US782884A - Electric signaling apparatus for railways. - Google Patents

Description

No. 782,88 PATENTED FEB. 21, 1905.

T. H. TRAYLOR.

ELECTRIC SIGNALING APPARATUS FOR RAILWA-YS.

APPLICATION FILED NOV. 9, 1904.

3 SHEETSSHEET l.

PATENTED FEB. 21, 1905.

T. H. TRAYLOR. ELECTRIC SIGNALING APPARATUS FOR RAILWAYS.

APPLICATION FILED NOV. 9, 1904.

3 SHEETS-BHEET 2.

i /gil al'fomhma Witmmoeo No. 782,884. PATENTED FEB. 21, 1905.

T. H. TRAYLOR.

ELECTRIC SIGNALING APPARATUS FOR RAILWAYS.

APPLICATION FILED NOV. 9, 1904.

a SHEETS-SHEET 3.

UNITED STATES Patented February 21, 1905.

THOMAS H. TRAYLOR, OF DENVER, COLORADO.

ELECTRIC SIGNALING APPARATUS FOR RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 782,884, dated February 21, 1905.

Application filed November 9, 1904. Serial No. 231,988.

To rtZl whom. it may concern:

Be it known that I, THOMAS H. TRAYLOR, a citizen of the United States, residing in the city and county of Denver and State of Colo rado, have invented certain new and useful Improvements in Electrical Signaling Apparatus for Railways; and I do declare the following to be a full, clear,and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings and to the letters and figures of reference marked thereon, which form a part of this specification.

My invention relates to improvements in railway signaling apparatus; and it consists, generally speaking, of an electrical block system in which the track is divided into sections or blocks, so that when two trains are on the same section an alarm device mounted on the engine will be operated on each train. Moreover, when an engine equipped with my improvements is on a certain section the signal device will be operated by any metallic connection between the two rails forming a part of the same section. Such a metallic connection is a pair of car-wheels and an axle, whether a hand-car or a similar vehicle construction of any kind. Moreover, by laying an electrical conductor on the two rails forming a part of any section the circuit will be closed and the alarm sounded in case a train equipped with my improvements is on the same section. Having briefly outlined in a very general way my improvements, I will proceed to describe the same in detail, reference being made to the accompanying drawings, in which is illustrated an embodiment thereof. In the drawings, Figure 1 is a top or plan view illustrating a railway-track constructed and equipped with electrical conductors in accordance with my invention. Fig. 2 is a detail View illustrating the apparatus mounted on a train. Fig. 3 illustrates an axle and a pair of wheels, showing the electrical connections wherebythe mechanism illustrated in Fig. 2 is operated through the instrumentality of the track connections. Fig. 4 is a view similar to Fig. 2, but showing the parts in a different relative position.

Fig. 5 is a detail view of one of the contacts arranged along the track, the same being shown on a larger scale than in Fig. 1. Fig. 6 is a view of Fig. 5 looking in the direction of the arrow adjacent the last-named figure. Fig. 7 is a top view of the construction shown in Figs. 5 and 6. Fig. 8 is a bottom-view in detail of one of the track-contacts.

The same reference characters indicate the same parts in all the views.

Let the numerals 5 and 6 designate the two track members constructed and arranged in accordance with my invention. The member 5 is a continuous conductor for the electric current, and for this reason no joints are shown therein. In practice of course the abutting ends of the rails composing this member would be united by suitable electrical conductors, as copper wire, for the purpose of forming a perfect metallic circuit through the member. The member 6 is divided into sections, which will be designated A. These sections may be of any desired length say amile or two milesas desired. They are insulated from each other at their extremities in any suitable manner, as indicated at 8 in Fig. 1, where the ends of the sections are separated by insulating material.

Opposite the terminals or juncture of each track-section are four contact-blocks, two on each side of the track. They are numbered 1 and 2, the numerals corresponding to the order of their respective positions to the right of an observer in the middle of the roadway facing in either direction along the track. These contacts may be placed between the rails or at the outside. They may be constructed of any suitable material forming a good electrical conductor and of any desired dimensions, but should not extend higher than the rails of the track. The upper surfaces of the contacts are preferably curved, as best illustrated in Fig. 5. They have flanges at each side bearing spikenotches B, whereby they may be secured to the ties by means of ordinary railway-spikes (J. The contacts 1 and 2 of each pair on each side of the track are preferably about four feet apart and about four inches from the rails. The contact 1 on each side of the track is a short distance from the juncture or insulated division of the sectional track member.

Each contact is preferably provided with one or more holes D to facilitate the connection of the electrical conductors. I will lirst describe the electrical connections on the side of the track containing the sectional track member. An electrical conductor 9 leads from the contact 1 at the right of the insulated division 8 (see Fig. 1) to a point 10 of the next section toward the left, the point 10 being preferably quite close to the insulated division 8. From each contact 2 a conductor 12 leads to the next contact 1 toward the left, and so on.

New referring to the electrical connections on the opposite side of the track, or on the side in which the track member forms a continuous electrical conductor, a conductor 13 leads from each contact 1 at the left of an insulated division across the track to the section A, immediately at the right of the said division and on the opposite side of the track. The only difference between the arrangement of the conductors 13 and the conductors 9 is that the conductors 13 extend across the track from the contacts 1 in order to reach the sectional track member, while both terminals of the conductors 9 are on the same side of the track. Between each contact 2 and each contact 1 of adjacent pairs on the member 5 side of the track is a conductor 14. These conductors 1 1 are arranged substantially in the same way as the conductors 12 on the member 6 side of the track.

Referring now to Fig. 3, let the numerals 15 and 15 designate a pair of wheels of a locomotive, the said wheels being fast on the axle 16, the construction being such that the electric current may travel from one wheel to the other through the axle. Also mounted on the locomotive is a bar 17, which, it may be assumed. is composed of wood or other suitable insulating material. At one end of the bar is mounted a metal brush 18, so located that it engages the contacts 1 and 2 on one side of the track as the locomotive passes along. Also mounted on the bar 17 is a metal plate 19, carrying an upwardly-projecting contact 20, having a curved face engaging a circumferential groove formed in a sleeve 21, fast on the axle 16, whereby a good electrical connection is made between the plate 19 and the axle, allowing the latter to rotate freely.

From the plate 19 leads a conductor 22 to a binding-post 23. (See Figs. 2 and 41.) From the binding-post 23 leads a conductor 2 1 to one of the terminals of the coil of an electromagnet 25. From the other terminal of the magnet-coil leads a conductor 26 to a contact 27, mounted on and insulated from one extremity of an arm 28, pivoted at 29 and connected with a spring 30 intermediate its extremities. This arm 28 virtually forms the armature of the magnet 25. When the magnet is not energized, the spring 30 holds the arm 28 in the position shown in Fig. 2 and supporting one end of a lever 31, pivoted intcrmediate its extremities, as shown at 32. The extremity of the lever remote from the contact 27 is connected with a spring 33, whose normal tendency is to throw its opposite extremity downwardly to the position shown in Fig. 4.

From a contact 34: leads a conductor 35 to a binding-post 36 of an electrical bell 37. From the other binding-post, 38, of the bell leads a conductor 39 to a binding-post 40 of the lever 31. From this post 10 leads a conductor 41 to a pole 12 of a battery 43 or other suitable electrical source. From the other pole, 1 1, of the battery leads a conductor 415 to a bindingpost 16, mounted on the arm 28. From the binding-post 46 a conductor 47 leads to a binding-post 419, mounted on the locomotive adjacent the binding-post 23. From the binding-post 19 a conductor 50 leads to a metal contact plate 51, connected with the metal brush 18, as shown at 52.

From the foregoing description the use and operation of my improved apparatus will be readily understood. Assuming that the locomotive of a train is equipped as shown in Fig. 3 and that it is traveling toward the left, referring to Fig. 1, whereby the brush 18 will engage the contacts on the right-hand side of the track or the contacts adjacent the sectional member of the track, the operation will be as follows: As soon as the brush engages the contact 1 a current will pass through the conductor 9 to the section A next beyond the first insulated division. Assuming now that there is a train or a vehicle of any kind containing a metal axle and a pair of metal wheels, as indicated at E by dotted lines in Fig. 1, the current will pass from the section A across the track to the member 5 and thence through the wheel 15 and the axle 16 of the locomotive and through the contact 20 to the plate 19, whence it passes by way of the conductors 22 and 2 1 to the coils of the magnet 25 and thence through said coils to the conductor 26, to the contact 27, through the bar 31 and the conductor A1 to the pole 12 of the battery 13, and thence from the opposite pole of the battery through the conductors 15,17, and 50 to the brush 18, and thence to the contact 1, or the place of beginning. The circuit being completed through the coils of the magnet 25, the latter will be energized and acting on the arm 28 (which is insulated from the contact 27, as shown at F) will draw the latter to the dotted-line position in Fig. 2 and release the bar 31, whereby the circuit through the magnetcoils is broken. The magnet being then deenergized, the arm 28 is drawn by the spring 30 against the contact 34, whereby the current is shortcircuited from the pole 44 through the conductor A5. the arm 28, the contact 3 1, the conductor 35 to one binding-post 36 of the signal-bell 37 and thence through the post 38 of the bell, through the conductor 39, the arm 31, and the conductor to the pole 42 of the battery. In this event the bell 37 will continue to ring until its circuit is broken in any suitable manner. By virtue of this arrangement it will be impossible for two trains to approach nearer each other than the length of the sections Aof the member 6 of the track without both being signaled if both are equipped with my improvements. If only one is equipped, that one will receive the signal, since an unequipped train having metal wheels and axles will form the metallic connection between the track-rails forthe purpose of ringing the bell on the equipped train, assuming that both vehicles are in engagement with the same section A of the track. Of course the engagement of the brush 18 with the contact 1 is only instantaneous when the train is moving. Hence the magnet 25 will only be energized momentarily; but this is all that is necessary, since it is long enough to allow the magnet to act on the arm 28 and move the latter suificiently to disengage the contact 27 from the arm 31, since in that event the spring 33, acting on the opposite arm of the lever 31, will throw the extremity remote from the spring downwardly to the position shown in Fig. 4. This allows the arm 28 to move to engagement with the contact 34, and thus establish a short circuit through the bell 37 as heretofore explained.

Almost immediately after leaving the contact 1 the brush 18 will engage a contact 2 on the same side of the track, whereby the current will pass through the conductor 12 to the next contact 1 in front, thence through a conductor 9 to the next section A in advance, when the path of the current will be exactly as heretofore explained, whereby the equipped train will be made aware of the presence of another train or vehicle containing metal wheels and axles anywhere Within the length of two track-sections.

I will assume now that the train equipped as shown in Fig. 3 is traveling in the opposite direction, whereby the brush 18 engages the contacts 1 and 2 on the side of the track containing the continuous member 5. In this event the path of the current will be from the 7 contact 1 through the cross-conductor 13 to the next section A in advance, thence from the section 2 across the track through the wheels and axle E of a train or vehicle on the same section to the continuous track member 5, and thence through the wheel 15, the axle 16, contact 20, plate 19, and conductor 22, binding-post 23, conductor 24, magnet 25, conductor 26, contact 27, lever 31, and conductor 41 to one pole, 42, of the battery 43. The current will then travel from the pole 44 through the parts 45, 28, 47, 49, 50, 51, and 18 to contact 1, or the point of beginning. The operation of the signaling mechanism will then be the same as already described. Then as the train continues the brush 18 will engage the contact 2 on the member 5 side of the track, when the path of the current will be the same as before, except that it will go to the second section A in advance and pass through the wheels and axle E of a train or other vehicle on that section, assuming there is one.

It will of course be understood that in the event that there is no train or vehicle of any kind within the circuit-closing distance as explained there will be no signal on the equipped train, since of course in that event there will be no occasion for a signal.

Attention is called to the fact that the electrical conductors along the track may be mounted on poles, ties, or any suitable support or insulated from the ground in any suitable manner.

Having thus described my invention, what I claim is 1. In electrical signalingapparatus for railways, the combination of a track consisting of two members, one being a continuous electrical conductor and the other divided into sections of suitable length and insulated from each other, contacts located along the track, conductors connecting the contacts with the insulated sections, signaling mechanism mount- 'ed on the train. amagnet also mounted on the train, electrical connections also mounted on the train for completing the circuit through the magnet as the train passes the contacts, a

short circuit independent of the magnet-circuit in which the signaling mechanism is located, means for normally locking the short circuit open, and means acted on by the magnet for releasing the locking device whereby the short circuit is closed through the signaling mechanism.

2. In electrical signaling apparatus for railways, the combination of a track composed of one member forming a continuous electrical conductor, and one member composed of sections insulated from each other, pairs of contacts arranged along the track on opposite sides and near the insulated divisions, the two contacts of each pair being arranged with one slightly in advance of the other, conductors connecting the rear contacts with the sections of the divided track member immediately in advance, and other conductors connecting the forward contacts to each pair with the second section in advance, electrical signaling mechanism mounted on the train, and means also mounted on the train for closing the circuit through the signaling mechanism as the train reaches the contacts, substantially as described.

3. In electrical signaling apparatus for railways, the combination of a track composed of two members, one being a continuous electrical conductor and the other composed of sections insulated from each other, two sets of contact-blocks arranged in pairs along the track adjacent the insulated divisions of the sectional track member, conductors connecting the two contacts of each pair of either set with the firstand second sections in advance respectively of the sectional track member, the conductors for the two sets of contacts being arranged with reference to trains traveling in opposite directions, and a train-signaling equipment adapted to utilize one set of contacts when going in one direction and the other set of contacts when going in the other direction.

4. The combination with electrical connections along the track, arranged in blocks or sections and a train-signaling equipment cooperating with said track connections and including an axle and a pair of wheels, a source of electricity, one pole of which is connected with the track connections through a wheel and axle of the train, a brush mounted on the train and insulated from the wheel and axle, said brush being electrically connected with the other pole of the electrical source, amagnet located in the main circuit, a normally open short circuit, a signal device located in the short circuit, a movable part acted on by the magnet when energized for breaking the magnet-circuit, said part when released serving to close the short circuit whereby the signal device is operated, substantially as described.

5. Train-signaling mechanism comprising a source of electricity, a spring-actuated lever connected with one pole of the source, a spring-actuated arm connected with the other pole of the source, a signal device connected with the lever, a short circuit in which the lever and signaling device are located, a contact also connected with the signaling device, the arm being normally separated from the contact by the lever, the arm having a part insulated from its body portion. which part the lever engages whereby the body of the arm and lever are insulated from each other, an electromagnet connected with the said insulated part, train connections leading from the magnet and arm respectively, and insulated from each other, and conductors arranged along the track and communicating with the train connections for closing the circuit through the magnet, whereby the arm is actuated to break the magnet-circuit and release the lever, whereby the arm engages the contact and closes the short circuit through the lever and signaling device, substantially as described.

ln testimony whereof I afiix my signature in presence of two witnesses.

THOMAS H. TRAYLOR.

\Vitnesses:

A. J. OBRIEN, DENA NELsoN.

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