US819808A - Electric block-signal for railways. - Google Patents

Electric block-signal for railways. Download PDF

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Publication number
US819808A
US819808A US25070205A US1905250702A US819808A US 819808 A US819808 A US 819808A US 25070205 A US25070205 A US 25070205A US 1905250702 A US1905250702 A US 1905250702A US 819808 A US819808 A US 819808A
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wire
section
rail
signal
car
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US25070205A
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Walter E Sands
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L A THOMPSON SCENIC RAILWAY Co
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L A THOMPSON SCENIC RAILWAY Co
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/10—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using current passing between devices along the route and devices on the vehicle train
    • B61L3/106—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using current passing between devices along the route and devices on the vehicle train with mechanically controlled electrical switch on the vehicle

Definitions

  • My invention has for its object certain improvements in electric block-signals, in which the road is divided up into sections and a train in a given section arranges an electric circuit in such a manner that a signal is set against a following train and said train approaching said section will be given a signal on the car or engine and at the same time start a signal at the side of the track.
  • the electric arrangements are reversed, the following section receives a clearsignal and the electrical arrangement is such that a car approaching that section will no longer act to signal on the car or at the side of the track.
  • Figure 1 is a diagrammatic view of my invention, showing tracks, circuits, signals, &c.
  • Fig. 2 is a section through the car and rails.
  • A is a wire leading from one pole of the source of current-supply.
  • B is a wire leading from the other pole of the source of ourrent-supply.
  • From the wire A extends a wire a to solenoid-magnet C and a wire a to the solenoid-magnet O.
  • the armatures of these magnets are connected by the bar 0.
  • From the magnet O extends a wire a to railsection D of the track-rails.
  • From the solenoid-magnet O extends a wire a to railsection D. Between the two solenoid-magnets O O is the long contact 0 and the short contacts 0 and 0
  • a wire a connects the contact O with the wire a.
  • a wire a connects the contact 0 with the lights E, which are white or safety lights.
  • a wire a connects these lights with the wire B.
  • Awire a connects the contact 0 with the lights E, which are red or danger lights, which lights E are also connected to the wire a.
  • the wire B extends to the third rail F.
  • An alarm G is connected by wire with track-section G by wire G and said alarm G is also connected to wire a.
  • Wire (1 by wire a is connected-to rail-section H.
  • Wire B is also connected by wire a with rail-section 1.
  • Wire B is also connected by wire a with rail-section J.
  • a source of current-supply a railway-track having, at two points thereof, 0 posite rail-sections, one rail-section at eac point being electrically connected to one pole of the current-supply and the other to the other pole, a solenoid for each track-point, two signals, an electric circuit for each signal, one including the armature when one solenoid is energized and the other the armature when the other solenoid is energized, the energizing of each solenoid closing the circuit to its corresponding signal.
  • a source of current-sup-- ply a railway-track having, at two points thereof, opposite rail-sections, one rail-section at each point being electrically connected to one pole of the current-supply and the other to the other pole, a solenoid for each track-point, two signals, an electric circuit for each signal, one including the armature when one solenoid is energized and the other the armature when the other solenoid is energized, said solenoids being oppositely placed, the energizing of one solenoid closing the circuit to its corresponding signal, and opening the circuit to the other signal.
  • a source of current-supply a railway-track having, at two points thereof, 0 posite rail-sections, one rail-section at eac point being electrically connected to one pole of the current-supply and the other to the other pole, a solenoid for each track-point, a contact in electrical connection with one pole of source of current-supply, a second contact, a signal in electrical connection with said contact and the other pole of current-supply, a third contact, a second signal in electrical connection with the third contact and the last-mentioned pole of ourrent-supply, the armature when one solenoid is energlzed being adapted to connect the first and second contacts, and the armature when the other solenoid is energized being adapted to connect the first and third contacts.
  • a source of current-supply a railway-track having, at two points thereof, opposite rail-sections, one rail-section at each point being electrically connected to one pole of the current-supply and the other to the other pole, a solenoid for each track-point, a contact in electrical connection with one pole of source of current-supply, a second contact, a signal in electrical connection with said contact and the other pole of current-supply, a third contact, a second signal in electrlcal connectionwith the third contact and the last-mentioned pole of currentsupply, the armature when one solenoid is energized being adapted to connect the first and second contacts, and the armature when the other solenoid is energized being adapted to connect the first and third contacts, said solenoids being oppositely laced and connected, whereby, when one so enoid is energized, the circuit to its corresponding signal is closed and the circuit to the other signal opened.
  • a source of current-supply and a railway-track a contact in electrical connection with one ole of currentsupply, a second contact in e ectrical connection with a rail-section, a signal in electrical connection with an opposite rail-section at that point and with the other pole of the current-supply, a solenoid adapted when energized to connect said contacts, an electrical circuit including said solenoid and opposite track-sections at a point in advance of the first-mentioned track-sections.
  • a source of current-supply and a railway-track a contact in elec trical connection with one ole of currentsupply, a second contact in e ectrical connection with a rail-section, a signal in electrical connection with an opposite rail-section at that point and with the other pole of the current-supply, a solenoid adapted when energized to connect said contacts, an electric circuit including said solenoid and opposite track-sections at a point in advance of the first-mentioned track-sections, and means to release the last-mentioned solenoid-armature at the desired oint on the tracli.
  • an electric circuit for said second circuit-switch including opposite track-sections in advance of the first-mentioned track-sections, said switches being connected together so that the energizing of one electric switch-controlling device acts oppositely upon the two switches.
  • a source of current-supply a railway-track, a car or cars thereon, a signal in electrical connection with a tracksection and one pole of the source of currentsupply, a second rail-section in electrical connection with the other pole of current-supply, a switch on said connection, an electrical device controlling said switch, an electric circuit including said electric switch-controlling device and opposite track-sections at a point in advance of the first-mentioned track-section, a device carried by the car adapted to make connection with the rail-section and electrical connections in the car, including a signal or signals between said device and the wheel adapted to travel on the first-men tioned track-section.
  • a source of current-supply a railway-track, a car or cars thereon, a signal in electrical connection with a tracksection and one pole of the source of currentsupply, a second rail-section in electrical connection with the other pole of current-supply, a switch on saidconnection, an electrical device controlling said switch, an electric circuit including said electric switch-controlling device and opposite track-sections at a point in advance of the first-mentioned track-sections, a device carried by the car adapted to make connection with the rail WALTER E. SANDS.

Description

PATENTED MAY 8, 1906.
W. E. SANDS.
ELECTRIC BLOCK SIGNAL FOR RAILWAYS.
APPLICATION FILED MAR-18. 1905.
2 SHEETS-SHEET 1,
WITNESSES fi- W2 mnRiw a, GRAHAM co. PNO'DLHHOQRAPNERS. WASNWGYON. u. c,
No. 819,808 PATENTED MAY 8, 1906.
W. E. SANDS. ELECTRIC BLOCK SIGNAL FOR RAILWAYS.
APPLICATION FILED MAE.18. 1905.
2 SHEETSSHEET 2.
TZIdJW/i? 2w: Z, Z
wlmEssEsmy: on a "Tomlin;
ANDREW. a umum co mowgmocmmms. waswnm'om n c U ITED STATES PATENT OFFIOE.
WVALTER E. SANDS, OF BROOKLYN, NEW YORK, ASSIGNOR TO THE L. A.
THOMPSON SCENIC RAILWAY COMPANY, OF NEW YORK, N. Y., A OOR PORATION OF NEW JERSEY.
ELECTRIC BLOCK-SIGNAL F OR RAILWAYS.
Specification of Letters Patent.
Patented May 8,- 1906.
Application filed March 18, 1905. Serial No. 250,702.
To all whom it may concern:
Be it known that I, WVALTER E. SANDS, a citizen of the United States, residing at Brooklyn, county of Kings, and State of New York, have invented a new and useful Improvement in Electric Block-Signals for Railways, of which the following is afull, clear,
and exact description, reference being had to the accompanying drawings, which form a part of this specification.
My invention has for its object certain improvements in electric block-signals, in which the road is divided up into sections and a train in a given section arranges an electric circuit in such a manner that a signal is set against a following train and said train approaching said section will be given a signal on the car or engine and at the same time start a signal at the side of the track. When the first-mentioned train or car has passed beyond the first-mentioned section, the electric arrangements are reversed, the following section receives a clearsignal and the electrical arrangement is such that a car approaching that section will no longer act to signal on the car or at the side of the track.
I will first describe my invention as illustrated in the accompanying drawings and then point out the invention in the claims.
In the drawings, Figure 1 is a diagrammatic view of my invention, showing tracks, circuits, signals, &c. Fig. 2 is a section through the car and rails.
A is a wire leading from one pole of the source of current-supply. B is a wire leading from the other pole of the source of ourrent-supply. From the wire A extends a wire a to solenoid-magnet C and a wire a to the solenoid-magnet O. The armatures of these magnets are connected by the bar 0. From the magnet O extends a wire a to railsection D of the track-rails. From the solenoid-magnet O extends a wire a to railsection D. Between the two solenoid-magnets O O is the long contact 0 and the short contacts 0 and 0 A wire a connects the contact O with the wire a. A wire a connects the contact 0 with the lights E, which are white or safety lights. A wire a connects these lights with the wire B. Awire a connects the contact 0 with the lights E, which are red or danger lights, which lights E are also connected to the wire a. The wire B extends to the third rail F. An alarm G is connected by wire with track-section G by wire G and said alarm G is also connected to wire a. Wire (1 by wire a is connected-to rail-section H. Wire B is also connected by wire a with rail-section 1. Wire B is also connected by wire a with rail-section J. X, Y, and Z, respectively, represent sections of the railway.
The arrangement of currents just described is such, as will hereinafter be specifically described, that when the advance car is on section X the following car on sectionZ receives a white lights and no signal is rung on the road or car. If, however, the advance car is on section Y, the following car on Z as it approaches Y sees a red signal and will also ring an alarm by the road and on the car. I will now specifically describe how this is done with the described circuits. Supposing the advance car to be in section X, the wheels on rail-sections D and I, under these conditions the car through wires a, a and a, completes a circuit to solenoid-magnet O, which energizes the magnet and causes its armature to connect contacts a and 0 At the same time the connection between contacts a and c is broken. The white lamps are lighted through the wire A, wire a, contact 0, contact 0 wire a Wire a, and wire B. At the same time the circuit, including the alarm G and the third rail F, are open byreason of the connection of wire a with wire a, and wire A is broken by reason of the armature of magnet C no longer bridging said contacts. If, however, the advance car is in section Y and over railsection D and J, then the circuit to solenoid C is completed through wire A, wire a, wire'- a rail-sectlon D, car,'ra1l-sect1on J, wire a wlre B, and the magnet O 1S energized,
causing its armature to bridge the contacts 0 and c completing a circuit to dangerlights E through wire a, contact 0., contact 0 wire a wire a, and wire B. At this time the connection between contact a and c is broken. Thus a danger-signal is set against a following car approaching this section. Further, when the car-wheels are on sections G and H a circuit is completed to the alarm G through the sectional rail G, the wire G and a to wire B, and from wire A through wire a, contacts 0 0 wire a, wire a to rail-section H through car to rail-section G. The rail-section G is made quite short, so as not to continue to ring the alarm for any substantial period. During these conditions also when abrush L, carried by the car, touches and travels over the third-rai1 section F that third-rail section is connected by the wires Z with lamps M M and bell-magnet N and also connects said devices with the wheel 0 of the car, which travels on the rail-section H. Thus so long as the wheel is on rail-section H and the brush L on third rail F a circuit is completed, through wires A a, contacts c 6 wire a, wire a ,rail-section H, car-wheel, lam s, and bell-magnet in car, to brush L, thir rail F, wire B. The extent of third rail F and rail-section H determine the duration of the alarm and lighting on the car. The conditions just described remain until the advance car has passed through section Y and has reached the rail-sections D and I of section X.
Having now fully described my invention, what I claim, and desire to protect by Letters Patent,is-
1. In combination, a source of current-supply, a railway-track having, at two points thereof, 0 posite rail-sections, one rail-section at eac point being electrically connected to one pole of the current-supply and the other to the other pole, a solenoid for each track-point, two signals, an electric circuit for each signal, one including the armature when one solenoid is energized and the other the armature when the other solenoid is energized, the energizing of each solenoid closing the circuit to its corresponding signal.
2. In combination, a source of current-sup-- ply, a railway-track having, at two points thereof, opposite rail-sections, one rail-section at each point being electrically connected to one pole of the current-supply and the other to the other pole, a solenoid for each track-point, two signals, an electric circuit for each signal, one including the armature when one solenoid is energized and the other the armature when the other solenoid is energized, said solenoids being oppositely placed, the energizing of one solenoid closing the circuit to its corresponding signal, and opening the circuit to the other signal.
3. In combination, a source of current-supply, a railway-track having, at two points thereof, 0 posite rail-sections, one rail-section at eac point being electrically connected to one pole of the current-supply and the other to the other pole, a solenoid for each track-point, a contact in electrical connection with one pole of source of current-supply, a second contact, a signal in electrical connection with said contact and the other pole of current-supply, a third contact, a second signal in electrical connection with the third contact and the last-mentioned pole of ourrent-supply, the armature when one solenoid is energlzed being adapted to connect the first and second contacts, and the armature when the other solenoid is energized being adapted to connect the first and third contacts.
4. In combination, a source of current-supply, a railway-track having, at two points thereof, opposite rail-sections, one rail-section at each point being electrically connected to one pole of the current-supply and the other to the other pole, a solenoid for each track-point, a contact in electrical connection with one pole of source of current-supply, a second contact, a signal in electrical connection with said contact and the other pole of current-supply, a third contact, a second signal in electrlcal connectionwith the third contact and the last-mentioned pole of currentsupply, the armature when one solenoid is energized being adapted to connect the first and second contacts, and the armature when the other solenoid is energized being adapted to connect the first and third contacts, said solenoids being oppositely laced and connected, whereby, when one so enoid is energized, the circuit to its corresponding signal is closed and the circuit to the other signal opened.
5. In combination, a source of current-supply and a railway-track, a contact in electrical connection with one ole of currentsupply, a second contact in e ectrical connection with a rail-section, a signal in electrical connection with an opposite rail-section at that point and with the other pole of the current-supply, a solenoid adapted when energized to connect said contacts, an electrical circuit including said solenoid and opposite track-sections at a point in advance of the first-mentioned track-sections.
6. In combination, a source of current-supply and a railway-track, a contact in elec trical connection with one ole of currentsupply, a second contact in e ectrical connection with a rail-section, a signal in electrical connection with an opposite rail-section at that point and with the other pole of the current-supply, a solenoid adapted when energized to connect said contacts, an electric circuit including said solenoid and opposite track-sections at a point in advance of the first-mentioned track-sections, and means to release the last-mentioned solenoid-armature at the desired oint on the tracli.
7. In comblnation, a railway, an electric circuit, a signal in said circuit, a switch in said circuit, an electric device controlling said switch, an electric circuit for said electric device including opposite rail-sections, a
"second circuit, a signal in said second circuit,
a switch for said second circuit, an electric circuit for said second circuit-switch including opposite track-sections in advance of the first-mentioned track-sections, said switches being connected together so that the energizing of one electric switch-controlling device acts oppositely upon the two switches.
8. In combination a source of current-supply, a railway-track, a car or cars thereon, a signal in electrical connection with a tracksection and one pole of the source of currentsupply, a second rail-section in electrical connection with the other pole of current-supply, a switch on said connection, an electrical device controlling said switch, an electric circuit including said electric switch-controlling device and opposite track-sections at a point in advance of the first-mentioned track-section, a device carried by the car adapted to make connection with the rail-section and electrical connections in the car, including a signal or signals between said device and the wheel adapted to travel on the first-men tioned track-section.
9. In combination, a source of current-supply, a railway-track, a car or cars thereon, a signal in electrical connection with a tracksection and one pole of the source of currentsupply, a second rail-section in electrical connection with the other pole of current-supply, a switch on saidconnection, an electrical device controlling said switch, an electric circuit including said electric switch-controlling device and opposite track-sections at a point in advance of the first-mentioned track-sections, a device carried by the car adapted to make connection with the rail WALTER E. SANDS.
Witnesses:
EDWARD W. DITMARS, A. F. TURPIN.
US25070205A 1905-03-18 1905-03-18 Electric block-signal for railways. Expired - Lifetime US819808A (en)

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