US815315A - Railway electric signaling apparatus. - Google Patents

Description

No. 815,315. PATENTED MAR. 13, 1906.

. B. F. WOODI'NG. RAILWAY ELECTRIC SIGNALING APPARATUS.

APPLICATION FILED NOV.l0, 1904.

2 SHEETSSHEET 1.

No. 815,815. PATENTED MAR. 13, 1906; B. F. WOODING. RAILWAY ELECTRIC SIGNALING APPARATUS.

APPLICATION FILED NOV. 10, 1904.

2 SHEETS-43111331 2.

Svwemtoz NITED .S ATE .BENJAMIN rx-i'voonme,

Colorado, have m-vcnted certain new and use- -:f.ul improvements1n Railway Electrical Si naling Apparatu ;and l-do declare the t llowing to e a full, clear, and exact descrip-.

tion=of the-invm tion, siich'as will enable othersskilled'in the. art .to which it-a-ppertains to make and use-the. same, reference being bad I to theaccompanying drawings, a-nd'to the form a* part of thisspecification. i

Mvinvention relates to electrical signaling -'ap]m|"attis-i( ir rai|\\'a-'s,;its object; .-l)e ing to prefvei'it Collisionsbetween trains going either i in the same or opposite direiet ion's. -'lhis.ob- 'j'ect'isautomatically au-c'omplislied through i the instrumentalitv of myl unprovcd apparatus, whichincludes contacts carried by the 1 train and" engaging floverheadf conductors *l'ormed into blocks orsections of any desired length by insulating the adjacentektrcmitics ol the conductor sections. lronr'cach other. In my systcnrl employtwo:o i'erhezui conductors,

ions are staggered-1-that isto say, the divisions-between the sections ol"v one conductor are located midway between the extremities of the opposite section olthe other conductor. By virtue of'this arrangement it. be comes impossible for two trains to approach nearer than half avsc-ct'ion from each other without both being signaled by virtue of the signaling mechanism mounted oircaeh train. The sections may of course he of any desired length, whereby two trains cannot approach nearer than a predeterinlned distance withoutcach receiving llOl-illttltlflll of the approach of theother; As soon as both trains have reaehedthe same section (\l';l)lt)('l( a circuit will be closed on each train, in which circuit is located a signalil'ig device consisting of a bellorlamp, or both, or any other suitable means calculated to notify the engineer or other person in charge of the trainot the dangerous pmximityol another train.

If my improved{apparatus l employ eleetroinagnets fi-n"operatmg =sprin -held arms each enginoas soopas hoth trains are in the same block orection. q In'thc main circuit I 55 employ two batteries on each train, the said batteries having opposite poles connected I Specifies-flo n of Letters Patent. Application filed rumb 10,1904. Serial No. "232104.

characters of reference marked thereon, whichand the divisions between the seei which act a's'fa-rmatures ol' the 'inagnet-s; wltereby the; signaling circuit-1s closed on.

P TENT; OFFICE.

OF D NVERICOLO ADO.

FU\I,E\|A IA Y ELECTRIC SiGNALl'NG APPARATUS.

Patented March 1s, 1906.

I with the ground. The two batteries Maconnected by apole-changer in such a manner i that when two trains are in the same block it i is impossible for more than an. exceedingly short space of time to elapse before opposite i battery-poles on the two trains will be grounded, in which event the circuit. will be train operated.

'lhe contacts mounted on each train are a very important feature, sincethey areinounb ed-to' rotate and occupy an inclined position, whereby theyar'eada ted to engage the onerhead conductors at a times regardless of the swaying mot-ionof the.train V i llaving briefly outlind my im roved construction,;.l will proceed to descri e'the sam in detail, reference bein made to the accompanying drawings, inwx hich is illustrated an embodiment thereof.

In. the drawings, Figure 1 is adiag rdne' matic view illustrating the invention and showing the signaling equipment for each strain, together with the intermediate; line 'eonduetors. Fig'. 2 is'an' enlar 'ed detail 'view A illustrating the manner of insu iati dia-tor-sections from each other. ig. 3 is a detail view illustrating the'manner of supporting the line conductors.- Fig.' 1 is afraginclined rollercontaets. Fig. '5 is of etail view of a pole-ehanger and its operatin g rnor tor. Fig. 6 is a section taken on the lincjfi 6, Fig.5. Fig. 7 is an extended view ofthe )criphery of the pole-changer. Figs 8. and 9 are views showing the two sets of batteries and the pole-changer in ditl'erent relati'y'e po sitions. v A The same reference characters indicatethe same parts in all the views. i Y Let the. numerals 1 and 2 designate. the overhead line conductors. 'lhese conductors are divided into blocks or sections whose extremities are insulated.fromeaeh other, as shown at 3. Thesec-t ions of each conductor are designated A and the insulateddivisions of the two eomluetorsare staggered; that is poses. The conductors 1 and 2'31 re suitably closed and the signaling mechanism on each to say, theedivisio'n 3' between any .two sec-3; tions of one'conduetor is located hall-way between the divi tons 30f tlinseetiorisfof the 'other conductorkavhcreby it; becomes imt-ion without. both 'being wit in theinflnenco of the 'condactor-section for s gnaling par;

the con s meutary view of an engine-cab, showin the ICC I suspended above the railway-track. This may be accomplished by means of crosswires 4, from which depending hangers extend, as illustrated in Figs. 3. and 4. As shown in .the drawings, these hangers 5 may be located atany desired point. A slightlydifferent form of. construction; of hanger,

which I will designate 6, is employed where the insulating blocks or divisions 3 are employed. (See Fig. 2.) These blocks 3 are composed of suitable insulating material, and, as shown in the drawings, they are bored to receive the-extremities of the conare of suitable diameter and are of considerable len th, whereby they are kept in contact with the conductors 1 and 2 regardless of the swaying motion of the train. The upper extremities of the axles 9 are supported y a standardlO, and the relation between the rollers and the standard is such that the electrical current may pass from either roller through the standard to a conductor 12 to one terminal of the coil of an electromagnet 13. To the other terminal of. the magnetcoil leads a conductor 14to a metalbrusli'l5, which engages a rotary pole-changer 16. Two brushes i7'and' 18 are also connected with the rotary pole-changer. The brush 17 leads to the positive pole of the battery 19,whilo from the opposite pole ofthebattery a conductor :20 leads to the ground. the brush ]8 a conductor 21 leads to the negative pole of a battery 22, while from the positive pole of the said battery a conductor 23 leads to the ground. Mounted adjacent the. magnet 13 is a movable arm 24, pivoted at .25 and connected'with a spring 26, intermediate itsextremitics. Thisarm 24 may be said to constitute the armature of a magnet 13. \Vhen the. magnet 13 is energized, it acts on the arm 24 to draw the latter toward the magnet. This arm 24 overlaps a smaller a'rm -27, mounted in front of a magnet 28, one terminal of whose coil is connected by a conductor 29 with one pole of a battery 30, mounted on the engine.- From the other terminal of this magnet-coil a condilator-'31 leads to a contact- 32, which lies in the path of The free extremityof the arm 27. From the pole of the battery 30 opposite that connected with the comluctor 29 leads a conductor 33 to a hell 34. From this bell a Wire 35 leads to a. lamp 36; from the lamp conductor 37 leads to the arm 27. The mechanism just describedas mounted on the train is preferably located on the engine and may be said to constitute the train equipmcnt forsignaling purposes. This equipment From V is the same for each train. Ilenc'eit will be unnecessary to describe the mechanism further in detail, since that to the right and left 01 Fig. 1 is lprecisely the same. The pole- -changing dis 16 has a portion of its peripheral face insulated, as shown at38.

the oints of the conductor 12, engaging the since they areint'ended-to indicate the position and function of the rollers in' Fig. 4. Hence the position of one pair of rollers is of the other pai of rollers at the left of Fig. 1'. It may be ass med that these two pairs of rollers 8 are carried by two different-trains which are approaching each other. It will Fig. 1 is mounted on two se arate locomot ves. Now if these two ocomotives or on the same block or conductor-section. As suming now that the train or! the right ap proaches to a point at the left of the first insulating-block 3, the two trains will then be not 13, thence through the coils of the magmetal brush 15 of the Sole-changer l6, thence to the brush IS, and. mm the latter throu h the eondtu-tor'QI to the negative pole of t 1e batterv 22, and thence from the positive pole of said battery to the ground on one train,

the ground upwardly through the conductor 20 on' the other train to the negative pole of the battery 19, and thence from the positive pole of said battery to the brush l7,to the pole-cllange'r,to the brush 1."), throughthe conductor 14' to the magnet .13, and from the latter through tlle.co|n|uctor l2 to the liverhead conductor 1 or to the point of beginning. Now as the magnet- 13 is energized the arm 24 will be drawn toward it, and sincethis arm overlaps the arm 27 the latter will be actuated or brought into engagement having the batteryfitl and in which the bell 34 and lamp 36 are located. It is evident that. this will happen on both trains and that the person or pers ms in charge of both will proximity or the other-train. Now if it happens that thePole-changers are in' different relative positionl'mm.that shown; r.Fig.' 1-- that is to say, the position shown in Figs; 8 and tt-the direction of the current will'be changed, as indicated by the arrows in the lastammod figures.

It is assumed that a motor 39 (see Fig. 5)

con uctors 1 and 2, may be designated 8,

In the diagrammatic view shown in Fig. 1-

.shown at the right of Fig. 1 and the position a also be assumed that the train equipment shown at the right and left, respectively, of

trains are approaching eachother, when at the distance indicated in Fig. 1 there will be no signal on either .t'rai'n, since both are not in thesame blocker section,and theelectrieal current may besald to pass-from the wire 1- down through the conductor 12 to the mag-- net and out throu h the conductor '14 .to a

while the current may be sflld to pass from with the contact. 32,' closing the local circuit be signaled. or'notitied of the dangerous or other suitable instru mentality'is employed on each train for rotating the pole-changerl The current for operating the motor may Be sugplied in any suitable manner.

t is evident that the bell of the signaling mechanism may be connected with a telephone on each train, whereby in addition to receiving a signal each engineer will have access to a telephone, whereby they may converse together. This would only require ordinary connections, and therefore need not be illustrated or described in detail.

Having thus described my invention, what I claim is I 1. In electrical signaling apparatus for rail-- ways, the combination of a pair of overhead wires or conductors arranged in sections or' blocks, the extremities of the sections of one conductor being arranged intermediate the extremities of the sections of the other conduct-or, inclined roller-contacts mounted on the train and engaging the said conductors respectively, the contacts being connected to form a continuous conductor, a normally open local circuit mounted on the train, signaling mechanism included in the'circuit, a source of current for the main circuit, and a magnet int-he main circuit, the local circuit .having a movable part actuated by the magnet to close thc local circuit for the purpose set forth. i

2. In electrical signaling apparatus for railways, the combination of overhead conductors divided into sections or blocks, a local circuit mounted on the train, signaling mechanism included in said circuit, inclined rollerand inclined roller-contacts mounted exte riorly on the train and engaging the external conductors, for closing the mam circuit through the magnet when two trams are m the same block or section, the local circuit having apart acted on by the magnet to close the said circuit, substantially as described.

4. The combination of overhead conductors divided into blocks or sections whose divisions are alternately arranged, external roller-contacts mounted on the train and engaging said conductors, the said contacts occupying an inclined positio i and being of. sutlicient' length to maintain a perfect electricalcoutact with the condu tors regardless of the swaying of the train, a doubled source of current mounted on the train and electrically connected with the contacts, the two members of the current source having their opposite poles grounded, a pole-'clumger connected with the two members of the current source, a magnet located in the main circuit and provided with a pivoted arm forming its armature, a normally open local circuit, and signaling mechanism located in said circuit, the open circuit having a movable part acted on by the arm of the magnet of the main circuit, for closing the localcircuit, substant ially as described.

5. In electrical signaling mechanism for railways, the combination of overhead conductors arranged in blocks or sections, inclined roller-contacts mounted on the train and engaging said conductors, a main circuit mounted on the train and connected with the said roller-contacts, a magnet in said circuit, a movable part acted on by the magnet when the main circuit is closed, a normally open local circuit, the signaling mechanism located in said circuit, a magnet also forming a part of said circuit, an armature located in suitable proximity to said magnet and also forming a part ofthe local circuit, the. pivoted arm of the one mag-net acting on the-armature of the other magnet to close the local circuit when the main-circuit magnet is cncl-. gizcd, substantially as described.

6. In electrical signaling apparatus 1' or railways, the combination of an overhead conductor, a local circuit mounted on the train,

signaling mechanism included in said circuit,

an inclined'rollcr-contact mounted on the train and engaging the overhead conductor, the said contact being cylindrical whereby the conductor is free to change its position thereon as circumstances may require, and suitable connections between the roller-contactand the local circuit for closing the latter, substantially as described.

7. In electrical signaling apparatus for railways,'the combination of a'conductor, a local circuit mounted on the'train, signaling mechanism included in said circuit, an inclined roller-contact mounted on the train and cn- Y ga in r the conductor, the said contact being c lin rical whereby the conductor is free to cl iange its position thereon as circumstances may require, and suitable connections between the roller-contact and the local circuit for closing the latter, substantially as described. In testimony whereof I afiix my signature in presence of two witnesses.

BENJAMIN F. WOODING. Witnesses DENA NELSON, A. J. O'BRIEN.

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