US760159A - Electric block-signal system. - Google Patents

Description

No. 760,159. PATENTED MAY 17, 1904.

T. SILVENE. ELECTRIC BLOCK SIGNAL SYSTEM.

APPLICATION FILED MAY 29, 1902.

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A TTOHNEYS No. 760,159- PATENTED MAY 17, 1904.

T. SILVENE.

ELECTRIC BLOCK SIGNAL SYSTEM.

APPLIOATION FILED my 29, 1902.

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I T. SILVBNE. ELECTRIC BLOCK SIGNAL SYSTEM.

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APPLICATION FILED MAY 29, 1902.

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T. SILVENE. ELECTRIC 121,001: SIGNAL SYSTEM.

APPLICATION TILED MAYv29, 1902.

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Patented May 17, 1904.

TONY SILVENE, OF VICTORIA, CANADA.

ELECTRIC BLOCK-SIGNAL SYSTEM.

SPECIFICATION forming part of Letters Patent No. 760,159, dated. May 17, 1904.

Application filed May 29, 1902.

To a, w/wnt it may concern:

Be it known that I, TONY SILvnNn, a subject of the King of Great Britain, and a resident of Victoria, in the Province of British Columbia and Dominion of Canada, have invented new and useful Improvements in Electric Block- Signal Systems, of which. the following is a full, clear, and exact description.

Myinvention relates to electric block-signals for use upon railways.

I My object, more particularly, is to produce a neat, reliable, and simple system whereby a train may automatically display a danger-signal in the block upon which it stands and in the block ahead and may automatically display a safety-signal in a block to the rear.

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

Figure 1 is a diagram showing two adjacent semaphores, representing two consecutive blocks. Fig. 2 is a front elevation of one of the semaphores and mechanism for actuatingthe same, showing the semaphore-arm in position indicating safety. Fig. 3 is a side elevation of an electromagnet for releasing the lever 29 in Fig. 2. Fig. 4 is a view somewhat similar to Fig. 2, but showing the semaphorearm in the position indicating danger. Fig. 5 is a side elevation of one of the rails, showing the connection of the mechanical trip therewith. Fig. 6 is a horizontal section upon the line 00 of Fig. 2. Fig. 7 is an elevation of the alarm mechanism located within the locomotive-cab, and Fig. 8 is a section upon the line 8 8 of Fig. 7 and somewhat enlarged.

My system is applicable to either single or double tracks; but as the system when used for a double track is substantially a duplication of the system when used for a single track I will only describe the system as applied to a single track. With a double-track system the trips, signals, &c., are located upon one side of the track-say the eastern side; but with a single-track system the trips, signals, &c., are doubled in number and are located, say, upon both the eastern and western sides of the track. It should therefore be understood that I do not limit myself to a singletrack system.

In Fig. 1 a train has just passed the semaphore to the left and is moving toward the right. The semaphore to the left therefore displays the danger-signal, which it does by maintaining the semaphore-arm horizontal. Assoon as the train passes into the block farther to the right, however, the semaphore-arm 2 drops into a position indicated in dotted lines to the left of Fig. 1. During all this time the arm .of the semaphore shown to the right of Fig. 1 is horizontal, indicating danger, it having been changed from safety to danger -when the train entered the block from the left. Upon the arrival of the train at a point to the right of Fig. 1 the semaphorearm at the left drops into the position inclicated by dotted lines, this position indicating safety, while the next semaphore still farther to the right (not shown in the drawings) is made to indicate danger.

A vertical post 1 1 is provided with a radially-swinging semaphore-arm 2 2*, which is actuated by means of a vertically- movable rod 3, 3, provided at its bottom with a head 4 1. This head may be engaged by a latch 5 5, this latch being of soft iron and constituting an armature for the magnet 6 6, which has a pole-piece 7 7*. When the magnet 6 6 is energized, the latch 5 5 is drawn toward the.

pole-piece, and therebydisengaged from the vertical rod, whereupon the semaphore-arm 2 drops into the position indicated in Fig. 2 by its own gravity. Upon the bracket 8, secured rigidly uponthe post, is mounted a sleeve 9, which acts as a guide for the vertical rod. A somewhat similar bracket 10 supports another sleeve, 11, also acting as aguide. The plates 12 13 are likewise rigidly connected to the post and are provided with bearing-sleeves 14' 15. Aflweigh't 16, provided with bosses 17 18 and with sliding rods 19 20, is mounted so that these'sliding rods pass through the bearingsleeves'14; 15, whereby the weight is rendered slidable relatively to the post. Spiral springs 16 16 are located, respectively, above and below the weight and engage the bearing-sleeves 14 15. A stirrup 21 is rigidly secure'cl'upon the weight and is consequently movable therewith.

A lever 22 is pivoted at 23 immediately ad- The long end of jacent to one of the rails.

.26, (shown to better advantage in Fig. 5.) and through these slots the bolts 27 pass into the rail. The plate is slightly rounded upon its upper surface, as indicated in Fig. 5, this shape being preferable in order to enable the wheel of the train to depress the plate and at the same time to prevent moving objects from accidentally catching on the corners thereof. When a train runs over the plate 25, if the plate be in the position indicated by full lines in Fig. 4 or by dotted lines in Fig. 5 the weight of the train depresses the plate and raises the weight 16. The ascent of the weight 16 releases the lever 29 from its position indicated in Fig. 4. This lever is pivoted at 30 upon the post and is provided with a short end 31, which engages the boss 18 upon the weight 16, as indicated more particularly in Figs. 2 and 4. The instant the weight 16 rises the long end of the lever 29 drops down, so that the boss 33 (shown to better advantage in Fig.

3) engages the boss 32, which is mounted upon the armature 34 of the electromagnet 37 This armature is mounted rigidly upon the guiderods 35, made, preferably, of brass, so as to render the movement of the armature 34 parallel with the general direction of the magnet 37. The guide-rods 35 pass through the cores 36. Another guide-rod, 37 is secured radially to the armature 34 and passes loosely into the framework, as indicated more particularly in Fig. 6. Surrounding this lastmentioned guide-rod is a spiral spring 37 which normally presses the armature 34 outward from the magnet. When the trip-plate 25 is depressed by a Wheel of the rolling-stock and the weight 16 thereby raised, as above explained, the arm 29 is held down by the boss 32. When, however, the magnet 37 is energized by a battery or other source of electricity, the arm 29 is released and the weight 16 thereby allowed to drop. The dropping of the weight lowers the lever 22 and raises the trip-plate 25 to the position indicated by dotted lines in Fig. 5. The magnet 37 37 is supported on the base 38 and is connected with the contact 39 39, disposed adjacent to the track, the connection consisting of a wire 40 40", joined at 41 41 to a wire 42 .42. The magnet 37 37 is connected, by means of a wire 43 43*, junction 44 44, and wire 45 45, with the magnet6 6. This magnet, by means of a Wire 46 46*, junction 47 47 and wire 48 48, is connected with another contact, 53 53, immediately adjacent to the contact 39 39. From the junction 44 44 a wire 49 49 leads to a spring-tongue contact 50 50 and from another spring-contact, 51 51, immediately ad- The verticalmovements of the weight 16 causes the boss 17 to open and closethe spring-tongue contacts 5O 51. When the weight descends, these contacts are left open, as indicated in Fig. 4.

When the weight ascends, however, the contacts are closed, as indicated in Fig. 2. The junction 47 47 a of one block is connected by a wire 54 54 with the junction 41 41 of the next block to the right. The weight 16 is provided with an arm 55, which engages a collar 56, this collar being secured rigidly upon the rod 3 3. By this means the descent of the weight '16 causes the descent of the rod 3 3, so that the head 4 4 is caught by the latch 5 5 and held until the magnet 6 6 is energized. j

The spring-tongues 5.0 51 are connected with the binding-screws 57 58, which are in turn 7 respectively connected with the wires 49 52.

In the cab of the locomotive a magnet 59 is provided with a movable armature 60. Immediately back of this magnet is a clearancespace 61, into which the guide-rod 62 is free to play. This guide-rod supports the armature and is surrounded by a spiral spring 63, whereby the armature is normally pressed outward. A stationary head 64 is pivoted to the lever 65, as indicated more particularly in Fig. 7 this lever being provided with a boss 66, somewhat in the nature of a latch, which engages the upper portion of the armature and presses upon the same by virtue of the tension of the spring 67 A pitman 68 is pivoted to the lever and also to the handle 69, mounted upon the head 78. A sliding rod 7 O is slidably mounted in a bracket 71 and in a cylinder 72. This cylinder is provided with a valve 73 of ordinary pattern, the valve being tensioned by a spring 74. An air-cylinder 75 is connected, by means of apipe 76, with the cylinder 7 2. An alarm consisting, preferably, of a whistle 77 is mounted in the cab and is ac tuated by theescape of compressed air from the cylinder 75. Of course steam may be employed instead of compressed air, if desired. The opening of the valve is occasioned by the movement of the rod 7 O to the left under tension of the spring 67. The immediate occasion for the alarm being sounded is the move ment of the armature 60 toward the magnet 56. As the boss 66 rests upon the upper edge of the armature 60, the instant the magnet 59 is energized and the armature 6O drawn toward it the boss 66 is released, whereupon the spring 67 causes the rod 70 to open the valve. The valve remains open until it is reset by raising the lever 65 from the position indicated by dotted lines in Fig. 7 to that indicated by full lines in said figure. The banscribed. From this magnet a wire'81 runs to a battery 82 aboard the cab, and from this battery another wire runs to the wheel 83, which by its. contact with the rail 28 constitutes a very effective ground. The contacts 39 39 53 53 are insulated from each other and from the ground. The idea is that the circuit of the battery 82 is normally open, but

is momentarily closed at intervals when the trolley 79 strikes the contacts 39 39 5353.

The operation of my invention is as follows: Suppose that a train is just leaving the somaphore shown to the left in Fig. 1 and approaching the semaphore shown to the right in said figure. The circuit being closed through the trolley 79 and contact 53, the current from the battery 82 energizes the magnet 59, thereby causing it to draw the armature and sound the alarm in the cab, as above described. his duty, he is holding the handle 69 to prevent the alarm from sounding and simultaneously watching the signals ahead. Should he be careless, the alarm will attract his atten tion. The current from the battery 82 also flows through the contact 53, Wire 48, junction 47, wire 54, junction 41, wire 42, magnet 37, wire 43, junction 44, wire 49, contacts 50 51, (now closed,) wire 52 to ground. The closing of the contacts 50 51 was eflected by the passing of another train at some prior time, which train depressed the trip 25 and raised the weight 16. By inspection of Fig. 4 it will be observed that if the trip 25 be depressed by a Wheel the raising of the weight 16 must close the contacts 50 51. The closing of these contacts is independent of the position occupied by the semaphore-arm;

which may afterward assume the position indicated in Fig. 2, the contacts in that figure still remaining closed. This causes the magnet 37 to draw its armature 34, thereby releasing the weight, as above described, and the descent of the weight elevates the semaphorearm 2 to the position shown at the right of Fig.1. The head 4 is now engaged by the latch or armature 5, so that the arm 2 remains in this position for the time being. The descent of the weight, as above described, upon the post 1 opens the contacts 50 51, whereby any further passage of current through the magnet 37 is for the time being prevented. The contacts 50 51 are not opened, as indicated in Fig. 1, until the trolley 79 engages the contact 53. Prior to the instant when this occurs the contacts 50 51 are closed, so that the circuit may be completed. It is the completion of the circuit through these contacts which energizes the magnet 37 and by allowing the weight to fall opens the contacts 50 51. The wheel 83 next runs over the trip 25, depressing the same, raising the weight 16 upon the post 1, and closing the contacts 50 51 upon the same post. This movement does not alfect the sig- If the engineer is doing not affect the signal upon the post 1.

arrives adjacent to the post 1.

nal immediately adjacent to the train, for the reason that the semaphore-arm 2 is unable to fall, because of the latch 5 engaging the head 4 at the bottom of the rod 3. In other words, the immediate presence of thelocomotive does T iis signal will remain at dangefi until the train It will be noted that as the train leaves the post 1 and approaches the post 1 the contacts 50 51 are closed by the trip 25, whereas the contacts 50 51 uponthe post 1 are opened by the ap proach of the train when the trolley 79 engages the contact 53. In other words, afterleaving post 1 and before arriving at post 1 the contacts 50 51 of post 1 are closed, as indicated by dotted lines in Fig. 1, whereas the contacts at the post 1 are opened, as shown. When, however, the trolley 79 touches contact 39, the battery-circuit is completed, as

follows: wire 40 'unction 41 wire 54 'unction 47, wire 46, magnet 6, wire 45, junction 44, binding-screw 57, spring-tongue contacts 50 51, (now closed,) binding-screw 58, wire 52,? rail R to the ground, wheel 83 back to battery. N 0 short circuit can take place at any point, as may be readily seen upon attempting to trace any circuits than those described.

The trolley next touches the contact 53, and thereby raises the semaphore-arm of a block still fartherto the right, (not shown in Fig. 1,) so that this semaphore-arm sh all indicate danger, this being the process already described of the action of trolley 79 upon touching the contact 53. The general result is that in passing a particular block the train automatically displays a danger-signal in the block ahead and in the block occupied by the train, but lowers the semaphore-arm of a block to the rear in such a position as to indicate safety. A spectator standing at some distance from. a railway with which my system is equipped? sees a horizontal semaphore-arm quite near the train and also sees an arm fly up in front. of the train and another arm drop down in the rear of the train. This action goes on con-. tinuously.

. The normal safety of a semaphore employed in my system is indicated in Fig. 2. The contacts 50 51 are normally closed until: the train approaches and are broken by the ap proach of the train. In passing each block the train first energizes the magnet 6 ofthe block to the rear, next energizes the magnet 37 of the block in front, and next presses down the trip 25 of the block through which it is passing, the depressing of the trip having no immedi-' ate efiect'upon the electric circuit and not atfooting the semaphore-arm immediately adjacent to the train.

Having thus described my invention, I claim as new and desire to secure by Letters Patent-- 1. In an electric block-signal system, the combination of semaphore-arms normally depressed by their own weight, counterweights for raising said arms, mechanism actuated by movements of the rolling-stock for raising said counterweights, latch mechanism for temporarily locking said arms in predetermined positions independently of said counterweights, means for temporarily supporting said counterweights, magnets for controlling said latch mechanism, contacts for energizing and deenergizing said magnets, said contacts being free to open and close by movements of said counterweights, contact members disposed adjacent to the railway-track, wiring connected with one of said contact members and with one of said magnets, trolley mechanism mounted upon a vehicle for energizing said contact members, and a source of electricity connected with said trolley mechanism.

2. In an electric block-signal system, the combination of movable semaphore-arms normally depressed by their own Weight, counterweights for raising said arms, mechanism actuated by movements of the rolling-stock for raising said counterweights, latch mechanisms for temporarily locking said arms in predetermined positions independently of said counterweights, means for temporarily supporting said counterweights, magnets for controlling said latch mechanisms, contacts free to open and close by movements of said counterweights, contact members disposed adjacent to the railway-tracks, wiring connected with one of said contact members and with one of said magnets, trolley mechanism mounted upon a vehicle for engaging said contact members disposed along said track, a source of electricity mounted upon said vehicle and connected with said trolley mechanism, and electric alarm mechanism mounted upon said vehicle and energized by said source of electricity.

3. An electric block-signal system, comprising movable semaphore-arms normally de- 7 pressed by their own weight, counterweights for raising said arms, mechanism actuated by movements of the rolling-stock for raising said counterweights, latch mechanisms for temporarily locking said arms in predetermined positions independently of said counterweights, means for temporarily supporting said counterweights, magnets for controlling said latch mechanisms, contacts free to open and close by movements of said counterweights, contact members disposed adjacent to the railway-track, wiring connected with one of said contact members and with one of said magnets, trolley mechanism mounted upon a vehicle for energizing said contact members disposed along said track, and a single source of electricity mounted upon said vehicle and connected directly with said trolley mechanism.

4. In an electric block-signal system, the combination of posts provided with movable semaphore-arms normally depressed by their own weight, counterweights for raising said arms, mechanism actuated by movements of the rollingstock for raising said counterweights,latch mechanism for temporarilylocking said arms in predetermined positions independently of said counterweights, means for vtemporarily supporting said counterweights, magnets for controlling said latch mechanlsm,

contacts mounted upon said posts and free to open and close by movements of said counterweights, contact members disposed adjacent to the railway-track, wiring connected with one of said contact members and with one of said magnets, trolley mechanism mounted upon a vehicle for energizing said contact members disposed along said track, an alarm mounted upon said vehicle, and a single source of electricity mounted upon said vehicle connected directly in series with said trolley mechanism and with said alarm, thus rendering a relay and local battery unnecessary.

5. In an electric block-signal system, the combination of movable semaphore-arms normally depressed by their own weight, counterweights for raising said arms, mechanism actuated by movements of the rolling-stock for raising said counterweights, supporting mechanism for sustainingsaid counterweights, release-magnets for disengaging said counterweights from said supporting mechanism, thereby allowing the same to fall, and electric mechanism controllable by movements of the rolling-stock for energizing said releasemagnets.

6. In an electric block-signal system, the combination of semaphore-arms normally depressed by their own weight, counterweights for raising said arms, mechanism actuated by movements of the rolling-stock for raising said counterweights,latch mechanism for temporarily locking said arms in predetermined positions independently of said counterweights, magnetic mechanism for controlling said latch mechanism, supporting mechanism sustaining said counterweights when raised, magnetic release mechanism for disengaging said counterweights from said supporting mechanism, contacts connected with said magnetic mechanism and with said magnetic release mechanism, said contacts being also connected with the ground, contact members disposed along the railway-track and insulated TONY SILVENE.

WVitnesses:

FRANK M. KELLY, W. A. LAWSON.

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