehicles of the train. Various control-circuits are connected to the conductors 2 to 8, each leadingthrough certain of the actuating-windings of the controller 0 to a com mon conductor 32, the end of which is grounded at G. Current is supplied to the propelling-motors and to the control system through the trolley-shoe T, from which conductors lead to the contacts of the elements T T of the controller and also to the conductor 1 of the system of conductors. The connection between the conductor 1 and the other conductors of the system to which the various control-circuits are connected is controlled through one of the master-controllers M, located at any desiredpoint on the vehicle or train. Of the two master-controllers shown in the drawings the one on the right is indicated in outline only, while the one on the left is shown with its fixed and movable contacts developed on a plane surface in a manner now commonly used in illustrating such a structure. The movable contacts are represented by the two series of rectangles 1 2 P, 5, 6, 7*, 8 1*, 3 5", 6*, 7 and 8*, those that are electrically connected being shown connected together by lines. The fixed contacts are represented by the series of small circles 1 to 8, inclusive.

In order that the functions of the different contacts of the motor-controller may be the more readily held in mind, I have lettered the several elements of the controller to correspond with their several functions. Thus the contacts of T T operate in multiple to close a circuit from the trolley-shoe to the conductor 26, leading to the motor-circuits. The contacts of the element S operate to connect together the

conductors

27 and 28, and thus to connect the motors in series. The contacts of P P operate the one to connect the conductor 27 to the ground and the other to connect the conductor 28 to the conductor 30, thus connecting the motors in multiple, while the contacts R to R inclusive, operate to cut into the motor-circuit the corresponding sections of resistance r to r and those of R R to close a circuit directly from the conductor 26 to the conductors 29 and 30, thus short-circuiting all the resistance-sections. R, R R", and R, inclusive, represent resistances connected in various control-circuits. There is also provided in the common connection 32 to ground a resistance R which is normally short-circuited by the auxiliary contacts Z in cooperative relation with one of the elements R This resistance is introduced into the circuit when the master-controller is moved into its last series or multiple position.

Forthe purposes of the present specification a more detailed description of the motorcontrol system is unnecessary. The system illustrated constitutes, however, the subjectmatter of patent to Perry,No. 687,060, granted November 19, 1901, and reference may be made to this patent for a detailed description of the system.

Located at each end of the car or vehicle and operatively connected with the trolley T and the auxiliary train-conductor 9 are the signals and signal-operating devices which I prefer to use in connection with the abovedescribed form of apparatus.

B B represent the signals, which may be of any typesuch, for instance, as the ordinary annunciator-bell or visual indicator.

0 (J are the electromagnetically-actuated circuit-breakers, which are set manually by the guards and are held in closed position by the catches d and 02, respectively, until sucha time as the magnets or solenoids m and m are energized by the movement of the mastercontroller to its first operative position. The switches S and S are so constructed that the ends of the auxiliary train-conductor 9 may be connected either with the trolley or source of power or to ground, or that intermediate points may be made neutral through the agency of the contacts 25, g, and o and their connections. The switch S is used to throw the magnets or solenoids m or m into circuit with the master-controller in order to operate the tripping devices of the switches O and 0 respectively. This switch S is so connected in circuit that but one of the electromagnetically-actuated switches O and O is operated at a time, depending upon the direction of motion of the train, the position of the motorman on the train, and the will of the guard.

The operation of the system shown inFig. 1 is as follows: Considering a single car, lot

us suppose themotorman is at the left-hand contact t and resistance 1'.

end of the car, the guard at the right-hand end, and the car moving to the left. The switch S is thrown to connect one end of the auxiliary train-conductor 9 to trolley through The switch S is thrown to connect the other end with ground through contact 9 and resistance r and the switch S places m in operative connection with the master-controller M, all as shown in Fig. 1. The switch is closed and remains permanently closed. Now when the guard wishes to give the motorman the signal to go ahead he closes the switch 0 and immediately thecircuit is completed from trolley T, train-conductor 1, conductor 1 12, switch S, resistance 1, auxiliary train-conductor 9 9, signal 13, switch 0 9 9 9", switch 0 signal B 9 resistance 1"", switch S to ground at G, operating the'signals B and B. The signals continue in their operative position until the master-controller M is turned from its ,off to its first operative position (designated "by 1-1) in the development of the master-con troller at the left-hand end of the car-that is, until the

contacts

1 and 2 are brought into communication with the

contacts

1 and 2, respectively. The circuit foroperating the tripping device d may then be traced as follows: Train-conductor 1, contacts 1 i l 2. 2, train-conductor 2 2, resistance R,

through the actuating-coil of the controller element S, conductor 15,switch S contact t, conductor 13, solenoid m of the switch 0 conductor 14, through the actuating-coils of the controller elements R T T, conductor 32, short-circuiting switch Iii-around the resistance R1 to ground at G. In this manner the switch (3 is opened automatically by the first movement of the master-controller handle and can only be set again by hand after the master-controller has been turned to its off position. When it is desired to reverse the direction of movement of thecar, havingthe motorman at the right-hand end and the controlling device at the left-hand end, the switch S is thrown to its ground connection throughg and the switch S is connected to trolley through 25, while the switch S is thrown to its contact h, thus bringing'minto operative communication with the mastercontroller M and cutting out on. The circuits under these conditions may be readil traced on the diagram. i i

If atrain of two or more cars is builtup, the corresponding train-conductors, including the auxiliary train-conductor 9 of each car, are connected together, the switch S at the forward end of the first car is connected with trolley, while the switch S at the rearendof the last car is connected to ground, and the intermediate switches S andS are thrown to the same as above described with respect to a single car. i I i In Fig. 2 I have shown the signal-circuits, together with such of the motor-control circuits as are necessary to an understanding of my invention, for a train consisting of a motor-car V and a trailer or dead car V Of course any number of cars of either type may be used in the make-up of the train without affecting the operation of the signaling system. The circuits of the motor-cars are the same as those already described; but on the the trailer V the switches .S and S have no trolley-contact t, as the latter is unnecessary, the necessary current being sup-1 plied from the trolley connection in the motor-car V through the auxiliary train-conductor 9. The resistance r in thetrailer takes the place of the resistance of the actuating-windings of the elements T T R S of the controller on the motor-car.

In making up the train the connection between train-condnctor9 and trolley is made through the switch S at the forward end of the motor-car and to ground at the rear end of the trailer through the switch S theintermediate switchesS and S being thrown to their off positions 0, as shown in Fig. 2. The circuit through the train-signals is as follows: trolley T, 12, switch S, resitance 1, trainconductor 9, through signals and signal-operating devices carried by the motor-car V to the train-conductor 9 of trailer V signal B, switch 0, 9, switch C signal 13, resistance r switch S to ground at the rear end of the trailer. The switch-tripping devices of the trailer are operated by the circuit through train-conductor 2, resistance 1", switch S which may be thrown to either contact t or h, depending upon which switch 0 or C it is desired to operate. with t, thus completing the circuit-through 13, magnet on, 14 to ground. If theswitch S is thrown to h, the circuit is completed through magnet m directly to ground, thereby cutting m outof circuit. It will be readily seen that with the connections as shown in Fig. 2 it is impossible to operate the signals throughout the train until all of the switches (1 have been closed simultaneously by the scribed, and the signals renderedinoperative.

In the simpler form of my invention as applied to a train and illustrated in Fig. 4 I have substituted for the electromagneticallyactuated circuit-breakers O and C used in the system shown in Figs. 1 and 2and constituting the signal-operating devices common push-buttons or similar circuit-closing devices P and P-,with means for permanently shunting them or rendering them in operative. Such means are illustrated in Fig. 4 as single-throw knife-switches S and S but any other form of shunting device may be used. In Fig. 4, V and V represent a motor-car and trailer, as before, and the switch S at the forward end of the motor-car connects the train-conductor 9 to the line-wire or trolley through the contact If, and the switch S at the rear end of the trailer connects 9 to ground through g. The intermediate switches S and S are thrown to their off positions 0, and the operating devices I are shunted by the switches S After each guard has closed the gates at the points of ingress and egress he closes the switch or signal-operative device P and holds it closed until the signal near him operates or until the train starts, at which time P is released. It will be clearly seen by tracing out the circuit that the signals cannot operate until all of the signal-operating devices have been closed simultaneously. The operating-circuit is as follows: starting with trolley T, through 12, switch S, resistance r 9, signal 13, shunt-switch S 9, P 13', 9, connecting device 0, B in trailer, S 9, P B, resistance T to ground through switch S and contact 9 at the rear end of trailer V It will be readily understood that the relative positions of the switches S and S and also of S and S with respect to the operating devices P and P respectively, depend upon the posi tions of the motorman and guards on the train and the direction of movement, the mo torman being ordinarily at the forward end of the train.

While I have shown the actuating-circuit for the tripping devices of the several circuitbreakers in the signal-circuit operatively connected to the same master-controller from which the connections of the motors are controlled, it is evident that I may use a separate switch under the control of the motorman or operator for opening the signal-circuit. Other modifications in the systems herein described may also be made without departing from the spirit and scope of my invention, and in the claims hereto appended I aim to cover all systems which embody the essential features of my invention.

What I claim as new, and desire to secure by Letters Patent of the United States, is

1. In an electric signaling system, an indicating device, a conducting system to which said indicating device is connected, a plurality of circuit-controllin g devices connected in series in said conducting system, and means for rendering certain of said circuit-controlling devices inoperative to open the circuit to which they are connected.

2. In an electrical signaling system, an indicating device, a conducting system to which said indicating device is connected, a plurality of stations each provided with a circuitcontrolling device connected in series in said conducting system, and means for maintaining the circuit permanently closed at certain of said stations.

3. In a train signaling system, an indicating device located at any desired point on a train, a train-conductor connected thereto, a plurality of circuit-controlling devices connected in series in said conductor, means at one end of the train for connecting said conductor to trolley, and means at the other end of the train for connecting the said conductor to ground.

4. In a train signaling system, an indicating device located at any desired point on a train, a train-conductor connected thereto, a plurality of circuit-controlling devices connected in series in said conductor, means at one end of the train for connecting said conductor to ground, and means at each end of each controller-car for connecting the trainconductor at that end of the car either to the trolley-conductor or to ground.

5. In a signaling system, an indicating device located at any desired point, a conducting system extending therefrom and-including a plurality of circuit-controlling devices, means for maintaining said circuit-controlling devices in their closed-circuit position, and electromagnetically-actuated means for opening said devices.

6. In combination in a train-control system comprising a master-controller and train-conductors extending therefrom, an indicating device located adjacent to the master-controller from which the train is for the time being operated, a train-conductor to which said indicating device is connected, a plurality of circuit-controlling devices connected in series in said conductor, means for maintaining said devices in their closedposition, and electromagnetic means operatively related to the master-controller for securing the opening of the circuit at the said circuit-controlling devices.

7. In a train-control system comprising a master-controller and train-conductors extending therefrom, an indicating device located at any desired point on the train, a train-conductor to which said indicating device is operatively connected, a plurality of circuit-controlling devices on each car of the train connected in series in said conductor, electromagnetic devices for causing the opening of the said circuit-controlling devices, and means on each car for connecting either one of the electromagnetic devices on that car in circuit with one of the train-conductors to which the master-controller is connected.

8. In a train-control system comprising a master-controller and train-conductors extending therefrom, an indicating device located at any desired point on the train, a trainconductor to which said indicating device is operatively connected, a plurality of circuitcontrolling devices connected in series in said conductor, electromagnetic devices for causingthe opening of said circuit-controlling devices, and a means for connecting said electromagnetic devices in circuit with one of the train-conductors to which the master-controller is connected.

9. In a train system, an indicating device located at any desired point on the train, a

train-conductor to which said indicating detrolling devices connected in series in-said conductor andlocated at desired points along the train, electromagnetic devices for causing the opening of said circuit-controlling devices, and means for supplying current to actuate said electromagnetic devices.

11. In a train system, an indicating device located at any desired point, a train-conductor to which said indicating device is operatively connected, a plurality of circuit-controlling devices connected in series in said conductor and located at desired points along the train, electromagnetic devices for causing the opening of said circuit-controlling devices, a switchingdevice for supplying current to actuate said electromagnetic devices, and means for connecting said electromagnetic devices to said switching device.

12. In a train system, an indicating device located at anydesired point, a train-conductor to which said indicating device is operatively connected, a plurality of circuit-controlling devices connected in series in said conductor and located at desired points along the train, electromagnetic devices for causing the opening of said circuit-controlling devices, a second train-conductor to which said electromagnetic devices are operatively connected, aswitching device for connecting said conductor to a suitable source of supply, and means for breaking the operative connection between said electromagnetic devices and said second train-conductor.

13. In a train signaling system, an indicating device located at any desired point on the train, a train-conductor to which said indicatingdevice is operatively connected, a plurality of circuit-controlling devices connected in series in said conductor, and switches on the end cars of the train arranged to connect the two ends of the train-conductor to the two terminals of a suitable source of currentsupply.

14. In a signaling system for a train provided with one or more 1notor-cars,an indicating device located at any desired point on the train, a train-conductor connected thereto, a plurality of circuit-controlling devices connected in series in said'conductor, and a switch at each end of each motor-car having its contacts arranged to connect the train-conductor at that end of the car to either terminal of a suitable source of current-supply.

15. In a signaling system for a train comprising one or more motor-cars, each having its own controller, and having one or more cars provided with a master-controller, an indicating device located at the point from which the train is for the time being controlled, a train-conductor connected thereto,

a plurality of circuit-controlling devices connected in series in said conductor, and a switch at each end of each car provided with master-controllers,said switch having its c011- tacts arranged to connect the train-conductor at that end of the car to either terminal of a suitable source of current-supply.

16. In a train system, an indicating device located at the point from which the train is for the time being controlled, a train-conductor to which said indicating device is operatively connected, circuit-closing devices located at the points of ingress or egress of the several cars of the train, and connected in series in said conductor, and means under the control of the operator for opening said circuit-closing devices.

17. In a train system comprising one or more motor-cars provided with motor-controllers arranged to be operated froma master-controller located at the head of the train, an indicating device located adjacent tothe master-controller, a train-conductor to which said indicating device is operatively connected, circuitclosing devices located at the points of ingress and egress of the several cars of thetrain, and means for opening said circuit-closing devices, the said means being arranged to be actuated upon movement of the master-controller to start the train.

18. In a train system comprising one or more motor-cars provided with motor-controllers arranged to be operated from a master-controller locatedat the head of the train,

can indicating device located adjacent to the master-controller, a train-conductor to which said indicating device is operativelyconnected, circuit-closing devices located at the points of ingress and egress of the several cars of the train, electromagnetically-controlled means for opening said circuit-closing devices, the said means being operatively connected to a train-conductor leading from the master-controller so that the said switches will be opened Whenever the master-controller is moved from its Foff position.

19. In a signaling system applied to a single car or vehicle, one or more signaling devices, a signal-operating device at each end of the car, a car-conductor connecting said signaling and signal-operating devices in series, means for permanently closing one of said operating devices while the other is in service, and means for connecting either end of said conductor to a source of current-supply or to ground as desired.

20. In an electrical signaling system applied to a single car or vehicle, the combination of one or more signaling devices, a signal-operating device located at each end of said car or vehicle, a car-conductor connecting said signaling and signal-operating deing either end of said conductor to a source of current-supply or to ground as desired.

In Witness whereof I have hereunto set my hand this 7th day of March, 1902.

ALBERT G. DAVIS. Witnesses:

BENJAMIN B. HULL, HELEN ORFORD.