US758594A - Electric railway-signal. - Google Patents

Description

No. 758,594. 7 PATEN'I 'ED APR. 26, 1904. 4 W. S. JACKSON.

ELECTRIC RAILWAY SIGNAL.

APPLICATION FILED JUNE 30, 1902,

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PATENTED APR. 26, 1904. W. S. JACKSON. ELECTRIC RAILWAY SIGNAL. APPLICATION FILED mm: 30, 1902.

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7 turnout of another car or train traveling on Patented April 26, 1904.

U ITED STATES PATENT OFFICE.

WILLIAM S. JACKSON, OF HOBOKEN, NEW JERSEY, ASSIGNOR OF ONE- HALF TO DAVID YOUNG, OF NEWARK, NEW JERSEY.

ELECTRIC RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 758,594, dated April 26, 190

Application filedjl'une 30, 1902. Serial No. 113,772. (No model.)

To all whom it may concern.-

Be it known that I, WILLIAM S. JAoKsoN, a citizen of the United States, and a resident of Hoboken, in the county of Hudson and State of New Jersey, have invented new and useful Improvements in Electric Railway-Signals, of

which the following is a full, clear, and exact description.

My invention relates to improvements in electric railway-signals, the same being more especially adapted for use in single-track railway or trolley lines having sidings or turnouts and switches for the accommodation of one car or train temporarily during the interval required for the passage by the siding or the line in an opposite direction, although the signal system may be used under different conditions on other railways.

One object that I have in view is the provision of a simple and reliable signaling system which is actuated automatically by a car on entering the siding or turnout constituting a block to display signals at f danger,and which is likewise actuated when the car leaves the block of the siding or turnout in order to restore the signals to their normal or safety positions. I

A further object of the invention is to provide return signals comprising difierent-colored lights included in an electric circuit adapted to be charged from a suitable source,-such as from the trolley-wire, said lights being coutrollable by the movement of the semaphores automatically actuated by a car or train on entering and leaving the block of the siding'or turnout, one of said lights being located at the entrance to the block and of a suitable color, such as green, in order to indicate caution to a car following in the same direction on the same track, while the other light is located distantly or at the point of departure from the block and being of a different coloras, for example, red-so as to indicate danger to a car traveling in the opposite direction and on the same track or main line.

With these ends in view the invention consists in the novel combination of devices and in the construction and arrangement of parts,

which will be hereinafter fully described and claimed.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures;

Figure 1 is a diagrammatic view illustrating an electric signaling system'embodying my invention. Fig. 2 is an enlarged view,'in side elevation, illustrating the mechanical operating devices associated with the distant signaling mechanism of the block. Fig. 3 is a plan view of the devices shown by Fig. 2. Figs. 4 and 5 are views in side elevation and bottom plan, respectively, of the bridge having an insulated contact for the trolley-wheel; and Fig. 6 is a cross-sectionthrough another form of bridge with insulated wheel-contacts.

In carrying my invention into practice I provide a system which includes a primary or setting circuit having means for displaying semaphores at danger on the entrance of a car or train into a block formed by a siding or turnout of the track, a secondary or returning circuit having means for restoring the semaphores to their normal orv safety positions, and a light-circuit for a return signal equipped with local and distant lights located at the points of entrance to and the departure from the block and controllable by the movement of the semaphore-actuating devices.

In Fig. 1 of the drawings I have shown a substantially complete signaling system in operative relation to a portion of a track and to an overhead wire or conductor adapted to be engaged by an underrunning trolley of a car or train of an electric railway. The section or portion of the track is indicated at A and the overhead-trolley conductor at B. Adjacent to-the overhead conductor at the point of entrance to the block which is formed by a sid; ing or turnout of the railway-line is located a contact 0, which is in electrical communication with a wire 0, that leadsto the coil of an electromagnet D. From the opposite end of this magnet extends a conductor d, that is connected to the coil of a companion magnet D,

D is carried a conductor d", having electrical engagement with the member d of a pair of contacts d (Z said contacts being normally in engagement with each other, and from the contact d leads a ground connection (2*. The parts thus described constitute the primary or setting electric circuit which is adapted to be energized by current taken from the overhead conductor B, when the wheel of the underrunning trolley engages with the contact C, whereby the coils of the magnets D D are energized for the purpose of having their cores d d actuate the local and distant semaphores at the points of the entrance to and the departure from the block. At or adjacent to the point of departure from the block formed by the siding or turnout of the track is located another contact E, which is situated in operative relation to the overhead conductor B, so as to be engaged electrically by the wheel of the underrunning trolley when the car or train leaves the block. The departure-contact has a wire a attached thereto, and this wire is in electrical connection with the coil of an electromagnet F, from the opposite end of which leads a conductor f, having engagement with the coil of a companion magnet F. From the other end of this magnet F leads a conductor f, which is connected electrically to the contact g of a pair of normally separated contacts 9 g,and from the contact g leads a ground connection 9 The parts comprising the departure-contact E, the magnets FF, normally separated contacts 9 g, and the wires 0, f, f, and g constitute the secondary or returning circuit adapted to control means for restoring to safety the semaphores which have been previously displayed at danger by the electromagnets D D of the primary or setting circuit heretofore described.

The light-circuit for an answer-back signal has a conductor it connected permanently to a part of the overhead conductor B at or near the entrance to the block, and in this conductor is interposed one or a series of signallights, (indicated at H,) from which leads a conductor it, which extends along the block from the point of entrance thereto and which terminates near the other or departure end of the block, so as to be in circuit with another light or a series of lights H. From these last-mentioned lights extends a conductor 7?, having electrical connection with one contact 2' of a pair of normally separated contacts z", and from the contacts 'i 2" leads a conductor having connection with the grounded conductor d, or said conductor j may have an independent ground connection. The lights H are located at the entrance-point to the block and constitute the local return signal, and these lights may have a color, such as green, in order to indicate to a train or car following on the same track or main line and in the same direction to proceed with caution. The lights H, located at the point of departure from the block, constitute the distant signallights, and they have a suitable color, such as red, in order to warn an approaching train traveling in the opposite direction and on the main line of the danger of passing the siding or turnout, whereby the signal-circuit during the night time displays both caution and danger signals when the block is occupied by a train or car.

, From the preceding description it will be understood that the primary or setting circuit is normally opened at the entrance-contact 0, although the circuit is equipped with a pair of normally closed contacts 41 (Z that the secondary or returning circuit is normally opened at the departure-contact E, and that the lightcircuit is normally opened by the contacts 71 v1, notwithstanding that the light-circuit has a permanent connection with the trolley-conductor B and a grounded connection at j CZ}.

The magnets D F and D and F of the primary and secondary circuits are disposed in pairs, as shown by Fig. 1, in order that they may have operative connection with the local and distant semaphore-arms. The pair of contacts d d and c' a" of the primary and light circuits, respectively, are disposed at the distant signaling mechanism in order to have operative relation to the semaphore-arm of the distant signal of the block, and the contacts g g of the secondary or returning circuit are disposed at the local or entrance signal in order that said contacts may have operative relation to the semaphore-arm of the local signal.

I will now proceed to describe in detail one embodiment of means for mechanically actuating the semaphore-arm, and in Figs. 2 and 3 of the drawings I have shown this mechanism as being associated with the distant signal-semaphore and the pair of magnets D F in the setting and the returning circuits, respectively. These magnets are supported within a suitable stirrup or yoke 5, which is secured to a cross-bar 6 of the supportingframe 7, and said cross-bar 6 is provided with vertical apertures, (indicated by dotted lines at 6 in Fig. 2,) through which apertures play the upper extended portions of the cores (Z f of the magnets D F, respectively. The upper cross-bar 8 or the top edge of the frame is fashioned or provided with a cam-track 9, the high point of which is indicated at 9, and on this top edge of the frame is mounted a shiftable member which isembodied in the form of a roller or wheel 10, the latter being adapted to ride upon the cam-track 9 and over the high point thereof. This shiftable member has operative connection with the cores of the magnets D F, and in the drawings said shiftable member 10 is shown as having an axle 11, which is loosely engaged by the slotted or forked ends 12 and 13 of the pairs of links 12 13, respectively, said link 12 having pivotal connection, as at 12", with the core cl of the magnet I), while the other link, 13, is

likewise connected pivotally, as at 13*, to the coref of the magnet F. The shiftable member is confined in position on one side or the other of the high point of the cam-track by means of a suitable stop-strap 14, which has its end portions attached at 14: to the frame on opposite sides of the camstrack, and this strap is adapted to be engaged by the shiftable rolling member when it is moved from one side to the other of the high point 9, said strap operating to limit the shiftable member in its back and forth movements on said camtrack.

The links 12 13 are arranged in pairs, the links of each pair being disposed on opposite sides of the shiftable member and of the frame, as indicated by Fig. 3. The slots 12 or 13 in the pairs of links are quite long, so that in one position of the shiftable member, as shown by Fig. 2, the axle 11 rests on the bottoms of the slots in the links 12, while the inclined links 13 are in such positions that the axle does not touch the bottom of the slots 13, as indicated by dotted lines in Fig. 2. When the links 12 are moved upward by the solenoid D, the slotted ends 12 push on the axle 11 and force the shiftable member over to the dotted-line position of Fig. 2, thus making the links 13 take the vertical positions, while the links 12 are inclined, so that the vbottomof the slots 12 do not touch the axle; but the links 13 are adapted when acted on by the solenoid F to force-the member back to the full-line position of Fig. 2. I

16 designates an outwardly-extending arm which is secured firmly to a side portion of the frame 7, and in the free end of this arm is pivoted the semaphore-arm 17, the latter being connected at a point intermediateof its length to the supporting-arm 16, as indicated at 18. The semaphorearm is thus pivotally mounted at a point intermediate of its length and a suitably-colored blade is attached to one end portion of the pivoted arm, while the other end of thearm is provided with a counterpoise 19, the latter being of less weight than the semaphore-blade in order that the semaphore-signal may normally drop to an inclined or upright position for the purpose of indicating safety or that the main track is clear. The end of thesemaphore-arm carrying the counterpoise 19 is arranged to play in the slot 20 of an upright guide 20, that is firmly attached to the frame 7 near the upper part thereof, and this guide keeps the semaphore in its properposition and directs the oscillation or movement of the semaphore in a true path, thus holding the semaphore in a position where its colored blade will be visible to the operator on the car or train. The movement of the semaphore to a horizontal position indicating danger is effected by the employment of a lever 21, the latter being pivoted at a point intermediate of its length, as at 22, to an offstanding bracket 23, which is firmly attached to the upper part of the frame 7 One end portion of this actuating-lever 21 is curved to provide an arm 21, that is disposed adjacent to the upright slotted guide 20 and overhangs the inner weighted end of the semaphore-arm; but the other end of the. lever 21 is pivoted to a link 24 at the point indicated at 2 1. This link 24 is forked or bifurcated in order to fit around the stop-strap 14: and to partially straddle the shiftable rolling member 10, and the rear extremity of said bifurcated part of the link 2 1 is loosely connected to the shiftable member by having the end portions of the axle 11fit in suitable openings provided in the forked link, whereby the link 24: and the links 12 13, which are controllable by the magnets, have a common connection with the shiftable rolling member 10.

The frame 7 at the local signal, which is situated near the entrance of the block, is adapted to carry the normally separated pair of contacts g g, which are located in the path of the curved arm 21 of the actuating-lever 21, and when this lever is turned by a movement of the link 2 1 and the shiftable member 1() in the direction of the arrow in Fig, 2 the arm 21 of said lever engages with the pivoted semaphore and, makes electrical contact with the separated contacts g 9, thereby closing the secondary circuit.

The frame 7 at the distant signal, which is located at the point of departure from the block, isequipped with the pair of normally closed contacts (5 (E the same being insulated at (Z from said frame. The frame is also equipped with the pair of electrical contacts d, which are electrically insulated at if from the frame, and these two pairs of contacts d d3 and 2' t" of the setting and light circuits, respectively, are both disposed in the path of the arm 21 of said actuating-lever 21, whereby the movement of this lever in one direction operates to separate the contacts d d so as to open this primary or setting circuit to set the pivoted semaphore to danger position and to close the light-circuit through the contacts i i. It is necessary to provide-the arm 21 of the lever 21 at the distant signal with an insulated section, as at 21, said insulated section being adapted to engage with the contacts (Z d in order to interrupt or break the primaryor setting circuit. 7

In Figs. 4c and 5 of'the drawings I have shown a bridge adapted to carry the entrancecontact C or the departure-contact E. This bridge is cast in a single piece of suitable metal, as indicated at I, and at its end portions the bridge is provided with the grooved arms 25, adapted to receive a portion of the electrical conductor B, whereby the bridge is charged with the current from the overhead conductor. This bridge is provided with a piece of insulation 26, and on the under side of the bridge is secured a metallic contact strip or plate 27, the end portions of which IIO are in metallic contact with the bridge and the conductor B, while the intermediate portion of the strip or plate extends over the insulation 26. This contact-strip 27 is located on one side of the line of the conductor B, and on the other side of this conductor is arranged a short metallic contact-strip 28, the latter being attached to the insulation 26, and thereby insulated from electrical connection with the metallic part of the bridge and with the longer contact-strip 27. The insulated strip or plate 28 corresponds to the entrance-contact C when the bridge is employed on the conductor B at the entrance-point of the block, and when this bridge is used at the departure end of the block said insulated strip 28 corresponds to the departure-contact E. The primary and secondary circuits are adapted to be energized when the wheel of the underrunning trolley passes beneath the bridge, so as to have one part thereof engage with the contact-strip 27 while the other part engages with the short contact-strip 28, the current thus bridging the insulation 26 through the trolley-wheel. It will be understood that the conductor 0 at the entrance-contact or the conductor a at the departure-contact are electrically connected to the strip 28 of the bridge.

The conductor 0 of the primary circuit, the conductor 6 of the secondary circuit, and the conductor h of the light-circuit are each provided with a fuse, (indicated at 30.)

Although I have shown and described the mechanical semaphore-controlling devices as used in connection with the distant signal, it will be understood that the devices shown by Figs. 2 and 3 are employed in connection with the local signal at the entrance to the block, the only difference being that the normally closed contacts d d are omitted from the local signal.

The operation may be described as follows: Assuming that a car or train is approaching the block in the direction of the'arrow in Fig. 1, the underrunning trolley engages with the contact-strips 27 28 of the bridge, and thereby closes the primary or setting circuit through the entrance-contact C. The magnets D D are energized and exert an upward pull on their cores, so as to simultaneously impel the links 12 in upward directions and move the rolling members 10 of the two signal-setting devices from the full-line position in Fig. 2 over to the dotted-line position in the same figure. The links 2& of the two signal-setting devices are moved endwise in the direction of the arrow in Fig. 2, and the levers 21 are simultaneously turned in order that the lever of the local signal may operate on the semaphore-arm to set the same to danger and close the light-circuit through the contacts 9 while the lever 21 of the distant signal operates at the same time to set the semaphore to danger to close the light-circuits through the contacts 2' 21 and to break and interrupt the primary or setting circuit by separating the contacts d (Z the insulated section 21 of the distant signal-setting lever 21 serying to engage with said contacts d cl It will be seen that the primary circuit is energized by the current from the trolley-conductor B and that both of the semaphores are simultaneously displayed to danger. The setting of the semaphores also causes the light-circuit to be closed, and after the semaphore shall have been set the primary circuit is broken or interrupted by one semaphore separating the contacts 01 (l The semaphores are kept at their danger position, however, by the high point 9 of the cam-track affording obstruction to the backward movement of the shiftable members 10, thus displaying danger-signals which are clearly visible during the day -time and also at night. When the car or train leaves the block formed by the siding or turnout, the underrunning trolley engages with the strips 27 28 of the bridge located at the departure-point on the block, and the secondary or returning circuit is thereby closed through the departure-contact E. The magnets F F of the secondary circuit are energized simultaneously in order to impart pull to their cores f and the links 13 are pushed upwardly in order to move the shiftable members 10 from their dotted-line positions in Fig. 2back to the full-line position in the same figure. The links 24 of the signal-setting devices move the levers 21 to the fullline position in Fig. 2, and the two semaphores are thus released from restraint by the curved arms of said levers, so that the semaphores will drop or fall by gravity to their inclined or safety positions. At the same time the lever 21 of the local signal is moved free from the contacts 9 g, and the lever 21 of the distant signal is disengaged from the contacts 2' 71 and d 03 thus interrupting the light-circuit and allowing the contacts 61 (l to again engage with each other and restore the primary or setting circuit to a condition ready for operationby next car entering the block.

It will be noted that the means for closing the light-circuit are located at the distant signal or at the departure end of the block, and as the lamps in the light-circuit are not illuminated until the light-circuit shall have been closed by the described means the lamps will thus serve as an answer-back or return signal to notify the car or train entering -the block that all the semaphores are set or displayed at danger, thus making doubly sure that the proper signals are automatically displayed. Of course the lamps in the light-circuit will serve efficiently as the signals during the night-time when the semaphores may not be visible or only partially visible.

In order to secure the best results in the operation of the rolling member 10 when passing over the high point of the cam-track, the guard 14 should be arched, as shown more clearly by Fig. 2. The end portions of the arched guard 1 L should be curved to start the rolling member 10 in one direction or the other when the links 12 13 push forwardly, and thus the member 10 will roll or travel against the guard in changing its position from one side to the other with relation to the high point 9 of the cam-track.

As shown by Figs. Land 5, the bridge I for the trolley-wheel is provided with a solid insulation 26, the same lying on-the under side. of the bridge between the insulated contact-straps 27 28 and flush with that part of the bridge against which the grooved part of the trolley-wheel is adapted to travel. The flanges of the wheel close the circuit of the signal system by riding against the insulated contact-strips 27 28. The-improved construction provides an exceedingly simple, durable, and eflicient means for closing the signal-circuits, as there are no springs or moving parts to wear out, become broken, or displaced.

In Fig. 6 of the drawings I have shown another form of bridge I, to the under side of which is secured a solid block of insulation 26", having inclined faces which converge downwardly. Against these inclined faces are secured the contact-strips 27 28, which do not extend around the lower edge of the insulation, and these contact-strips are exposed for engagement by the inner faces of the grooved trolley-wheel. Thestrip 27 is longer than the companion strip 26, as in the example shown by Figs. 4 and 5, and this long strip 27 is in metallic contact with the bridge and with the conductor B. This construction is advantageous by reason of the fact that the trolley-wheel when tipped to one side or the other is adapted to have good electrical contact with the strips 27 28*, the narrow edge of the tapering insulating-block fitting well into the groove of the trolley-wheel.

Having thus described my invention, I claim as new and desire to secure by Letters Pat ent 1'. An electric block-signal system having independent setting and return circuits each having a trolley-controlled circuit-closer and a pair of magnets connected in series, the magnets of the respective clrcuits being grouped in pairs ad acent to the points of entrance to and departure from a block, entrance and departure semaphoresmovable by gravity normally to safety positions, and setting devices each including a shoe arranged to ride on one of the semaphores across the path thereof and also including means controllable by the pair of magnets in the respective circuits for moving the semaphore-shoe in both directions on the entrance of a .car into the block and its departure therefrom.

2. An electric block-signal having independent normally open setting and return circuits each having a trolley-controlled circuit-.

closer and a pair of magnets connected in series, the magnets of the respective circuits being grouped in pairs adjacent to the points of entrance to and departure from a block,

entrance and departure semaphores movable by gravity to safety positions, setting devices controllable by the magnets of the respective circuits and cooperating with the semaphores, and circuitbreakers disposed in the respective circuits in the path of the semaphores.

3. In a block-signaling system for electric railways, the combination of a primary circuit having an entrance-contact and magnets disposed in series,acircuit-maker in said primary circuit, a secondary circuit also having a series of magnets and a departure-contact, signaling setting devices in cooperative relation to the magnets of both circuits, and a light-circuit having normally separated contacts disposed in the path of certain movingparts of one of the signaling setting devices to be closed automaticall y thereby, one of said signaling setting devices being arranged to engage with the circuit-maker of the primary circuit and to automatically interrupt the latter when the signal shall have been set to one position.

4. In an electric signal, the combination with a gravity-semaphore, of an actuating-lever therefor provided with a shoe arranged to ride on the semaphore in a path across the plane of movement thereof and positively move. it to a displayed position, cooperating devices for actuating said lever and locking it in either of two positions and electrically-controlled means for actuating one of said coopcrating devices.

5. In a block-signaling system for electric railways, the combination with a movable semaphore, of an actuating-lever therefor, a cam-track, a shiftable member arranged to traverse the cam-track and having operative connection with -said actuatinglever, and magnets included in difierent circuits and having their cores connected with intermediate devices with said shiftable member.

6. In a block-signaling system for electric railways, the combination with a movable semaphore, of an actuating-lever therefor, a shiftable member connected with said actuating-lever, means for temporarily confining the shiftable member in either of its adjustable positions, and electrically-controlled mechanism for automatically moving the shiftable member back and forth on the entrance and departure of a car or train into and from a block.

7. In a block-signaling system for electricrailways, the combination with a movable semaphore, of an actuating and circuit-closer lever arranged to engage with said semaphore, a light-circuit having contacts disposed in the path of said lever, ashiftablememberlinked to said lever, and other circuits having magnets arranged to impart movement to the shiftable member, one of said circuits havingacircuitmaker disposed in the path of the lever and adapted to automatically engage therewith.

8. In a block-signaling system for electric railways, the combination with a pivoted semaphore, of an actuating-lever having a curved arm arranged to ride against said semaphore, a cam-track, a rolling shiftable member fitted to said cam-track and linked to said lever, magnets included in different circuits, and links connecting the cores of said levers with the shiftable member.

9. A blocksignaling system for electric railways, comprisinga primary'circuit having a series of magnets, and a normally closed circuit-maker, a secondary circuit having a like series of magnets, entrance and departure contacts for the respective circuits, movable semaphores, adjacent to the magnets of both circuits, actuating-levers for controlling said semaphores, shiftable members having operative connection with the magnets of both circuits and with said actuating-levers, and a lightcircuit including suitable signals and circuitbreakers, the latter being disposed in the path of one of the semaphore-actuating levers, the circuit-maker of the primary circuit being also disposed for engagement with one of said semaphore-actuating levers.

10. In an electric railway-signal, the combination of a semaphore pivoted at a point intermediate of its length, and having a short arm, a guide in which said arm of the semaphore is arranged to play, a lever movable on an axis at right angles to that of the semaphore, a shoe movable with the lever across the path of the semaphore and arranged to ride directly on the short arm thereof, and electrically-controlled means for moving said lever.

11. In an electric railway-signal, the combination of a pivoted gravity-semaphore, a lever movable on an axis located at right angles to the axis of movement of the semaphore, a shoe movable with the lever across the path of the semaphore and arranged to ride directly on said semaphore for moving the latter positively to a displayed position, and electricallycontrolled means for actuating said lever.

12. In an electric railway-signal, the combination of a pivoted gravity-semaphore, a

lever movable on an axis located at right angles to the axis of movement of the semaphore, said lever being provided at one end with a curved shoe which is movable across the path of, and disposed to ride directly upon, the

semaphore, and electrically-controlled means for actuating said lever and the shoe thereof.

In testimony whereofl have signed my name to this specification in thepresence of two subscribing witnesses.

WILLIAM S. JACKSON.

Witnesses:

H. B. KIsNER, WM. F. RUSCH.

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