US835951A - Signaling on railways. - Google Patents

Description

PATENTED NOV. 13, 1906.

G. M. JACOBS & R. J. INSELL. SIGNALING ON RAILWAYS.

AYYLEOAHQK TILED JULY 2. 190&

2 8KEHTS-SHEET 1.

. .batter in his cabin.

UNITED STATES PATENT CHARLES MARK JAcoBs AND ROBERT JAMES INSELL, oF READING,

ENGLAND.

To all whom it may "nicern:

Be it known that we, CHARLES MARK JA- (3OBS,'IQSldlI1g at St. Cutliberts, Alexandra 'Road, Readin and ROBERT JAMES INSELL, residing at 17 ussell street, Reading, in the county of Berks, England, subjects of the King of Great Britain, have invented certain new and useful Improvements Relating to Signaling on Railways, of which the followin! is a specification.

in United States patent application filed onOctober 30, '1905, Serial l\io. 285,163, by Jacobs, Inse'll, Newton, and Bowden is described a signaling device for use on railways wherein a lever carried by the train is 0 erated by a ramp on the line at each signaling .position for the purpose of opening an electric circuit on the train to give a dangersignal. When theline is clear, the Signalman connects a conductor on the ramp with the As the train passes over t e ramp the said conductor becomes, through the lever carried by the train, a part of a second circuit carried by the train, which is thus closed] The current in this circuit resti'aii s the dangersignal, which otherwise would have been iven and at the same time operates an all-rig it signal. When this si aling device is to be adopted on a single me of railway, it is desirable that trains going in one direction should receive no signal at all at certain ramps, these ra'nips being ,supplied merely for signaling trains going in the other direction. For this purpose, according to the present invent-i on the conductor-on the ramp applying to a train which is to receive no signa is connected by the signalrnan with his battery in such a inamuu' that the current flows througn the second circuit on the train in such a direction that itfails to operate a polarized relay which issuhstituted-on the train for the all-right signal of the former arrangement. Whcri the ramp is to ap 1y to a train which is to receive a signal, t e connection oi the conductor with the battery is such that the current flowing tlirou h the second circuit on the train o icr ates tie polarized relay to close a third circuit carried completely on the train, which controls the all-right signal. W hethcr or not the current that ilows through the second;

circuit on the train operates the relay, itis nevertheless able to restrain the danger-signal bv energizing an electroiiiagnet in that Speoification of Letters Patent.

Application filed July 2, 1906. Serial No. 324,452.

Patented Nov. 13,1906.

circuit, which operates to restrain the dan ersignal notwithstanding that the ramp ias lifted the lever and opened the circuit first above mentioned.

In the accompanying drawings, Figure 1 is a side elevation of a part of a locomotive provided with signaling devices such as are described in specification to United States patent application above referred to modified accordin use when the ocomotive is running on a single line. Fig. 2 is a diagram illustrating the combination of the invention with an ordinary electric stafl apparatus with which single ines of rail are generally worked.

In the circuit of the battery t, carried by the locomotive, is an electromagnet b and a switch 6. The armature b of the electromagnet is carried by a lever (not'here shown) that controls the valve of the locomotivewhistle, and when the magnet b is energized,

as is normally the case, it retains the arma-,

ture to keep the said valve closed. The arm c", of the switch c is operated by a lever d in whose path as the train travels is a ram a. When the lever rides'up the ramp, it is 1i ted sufiiciently to move the arm 0 off the contaste of the switch 0, whereby the circuit of battery c is broken, the magnet b is deinerized, and the lever carrving the armature b ails to open the valve oi the whistle. I The details of the construction so far as described do not differ from those of the corresponding construction shown in the afore said specification.

The lever d is insulated from, the mass of the locomotive, as described and shown iii the said specification, and the ramp 6 carries along its whole length an electric conductor e, which can be connected by the Signalman either with the positive pole of a battery 6 or the negative pole of a battery e The circuit is in either case completed through the lever dfan electromagnet f, the frame of the locomotive, and earth. The armaturclf the magnet f is also carried by the ever which controls the valve of the whistle.

will be obvious, therefore, that whenever the conductor 6 is ,connected with either of the batteries (5 c the magnet f is energized and the armature f is retained, so that the whistie does not sound, even though the circuit of battery 0 be broken at switch (r.

The circuit that includes eiccir":

to the present invention for.

' battery circuit includes an e ectric bell i.

is branched at f, and in the branch is inserted a polarized relay 9, whose tongue 9 can comlplete at contact 9 the circuit of a When the Signalman connects the positive poleof battery c with the conductor e, the direction of the current through the polarized relay g is such that the tongue turns awayiromthe contact 9 and the be 1-, which is the all-right signal, is not sounded. On the other' hand, W on the Signalman connects the negative pole of batter e with the conductor e the tongue 9 touclies the "contact 9*, and the bell is sounded. The Signalman has it in his power, therefore, first, to give the danger-Si nal by not connecting either batter wit conductor e; second, to restrain the angersignal without giving the all-right signal by connectingbattery c with the conductor e or, third, to restrain the danger signal and give the audi -ht signal by connecting battery a with conductor e.

Fig. 2 is a diagram showing how this invention is applied'to a single line of rail worked by a staff system.

A and are two signaling-stations which control, respectively, the signaling positions C and D on the section of sin le line between A and B. At each station there are two levers operating switches 70 Z, respectively. The contact-fingers of switch k are connected by means of the various leads, as follows: It and 7:, respectively, with terminals m and m of the cleetricallv-controlled stafi instrument, which may be of any known construction, but is here represented as constructed on the rinciples set forth in the specification to ritish Patent No. 1,263 ofl1889; k, with one pole of batter n, of which the other pole is connected witi terminal mfof the stafl instrument; It, with terminal mf; 7: with the conductor 2 on the ramp e f at C or D, as the case may be, and k with the positive pole of battery 0 Of the remaining terminals of the stafi' instrument, m is" connected by the line-wire twith terminal m of the stafi instrument at the other station, m

with earth, and m with one terminal o a polarized relay p, the other terminal of which is connected with terminal m At each station there is a local circuit including battery 9, an electronmgnetic loch r, which locks the switch is in each of two positions, and the tongue 9 ofthe relay 1). ()F the contact-fingers of switch Z, Z is connected with'the negative pole of battery 5, and I? with the conductor a.

The-details of the staff instrumentneed not be described here." I Suilice it to say that the principleon which it acts is that a staff cannot be removedfr'om or placed in. the

rack'where it remains when not'i-n use with out turnin a disk. The revolution of the dISk.fOI rep acing the staff is not'locked; but

carried b the locomotive which.

the reverse revolution for withdrawing the stafl is locked electromagnetically, so that the staff cannot be removed until an electric current is sent from the other end of the section of the railway-line. ments are complicated by various devices for preventing errors; but their essential function requires four switches (marked 1, 2, 3, and 4 in the diagram, Fig. 2.) Of these, switches 1 and Z are directly operated by the attendant, while 3 and 4 are commutating switches moved automatically by the revolution of the disk when a staff is withdrawn or replaced.

' Assuming a train to be ready to start at B to run to A and all the staffs to be in their instruments, the operation is as follows: A turns his switch 2 into the position shown in dotted lines. Thereup'on current flows from pole of his line-battery n to fin er k finger 7c, terminal m, switch 2, in icator m, switch 4, and terminal "m to line t. It will be seen that accordin to this invention this flow of current can on y occur when switch 7c is in the position shown-namely, that which contacts k and 7c are bridged. At 13 the current thus sent by'A enters the sta'fi instrument at terminal m and flows through switch 4, indicator m, switch 2, switch 1, terminal m", polarized relay p, terminal 131 switch 3, and terminal m to earth. The circuit is completed through As staff instrumentnamely, through terminal m switch 3, and terminal m to ole of battery it. If the current sent by is in the right direction, the polarized relay at B is operated to close the circuit of attery g. In the known apparatus this ci'i'rr'ent would have directly unlocked the aforesaid disk to allow B to withdraw a staff as soon as B had moved his switch 1 into the dotted-line position. According to the present invention, however, the current energizes the polarized relay, and so closes the local circuit to unlock the switch 11:. This enables B to turn the lever of this switch into the position shown in. dotted lines, thus bridgingthe contacts k P, which is essential in order that current may be able to flow through theunlocking-mag'riet it. Having moved his switch It, B now turns his switch 1 into the position shown in dotted lines. 'lher'eupon current flows from line t, through terminal m switch 4, indt cater m, switch 2, switch 1, terminal m, finger k finger k, terminal in, i'na netit, terminal m, switch 3, and termina m to ea.rth,"-"tl1e circuit being completed through Afs staff instrument, as :before. 13 {now removes a staff, by-wllich :,ac]tio'n he" turns both switches?) and 4 into? the osition shown indotted lines. Switchi having been autorn'aticall returned to T the position shown in full lines, either by a springer by the disk turned when the stall is removed,

The staff instru- 7o I-CO sauces:

m through switch 4, terminal m, relay p, terminal m, switch I, switch 2, indicator 'rrt, switch 3, and terminal in to earth. Thus the current through relay 7) is reversed, deenergizing magnet r and again locking-switch k in its new position. B y moving switch k, B has also bridged contacts 7c 7r", thus connecting the positive mlc of battery 0 with conductor/1utDand l from contact 71:, preventing himself from transmitting current to As statl' instrument. The train new proceeds and in passing; D takes up'eurrent from conductor 1:, so that no dancer-signal is given. On the other hand, the relay g, Fig. 1, on the train only closes the local circuit on the train when traversed by negative currents, so that no all-rightsignal is given. If .A. wishes to give a dariger-si na l as the train passes G, he

leaves both iis'switchcs as they are, whereupon the train receives no current from conductor e at C and the danger-signal is given. If A wishes to give an all-right signal, he moves the lover of switch 1 into the position showiji in dotted lines, thus connecting the negative pole of his battery 8 with the conductor e at C. When the train has arrived at A and the stall has been put into As stafi' instrument, thus altering the commutator of As instrument in abled to send a current of proper direction to B, unlocking the latters svvitclrK, which must he returned to its original osition before B can send current to A. he levers of switches 7c and l are interlocked, so that the lever of I cannot be moved to connect the negative pole of battery 8 to conductor e unless the lever. of 7c is in its normal position When the train is to run from A to B, the reverse series of operations occur.

Having thus described the nature of this invention and the best means We know of carrying the same into practical effect, We clan 1. A signaling device for railways, comprising means constituting a normally closed circuit, means constitutinga normally open circuit, a separate electrical device contained in each circuit, a dangcnsignal controlled by each electrical device, a second normally open circuit, means contained in th e-first normally open circuit adapted to close the second normally open circuit when a current flows in one direction through the first normally open circuit, mechanical vmeans for opening the said normally closed circuit to 'give the danger-signal when a train passes a signaling point, meaiis for closingthe' said first normally open circuitto restrain the danger-signal, and means for determining the direction in which the current shall flow through the said first normally open circuit When it is closed.

2. A signaling; device for railways, com-' prising means constituting a normally closed ias insulated contact 7r.

means for determining the l known manner, A. is ensaidtrain including circuit, means constituting a normally open circuit, a separate electrical device contained in each circuit, a danger-signal controlled by each electrical device, a second normally open circuit, means containtul in the first normally open circuit adapted to close the second norm ally open circuit when a current flows in one direction through the first normally open circuit, mechanical means for opening the said rmrmally closed circuit to give the danger-signal when the train passes a signaling point, means for closing thesai d fir t norm all open circuit to restrain the (langensignal: direction in which the current shall l'low tl'uough the said first normally open circuit when it is closed, and a stafi instrument contrr lling the last-named means.

3. A device for signaling from fixed points on a line of-railway to a train passing along the line, comprising a fixed ramp at each'signaling-point on the line, a lever carried by the train and adapted to engage with the said ramp, switch on the train adapted to be opened every time the said lever engages a ramp, an electric circuit carried completely on the train and controlled by the said switch, a danger-signal on the train, an electromagnet in the said circuit adapted. when energized to prevent the said danger-signal from operating, an electrical conductor on the said ramp, a sec ond circuit carried on the said train including the said lever and adapted to be closed when the latter engages the said conductor on the ramp, an electronic-gust in the said second electric circuit and adapted when energized toprevent the said danger signal from operating, a polarized relay in the said second circuit, a third circuit carried completely on the train and adapted to be closed by the said po larized relay, and safety-signal adapted to the operated when thesaid third circuit is closed.

4. A device for signaling from fixed points on a line of railway to a train passing along the line, comprising a fixed ramp at each sig naling'point on the line, a levercarried by the train and adapted to engage with the said ramp, a switch on the train adapted to be opened every time the said. lever engages a ramp, an electric circuit carried completely on the train and controlled by the said switch, a danger-signal on the train, an elcc trornagnet in the said circuit adaptedv when energized to prevent the said dangensignal from operating, I the said ramp, a second circuit carried on the the said lever and adapted to he closed when the latter engages the said conductor on the ramp, an electromagnet in the said second electric circuit and adapted when energized to prevent the said danger-signal from operating, a polarized relavin the said second circuit, a third circuit carried completely 'on the train an electrical conductor on and' adapted to be closeddrry the said eolamized relay, a safety signal adapted. tov be operated when the said 'thirdoeircuit is closed, it source of electric current beside the line, a switch adapted to,

connect one pole of the said source with the mid conductor on the ramp, and a switch adapted to connect the other pole of the said source with the sa'yid conductor on the ramp,

5. One section of esingle lineof railway, aramp adapted for signaling to trains goin Y in one direction, a ramp adapted for signe ing trains going in the other-direction, en. electric conductor on each ramp, at source of electric current beside the linetet each ramp, at switch adapted to connect one pole of the source of I current with the conductor on the corre sgonding ramp, a switch adapted to connect t e other pole of the source of current with the conductor on the corresponding ramp e11 eleetricelly-coiltrolied staff instrument at each end of the section of line, and means whereby the switch. adapted to connect one pole-of the sourceof currentwith thecoeductor on the corresponding remp egmrot be e ereted unlessell. the staffs are in, place in t 'e st- -flf instrument and en electriccurrent hes been-transmittedfrom-the'stefi instrument at the other end of the line.

In witness whereof we have signedour names to thisspecification in the presence of c two subscribing Witnesses.-

CHARLES MARK JACOBS. ROBERT JAMES INSE LL'. Witnesses: JOSEPH MILLAR WALTER J. SKERTEN.

Images