US791907A - Block-signal system for railways. - Google Patents

Description

No. 791.907. PATENTED JUNE 6, 1905. C. HOLTMANN.

BLOCK SIGNAL SYSTEM FOR RAILWAYS.

APPLICATION FILED APE. 6,1904.

4 SHEETS-SHEET l.

. PATENTED JUNE 6, 1905.

C. HOLTMANN.

BLOCK SIGNAL SYSTEM FOR RAILWAYS.

APPLICATION FILED APR. 6,1904.

4 SHEETS-SHEET 2 Milli-"Ill No. 791,907. 'PATENTBD JUNE 6, 1905.

c. HOLTMANN.

BLOCK SIGNAL SYSTEM FOR RAILWAYS.

APPLICATION FILED APR. 6.1904.

4 SHEETS-SHEBT 3,

Q/Vitvwoowa G. HOLTMANN.

PATENTED JUNE 6, 1905.

BLOCK SIGNAL SYSTEM FOR RAILWAYS.

APPLIOATION FILED APE. 6.1904.

4 SHEETS-SHEET 4.

31mm for UNITED STATES Patented June 6, 1905.

PATENT OEEicE.

BLOCK-SIGNAL SYSTEM FOR RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 791,907, dated June 6, 1905.

Application filed April 6, 1904- Serial No. 202.112.

[0 aZZ 1077 0772, it may concern;

Be it known that I, CARL HOLTMANN, a citizen of the United States, residing at Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Block-Signal Systems for Railways, of which the following is a specification.

This invention relates to a block-signal system for railways, the primary object of the invention being to provide mechanism actuated mechanically and electrically for the purpose of indicating either visibly or audibly, or both, to an engineer in the cab of a locomotive or an agent located in a signal-tower or railway-station that an engine or train is 00- cupying a certain point or an approximate point on the road or that another engine or train is located at a certain or approximate point on the road, the devices hereinafter described enabling an engineer to ascertain when another engine or train is occupying an adjoining block, thus reducing to a minimum the chances of collision.

It is also an object of the present invention to provide novel means whereby the air-brakes of a train may be automatically thrown into operation when two locomotives or trains approach within a certain distance of each other, also to notify an agent in a signal-tower or station when a locomotive or train has arrived at a certain point, and to place electrical transmitters in the engine-cab and station or tower in electrical communieationwith each other for the purpose of enabling the operators to communicate.

One of the principal objects of the present invention is to provide means operating automatically by means of an open or closed circuit to release and throw the throttle-lever of the engine and simultaneously signal the engineer either audibly or visibly, or both, the approach of two trains within a certain distance of each other, thus operating automatically through the connections hereinafter described to throttle the engine and apply the air-brakes for bringing one or both trains to a stop.

l/Vith the above and other objects in view, the nature of which will more fully appear as the description proceeds, the invention consists in the novel construction, combination, and arrangement of parts, as hereinafter fully described, illustrated, and claimed.

In the accompanying drawings, Figure 1 is a diagrammatic plan view showing a few adjoining blocks of a railway system, illustrating the track-wiring, the air-brake connections, the signaling devices, and the electrical connections and relays. Fig. 2 is an enlarged sectional elevation of the air-brake-oontrolling mechanism and throttle-actuating and signal-operating devices. Fig. 3 is an enlarged sectional view of the engine-relay. Fig. 4: is a front elevation of the same, showing the switch mechanism. Fig. 5 is a plan view illustrating the manner of insulating the rails and blocks. Fig. 6 is a detail view of the rack-and-pinion movement for operating the signal-lantern within the cab of a locomotive. Fig. 7 is an elevation of an engine and tender, showing the means for insulating the same. Fig. 8 is an enlarged detail sectional view of the draft or coupling link between the engine and tender. Fig. 9 is a diagrammatic plan view showing a portion of the trackwiring.

Like reference characters designate corresponding parts in all figures of the drawings.

Referring to the drawings, and particularly to Figs. 1 and 2, l designates the storage tank or reservoir in which the compressed air is stored from the engine, and 2 designates the air-supply pipe leading from the tank or reservoir l to the valve which controls the airbrake system. At a suitable point in said pipe and arranged within the cab is an airvalve casing 8, in which is arranged an airvalve having associated therewith a magnet and armature, by means of which the valve is opened to admit air to a cylinder 4:, in which is arranged a throttle-controlling piston 5. In order that the construction and operation of the valve in the casing 3 may be understood before proceeding further, attention is called to the construction of a whistle-controlling valve 6, which is shown in section in Fig. 2 and which corresponds in construction with the valve at the point 3. It will be observed that the valve 6 is conical and that it ICO controls the passage between the sections 7 of the air-supply pipe, which leads to the pneumatic whistle 8. The valve 6 is normally held seated by means of a coiled spring 9, arranged in a cavity 10 in the valve-easing and held in place by means of a removable screw-cap 11. The stem 12 of the valve passes slidingly through the core 13 of an electromagnet 14 and is provided upon its outer end with an armature 15, located normally a short distance from the magnet 14, so that when the magnet is energized the armature 15 is attracted thereto, thus unseating the valve 6 and permitting the air to flow through the pipe 7 and sound the whistle.

In the manner above described the armature 16 of the valve within the casing 3 is attracted by the magnet 17, so as to unseat said valve and allow the air to pass through the supply-pipe 2 into the cylinder 4, where it acts to throw the piston 5 back against the tension of a spring 18, which is coiled around the rod 19 of the piston 5 until said piston has passed beyond the entrance-point of a pipe 20, which leads from the cylinder 4 to another cylinder 21. The stem 19 is extended so as to have the end thereof arranged close to the throttle-lever 22 of the engine, and at its extremity the rod 19 is provided with a wedge or cam 23 and also with a shoulder 24 at the inner end of the wedge or earn, as clearly shown in Fig. 2. As the rod 19 is thrust toward the throttle-lever the cam engages beneath a pin 25 on the sliding thumb-latch 26 of the throttle-lever, thus lifting the latch out of engagement with the segmental raek 27. The shoulder 24 then strikes against the pin 25 and in the further movement of the rod 19 throws the throttle-lever 22, so as to shutoff steam. The rod 19 is also toothed alongone side, as at 28, to form a rackbar, as shown in the detail view Fig. 6, the said rack-bar meshing with and d rivinga pinion 29, which is fast on the shaft 30 of a signal-lantern 31, so that as the rod 19 acts on the throttlelever it also acts through the medium of the rack-and-pinion engagement described to turn the lantern 31 until the light is visible to and attracts the attention of the engineer, who is thus advised of the throwing of the throttlelever and the shutting off of the steam. WVithin the cylinder 21 is mounted a valvecontrolling piston 32, the piston-rod 33 thereof having connected therewith a relief-valve 34, provided with an angular air-passage and a straight air-passage 36. The valve 34 slides within a valve-casing 37, which is introduced in a pipe 38, leading from the main airsupply pipe 2 upward to the usual engineers valve 39, to which the train-pipe 40, which controls the air-brakes on the tender and cars, is connected, as shown in Fig. 2. Normally the air-passage 36 is in line with the opposite portions of the pipe 38, so as to allow the excess of pressure in the pipe 2 and reservoir 1 to overcome the lesser pressure in the train-pipe 40. \Nhen the piston 32 is driven in the direction of the pipe 38, the air-passage 36 is moved out of communication with the pipe 38 and the angular passage 34 is brought into communication with the upper portion of the pipe 38 and also into communication with a short connection 41, which leads to the usual governor 42, by means of which the air-pressure in the train-pipe is released in the operation of applying the brakes. The piston 32 is normally held in the position shown in Fig. 2 by means of a coiled spring 43, which encircles the stem 44 of the valve, the said stem being preferably squared or keyed so as to prevent the turning of the valve 34 within the valve-casing, thereby insuring the registering of the air-passages 35 and 36 with the pipe 38 and the connection 41 leading to the governor.

45 represents a cut-off located in the pipe 38, while 46 designates an air-pressure gage connected by a suitable pipe 47 with the engineers valve 39 and train-pipe 40.

From the foregoing description it will be observed that when the valve 3 is opened by the electrical connections hereinafter to be described the throttle-lever is operated so as to automatically shut off the steam in the engine. The signal-lantern 31 is operated to notify the engineer. and the relief-valve of the air-brake mechanism is moved so as to cut 06? the excessive pressure from the storage tank or reservoir and relieve the pressure in the trainpipe, and thus apply the brakes, the several steps enumerated being accomplished automatically without any attention on the part of the engineer. The electrical appliances hereinafter described also operate the whistle-controlling valve 6, and thus give an audible alarm.

Before entering upon a description of the wiring system used in connection with the track it may be noted that the engine or 10- comotive (indicated at 48) is insulated from the tender 49 by means of a co u pling-link 50, composed of sections, as shown in Fig. 8, which sections are insulated from each other, as shown at 51, and firmly connected by bolts 52 or their equivalents. The body of the tender 49 is also insulated from the truck-wheels and axles, as shown at 53, the object in insulating the parts hereinabove described being to allow one part of the current to flow between the rails through one of the axles of the locomotive, while another or return portion of the current flows through one of the axles of the tender when the locomotive and the tender occupy positions on opposite sides of the insulation in the rails between the blocks or between the blocks and one of the short rails hereinafter particularly described.

Referring now to Fig. 1, I have therein illustrated a portion of a railway in which different blocks a, I), 0, (Z, a, and f are shown, the

said blocks being insulated from each other, as

IIC

shown at 54. In certain blocks, and preferably every alternate block, short rails g, it, and j are insulated from the remainder of the block, as shown at 55. Alternate blocks are also placed in electrical communication with each other by means of track- batteries 56, 57, and 58 and connecting-wires 59, by means of which a continuous current flows between the rails of said sections or blocks until the current is broken by a locomotive and tender or train, as will hereinafter appear. Suitable relays 60, 61, 62, 63, and 64 are arranged along the track and suitably connected by wiring with the rails of the several blocks, while the engine-relay 65 is arranged in the locomotivecab and connected by wires 66 and 67 with the engine and tender, as shown at the left hand of Fig. 1, an engine-battery 68 being interposed at a suitable point in the circuit 66 67. The armature 69 is normally held against the magnet 65 until the circuit is broken, and upon the breakage of the circuit an arm 7 O, which carries the armature 69, moves away from the magnet 65 and by means of a terminal hook 71 thereon engages and interlocks with a pivoted catch 72, provided with a projecting arm or linger 7 3, which passes through an opening in the relay box or case 7 1, so as -to be acted upon by a hand-operated switchlever 75 within reach of the engineer, the catch 72 being backed by a spring 76, which sustains the arm or finger 3 in the path of the switch-lever 75, as shown in Figs. 3 and 4:. Connected with the arm 70 is a circuit-wire 77, which leads through an engine-battery 78 to the signal-switch '75, adjustable to a series of buttons 80, 81, 82, and 83 on the switchboard, separate wires from which lead to suitable alarm devices to be hereinafter described, while the return-wires from said alarm devices conncct with a common return-wire 84, which connects with the catch 72. 85 designates a test-switch connected by wires 86, which cut into the circuit-wires 77 and 84;, just described. From the switch-button a wire 87 leads to an electric bell 88 and returns by wire 89 to the common return-wire 84:. Another wire, 90, leads from button 81 to an elec tric light 91 and returns by wire 92 to the common return-wire 8 1. From button 82 a wire 93 leads to the whistle-controlling valve 6 andreturns through wire 94 to a common return-wire 84:. From the button 83 a wire 95 leads to the main air-valve 96 and returns through wire 97 to the common return-wire 8th. Therefore by adjusting the signal-switch lever 75 to the buttons 80, 81, 82, and 83 any one of the several alarms and valves may be thrown into circuit and operated. The switchlever 75 usually remains in contact with the button 82, so as to sound the whistle.- The engineer then moves the lever 75 to the button 88, so that the brakes may be thrown automatically into operation. In order to sound the whistle, the arm 70 of the engine-relay must necessarily be released, whereupon it is engaged and held by the catch 72. Now as the engineer moves the switch-lever 75 toward the button 83 said lever operates on the arm or finger 73, thereby rocking the catch 72 and disengaging the arm 7 O, which permits the armature 69 to be attracted by the magnet 65, thus again closing the interrupted circuit. It will thus be observed that the arm 7 O is automatically released in the shifting of the switchlever. The test-switch is provided in order that the engineer may at any time test the engine-battery 78 and observe Whether the circuit is operative.

In order to explain the operation of the electrical connections of the signaling system, it will be supposed that a train occupies the left-hand end of the track, (shown in Fig. 1,) with the locomotive on the short rail 3 and the tender on the block a. Suppose also a train occupies one of the succeeding blocks for example, the block d. As one of the axles of the locomotive or tender will shortcircuit the current which flows through said block, the current will be interrupted, thus allowing the armature 98 to drop away from the relay-magnet 62, breaking the current passing through the wires 99 and 100. This also interrupts the current passing through the wires 66 and 67, leading to the engine-relay 65, the result being that 'the arm 70 is released and engaged by the catch 72, the whistle 8 being at the same time sounded. The engineer now throws the switch-lever 75 to the button 83, and as the train passes onto the block b, if there is still danger aheador, in other words, if the other train still occupies the block (Zthe current generated by the engine-battery 78 will operate the valve 6 and by the mechanism hereinabove particularly described throw the air-brakes into operation. The electrical connections between the block 0 and the short-rail section g and block a are the same as those just described, so that in case trains or locomotives or tenders occupy any of said blocks the relays will be deenergized and the circuit broken, so as to release the arm 70 and establish a circuit in the wires 77 and 84: or any of the subsidiary circuits related thereto. It will thus be seen that where two trains approach Within a predetermined distance of each other the signaling devices, engine-throttling mechanism, and air-brake apparatus will be automatically thrown into operation without necessitating any action on the part of the engineer.

In Fig. 9 I have illustrated an auxiliary system by means of which the location of a train may be indicated in a signal tower or station and two telegraphic instruments, one in the station and one on the train, be placed in communication. At certain locations in the road-bed a short insulated rail 101 is introduced adjacent to the insulation 102 between adjoining blocks. Now when the wheels 103 of the engine rest on one block and the wheels 104-. of the truck rest on the adjoining block on the short rail 101 the current will pass rail 105, through wire 106 and battery 107, to a bell 108 and return through Wire 109 to rail 110. Before leaving the section or block 7r one of the axles of the train will close the circuit leading to the bell 108, and thus sound the same and thus notify the man in the signal tower or station a. After the train reaches the position shown in Fig. 9 the current will pass through the wires 111, telegraphic instrument 112, engine-bell 113, and wire 114 to the rails and therefrom through the wire 115 to wire 106, through telegraphic instruments 116, and back through return-wire 117 to the rails, thus enabling operators in the engine and tower or station to communicate with each other. The arrangement shown in Fig. 9 is particularly valuable where it is necessary to detain a train until some contingency happens, after which the train may be notified to proceed when the track is clear.

Under the track-wiring system illustrated and described the track-circuit will be broken in case of a broken rail, an open switch, a broken wire, an open drawbridge, or in case of derailment and the like, the effect being exactly the same as the presence of a train, which acts by placing the rails in communication to break the circuit.

Having thus described the invention, what is claimed as new is 1. The combination with an air-brake system, of a throttle-valve lever provided with a sliding latch having a pin or projection, a cylinder, a piston therein, a piston-rod provided with a cam or wedge to engage said pin or projection and retract the latch and with a shoulder at the inner end of said cam or wedge to engage and throw the lever, and electrically-controlled means for admitting air to said cylinder.

2. The combination with an air-brake system, and a throttle-lever, of a pressure-valve located in said system, a cylinder and piston operatively associated therewith, a second cylinder and piston operatively associated with the throttle-lever and in communication with the first-named cylinder, said second cylinder being provided with an air-escape port directly controlled by the piston therein, and an electrically-controlled valve which admits air to one cylinder, moves the piston thereof so as to admit air to the other cylinder, said piston permitting air to pass from the firstnamcd to the second cylinder by movement beyond the said port to uncover the same, whereby the throttle-lever and pressure-valve are simultaneously operated to cut off steam from the engine and set the brakes.

3. The combination with an air-brake system and a pressure-relief valve arranged therein, of a throttle-valve, a cylinder having an escape-port, a piston therein adapted to operate said throttle-valve and to directly control said port, a second cylinder in communication through said port with the first-named cylinder, a piston therein controlled by pressure supplied through said port from the firstnamed cylinder and controlling said reliefvalve, a valve for admitting air to the firstnamed cylinder, a normally closed circuit car ried by the engine, a normally open circuit, including said last-mentioned valve and arranged to be closed on breaking the closed circuit, and a track-circuit arranged to be short-circuited by the passage of a train to break said closed circuit.

1. The combination with an air-brake system, of a cylinder, a piston therein, a pistonrod havinga rack-face, a movable signal-lamp having a pinion engagement with the rackface, and an electrically-controlled valve for admitting air to said cylinder.

5. The combination with an air-brake system, of a cylinder, a piston therein, a pistonrod, a signal-lamp geared to the piston-rod and operable thereby, and an electrically-controlled valve for admitting air to said cylinder.

6. The combination with an air-brake system, and a throttle-lever, of acylinder, a piston therein, a signal-lamp, a piston-rod operatively related to the throttle-lever and lamp so as to simultaneously act thereon for the purpose specified, and an electricallycontrolled valve for admitting air to said cylinder.

7. The combination with an air-brake system, a throttle-lever, and a pneumatic whistle, of a cylinder, a piston, a piston-rod operatively related to the throttle-lever, and electrically-controlled valves for simultaneously admitting air to said cylinder, and the whistle.

8. In a signal system of the character described, a normally closed track-circuit, a normally open engine-circuit, a controller between said circuits comprising an electromagnet and armature, means for locking said armature when the magnet is deenergized and the armature released to close the engine-circuit, a signal, air-brake mechanism, a switch for normally connecting the said signal with the engine-circuit and adapted to connect the air-brake mechanism with said circuit, and means for automatically throwing said locking means out of operation when said switch is moved to disconnect the signal from and connect the air-brake mechanism with the engine-circuit.

In testimony whereof I affix my signature in presence of two witnesses.

CARL HOLTMANN.

lVitnesses:

N ELLIE G. REYNOLDS, BERNARD P. VAsIIoN.

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