US840428A - Electrical signaling system. - Google Patents

Description

PATENTED JAN. 1, 1907.

E.R.BRODTON ELECTRICAL SIGNALING SYSTEM.-

APPLIOATION I'ILED SEPT. 3. 1904.

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PATENTED JANLl, 1907.

E. RQBR'ODTOINL ELECTRICAL SIGNALING SYSTEM.

APPLIOATION FILED SEPT. a. 1904.

2 SHEETS-SHEET 2.

UNITED STATES PATENT OFFICE.

EDWARD R. BRODTON, OF ATLANTA, GEORGIA, ASSIGNOR OF ONE- TWENTIETI-l TO Gr. W. PARROTT, ONE-TVVENTIETH TO E. H. THORNTON, ONE-FORTIETH TO T. D. MEADOR, ONE-FORTIETH TO D. B. CARSON, ONE-TWENTIETH TO T. A. HAMMOND, ONE- TWENTIETH TO E. M. HORINE, ONE-TWENTIETH TO T. H. EGLES- TON, ONE-TWENTIETH TO CHAS. A. CONKLIN, ONE-TWENTIETH TO R. E. PARK, ONE-TWENTIETH .TO D. U. 0. ROBERTSON, ONE- SIXTH TO D. G. JONES, AND ONE TWENTIETH TO H. G. STOCK- DELL, ALL OF ATLANTA, GEORGIA.

ELECTRICAL SIGNALING SYSTEM. I

Specification of Letters Patent.

Patented J an. 1, 1907.

Application filed September 3,1904. Serial No. 223,250.

tion of circuits arranged to guard a train against accident.

The main object of the invention is the arrangement of a normally open circuit carried by the locomotive and adapted when closed to sound an alarm, operate an enunciator, close the throttlevalve, and set the brakes, in combinationwith means carried by the track for closing the normally open locomotive circuit whereby to electrically operate the parts described.

Another object is the arrangement of a telephone-circuit carried by the locomotive and by a station, whereby an engineer of a train may communicate with the engineer of an approaching train or with the stationkeeper, the energizing medium for such telephone-circuits being carried by the locomotive and of a predetermined strength, so that the trains are only in communication with each other or with the station within certain limits.

Another object is the arrangement ofa crossing or other alarm circuit in connection with the engine telephone-circuit and energized solely through the latter, whereby the alarm is sounded only when the train is? within a certain-distance of said alarm.

the claims.

In the accompanying drawings, Figure 1 is a diagrammatic view illustrating particu larly the arrangement of the locomotive and car circuits and showing the track and cooperative parts. Fig. 2 is a plan showing a portion of the track, and particularly illustrating a means for closing the circuit in the event of the track being submerged in water. Fig. 3 is a similar view showing the track-circuit-closing means operated through the displacement of a bridge or trestle. Fig. 4 is a similar view showing the track-circuitclos ing means operated by a landslide. Fig. 5 is a similar View showing the track-circuit-closing means operated by the movement of a switch and also illustrating a means for electrically operating the switch. Fig. 6 is a similar view showing the track-circuit-closing means operated by a railroad-crossing and also by a passenger-crossing.

Referring to the drawings, wherein like parts are designated by similar reference-numerals throughout, 1 represents the track, comprising the ordinary rails of commercial use.

2 represents the third or intermediate rail, being preferably located longitudinally of and centrally between the rails 1 and divided into sections 3. The sections are insulated from each other at 4 to prevent direct end connection; but contiguous sections are preferably in electrical connection with each. other by means of resistance-coils 5. Parallel with the third rail and on each side thereof are located auxiliary rails 6 and 7,

both of which are in electrical continuance throughout the length of the system.

8. represents the station-wires, being preferably embedded between the auxiliary rails and the third rail, as shown. These wires 1 are made in sections 9, the sections being The invention in the preferreddetails of structure will first be described in the following specification with reference to the accompanying drawings and then pointed out in;

joined by connectors or contacts 10, insulated from the third rail, the auxiliary rails, and from each other, and adapted to be engaged by a shoe on a locomotive-to close the circuit. It is understood that the stationwires 8 are embeddedv between the tracks in suitably-insulated conduits and that the connectors 10 extend upward, so that their switch 23 and to the shoe 17.

surfaces are practically on a plane with the third rail and auxiliary rails. An enunciator 11, which may be of any form desired, is in electrical communication with the wires 8, the energy for this circuit being preferably derived from the battery or other energizer 12, located in the circuit within the station.

Referring particularly to Fig. 1, wherein is illustrated the circuits on the locomotive and car, it will be noted that said circuits are normally open and are interdependent--- that is, the energizing of one of the circuits will affect the other. The engine carries an alarm 13 and an enunciator 14, each of which is adapted to be operated by the closing means carried by the track. It will be further noted that the energizing medium for each of the locomotive and car circuits is carried with the circuits, whereby it is essential that said circuits be normally open, and closed only through the operation of means carried by the track, to be later described. The connection between the movable circuit and the track comprises shoes 15 and 16, carried by the locomotive and in contact with the track-rails 1, and a shoe 17 carried by the locomotive and in contact with the third rail 2. From the shoe 15 a wire 18 leads through a source of energy 19 to an electromagnet 20, and from the magnet to the enunciator 14, a wire 21 leading from the enunciator through an electromagnet 22 to a Wire 21, contiguous the electromagnet 22, is branched, the branch 24 leading to a second electromagnet 25, the wire from which, as 26, leads to shoe 16. An armature 27 is pivotally supported adjacent to and arranged for cooperation with the eleetromagnets 22 and 25,"

which armature has connected with its pivoted end a wire 28, leading to a wire 29, which energizes an electromagnet 30, arranged to control the throttle-lever 31. Wire 29 leads through a source of energy 32 to a contactpoint 33, arranged contiguous the-armature 27 and contacted with by said armature in the closing movement thereof under the influence of the electromagnets 22 and 25. A spring 34 is arranged to maintain the armature normally out of contact with the magnets, while a spring-operated catch 35 is arranged to engage the free end of the armature to holdsaid armature in contact with the electromagnets 22 and 25 after energizing of the'latter.

The circuit-wire 29 extends beyond its connection with wire 28, as at 36, leading to a branch 37 which leads through a source of energy 38, the current passing from the battery 38 by wire 39, which leads to an electromagnet 40. The wire 39 previous to its con nection with the electromagnet is connected to a cross-wire 41, connected at its opposite end to a branch 42, which latter leads to an electromagnet 43. As shown, the electromagnets 40 and 43 are supported on the carbody immediately above the trucks. Movable contacts 44 are mounted on the trucks immediately beneath the electromagnets 40 and 43, from which contact-wires 45 lead to a main 46, connected with electromagnets 47, the armatures 48 of which carry brake-shoes 49, arranged for cooperation with the truckwheels.

/ W1re 36 leads past its connection with wire 37 to a position contiguous the trucks, being there connected with a wire 50, leading to one of the electromagnets 47, while a second wire 51 leads from wire 37, near its juncture with wire 36, to a position contiguous the truck, and there connected with wire 52, leading to the other electromagnet 47 on the truck frame. It is understood that the wires 36 and 51 continue lengthwise the car or train and have suitable branch wires leading to the electromagnets on each truck.

Wires 39 and 42 are connected in an alarmcircuit comprising an alarm 53, having a wire 54 leading to and connected withwire 29, and a wire 55, connected directly to wires 39 and 42, it being understood that the latter wire leads lengthwise the car or train and is directly connected in each truclceircuit, whereby to sound an alarm in the energizing of said circuit. A branch wire 56 connects wires 29 and 37 to complete the alarm-circuit.

- 57 represents a telephone carried'by the locomotive, the circuit-wire 58 of which passes througha source of energy, as a battery 59, and connects with a shoe 60, carried by the locomotive and resting upon one of the auxiliaryrails, as 6,while the other telephonecireuit wire 61 connects with a shoe 62, resting upon the other auxiliary rail 7. A telephone 63 is arranged within the station, the circuit-wire 64 of which leads through the source of energy 65 to the auxiliary rail 7, while the other circuit-wire 66 leads to the other auxiliary rail 6, it being understood that the connection between the rails 6 and 7 and the station telephone- wires 64 and 66 1s a permanent one.

A shoe 67, carried by the locomotive and arranged for contact with the connectors or contacts 10 in the station-wires 8, operates to close the circuit in these wires as the shoe contacts with said connectors, whereby the instrument 11 is operated, and the station agent is able to tell the distance of the train from the station, as will be obvious, it being understood that the instrument 11 may be of any suitable form adapted to register the length of the circuit or the strength of the current, and thus indicate the distance of the train from the instrument.

The alarm 13 is arranged for the information of the engineer and to guard his'individual circuit against accidental disarrang ment without his knowledge. The circuit ICC IIO

comprises a contact 68, connected by wire with a battery 69, leading through the alarm 13, a wire 70, leading from the alarm to a pivoted armature 71, arranged for cooperation with the electromagnet 20, the armaturc being spring-held, as usual, and arranged to contact with point 68 when released from the armature.

From the above description it will be noted that the telephones of the locomotives on the same track and the telephones of the various stations along the line are in the same circuit at all times. As the sources of energy of these circuits are arranged in the telephone connections properthat is, upon the locomotives and in the stations and not in the conductor-rails 6 and 7it follows that said circuits will not be energized to ermit intercommunication until the telep ones of the respective locomotives, or of a locomotive and a station, have approached sufficiently close to permit their sources of energy to energize a complete circuit. It is therefore evident that the engineers or station agent and engineer may communicate with each other only when their circuits are energized, and as such depends upon the strength of their local batteries the strength of the latter will limit the distance over which such communication may be held. The engineers of the respective trains may therefore be advised of their respective proximity by their ability to communicate over the telephone-circuit.

It Will be noted that there is a practical circuit established in the engine through the truck-wheels of the locomotive contacting with rails 1 and through the shoes 'and 16 and the Wires leading therefrom. It will be noted, however, that this circuit is energized only from the battery or other source of energy 19 and operates through both the electromagnets 22 and 25. This circuit passes through the electromagnet 20, the energy of,

the circuit being of sufficient strength to hold the armature 71 in contact with the electromagnet and maintain the circuit of the alarm 13 open. This condition will continue as long as the engine-circuit is maintained; but

should any derangement of this circuit occur the electromagnet 20 will become def-nergized, and the spring of the electromagnet armature 71 will act to close the alar1n-circuit and sound the alarm, notifying the engineer of the derangement of the local circuitl It will be noted that the closed circuit maintained by the truck-wheels, of the locomotive is through the shoes 15 and 16 and wires 18 and 26 and passes through both electromagnets 22 and 25. current is insufficient to so energize both electro nagnets as to attract'the armature 27. Hence the throttle-valve and brake circuits are normally open, as well as the enunciator 14. In the event, however, of a train approaching a second train either at rest or This division of moving upon the same track where the distance between the trains is decreasing the current from the local circuits of both trains will pass through the shoe 15 and wire 18 and through the electromagnets 22 and back to the third rail 2 through the shoe 17 and also from the shoe 16 through the wire 26 and both electromagnets 22 and back to the third rail 17. In this operation the local sources of energy are focused upon the electromagnet 22 of each local circuit through the interposition of the third rail, hence de veloping suflicient energy to attract the armatures 27 of each local circuit, closing the throttle-circuit by contact of armature 27 with point 33 and operating to shut off steam. Through leads 56, 36, 37, 51, 50, 52 and 46 the electroinagnets 47 are also energized and the brakes 49 applied to the truck-wheels.

To provide for stopping of the train in the event of derangement of any particular truck, I arrange the alarm-circuit, including the battery 32, wires 54 55 29 56 37 39 42,

and the battery 38, which circuit is normally open through the separation of the contacts and 43, with the movable contacts 44. In the event of derangement of the truck the contacts 40 and 44 and 43 and 44 will close the circuits, sounding an alarm, closing the throttle lever 31 and through the branch wires setting the brakes, all as will be evident.

As the sources of energy are carried on the locomotive and as these sources of energy are operative only through a particular distance, it follows that by a special arrangement of the batteries the above-described operation may be effected at any predetermined distance between the trains. This feature of the invention is in conjunction with the resistance-coils 5, uniting the third-rail sections 3, which sections may be of any desired length and the coils 5 of any desired resist ance, further controlling the distance between trains essential to effect the operation of the parts, it being understood that the farther apart the trains the greater the resistance in the circuit, and hence the less effective the source of energy, while the closer the trains approach the fewer the resistancecoils between them and the more effective the local batteries.

The above description sets forth the operation of the parts due to the presence of two trains upon the same track and is designed, primarily, to prevent collisions, it being understood that in the event of the parts operating to shut off steam and set the brakes the engineers of therespeotive trains will C0111- Inunicate Withone another through the telephones 57 and proceed accordingly. It is of great importance, however, to arrange the system to guard the train against accident other than collisions, and it will be evident that any means which tends to close the circuit between the third rail and one of the track-rails 1 will through the localbattery on the approaching locomotive operate the parts as above described.

In Fig. 2 I have shown a track-closing means designed to be operated by an undue elevation of water-level, which means comprises a conduit 72, carrying a float 73, connected with the track-rails 1 by wires 74 and 75. A fixed contact 76 is arranged in the conduit at the height desired or dangerpoint, being connected with the third rail 2 by a wire 77. It will be evident that a closed circuit will be established by the contact of the float 73 and fixed point 76 by the elevation of the water and that the approaching train will be automatically stopped within the predetermined distance.

In Fig. 3 the track-closing means is shown as applied to a bridge, wherein a rod 78, hav ing fusible connections 79, passes through one of the bridge-stringers and is connected to a spring-pressed contact-point 80, the

fixed contact 81 being arranged contiguous the movable contact and connected by branch wires 82 83 to the track-rails'1, while the movable contact is connected to the third rail 2 by wire 84. The destruction of the bridge will break the rod 78, permitting the contacts 80 and 81 to close the circuit between the track-rails 1 and the third rail 2, automatically sto ping the train when the latter has approac led within the determinate distance.

In Fig. 4 a track-closing means is operative in the event of a landslide, wherein movable frames 85 are arranged on each side the track a proper distance therefrom and carry contacts 86, connected with the track-rails 1 by wires 87, fixed contacts 88 being arranged contiguous said movable contacts and connected with the third rail by wires 89. Undue pressure against the frames 85 will close the circuits through the contacts 86 and 88.

In Fig. 5 the circuit-closing means is shown in the switch mechanism, wherein the bar 90, joining the points 91, carries a movable contact 92, which contact is connected by a wire 93 with the track-rails 1, a fixed contact 94, connected by wire 95 with the third rail 2, being located adjacent the movable contact 92. Should the switch be set for the siding instead of the main track, the contacts 92 and 94 would close the circuit between the tracks 1 and the third rail, operating the train mechanism hereinbefore described. In this connection I provide means to permit the engineer to set the switch as may be desired, which means comprises a conductor-rail 96, arranged adjacent one main track 1, and a second conductor-rail 97, arranged adjacent the other track-rail. Electromagnets 98 and 99 are arranged each side the track, being adapted, through suitable armatures, to

move theswitch tie-bar 90 in reverse direc-.

and 121.

tions. The armature 98 is connected by wires 100 and 101 to the main track 1 and to the contiguous conductor-rail 96, while the electromagnet 99 is similarly connected to the other main-track rail and the adjacent conductor-rail 97 by wires 102 and 103. A local circuit comprising wires 104 and 105 is carried by the engine, the wires terminating in shoes 106 and 107, arranged to contact with one main-track rail and the conductorrail'96, a battery 108 and a switch 109 being arranged in this circuit on the engine. A second circuit comprising wires 110 and 111 is also carried on the engine, which wires terminate in shoes 112 and 113, arranged to contact with the main track 1 and with the contiguous conductor-rail 97, a battery 114 and a switch 115 being connected in this latter circuit. From this description it will be seen that the engineer by energizing either local circuit described by suitable manipulation of the switches 109 or 115 may set the track-switch to either the main track or sidin as may be desired.

11 Fig. 6 I have illustrated the track-closing means as either a passenger-crossing or train-crossing, in which latter event it will be understood that the various main tracks, third rails, and auxiliary rails are electrically connected, as at 1 16, whereby when the crossing trains have approached within the determinate distance of each other the energizing medium of the respective local en ine-circuits will operate to stop the trains exactly as in the case of the trains upon the same track. The passenger-crossing comprises the usual platform 117, preferably arranged for vertical movement and carrying a movable contact 118, connected by wires 119 and 120 with the track-rails 1, and a fixed contact 121, connected by wire 122 with the third rail 2. The resence of a passenger or team upon the plat 'orm 117 will depress the latter and close the circuit between the track-rails and the third rail by the juncture of the contacts 118 I also provide for an alarm-bell at crossings and arrange for the operation of said alarm when the train has approached within a determinate distance thereof. The alarm-bell, as illustrated in Fig. 1, comprises an alarm 123, having a wire 124 leading to the auxiliary rail 6, a second wire 125 leading from the alarm to the contiguous main track 1. A wire 126 is connected in the engine telephone-circuit, being joined to wire 58 between the telephone-cabinet and the battery 59, whereby said battery is adapted to serve as the energizing medium for the bell-circuit. The terminal of wire 126 connects with a shoe 127, arranged to ride upon the main track 1. The bell-circuit is thus formed through the auxiliary rail 6, shoe 60, battery 59, wire 58, wire 126, shoe 127, maintrack rail 1, wire 125, bell 123, wire 124, back to the auxiliary track 6. It will thus be evi- IJO dent that when the train has approached sufiiciently near the stationary alarm123 to permit the battery 59 to energize the circuit said alarm will sound and continue ringing until the train has passed beyond the alarm the predetermined distance. i i

I have thus provided a system wherein. the train is automatically stopped when approaching a second train upon the track,

when approaching an occupied crossing, or

when approaching a dangerous condition due to a landslide or high water. I have also provided for communication between engineers of widely-separated trains or between an engineer and a station agent and have also provided for indicating to the station agent the position of any particular train within his block or limits.

It will be noted that the crossing alarmbell is sounded by the approaching train Without affecting in any manner the telephone-circuit between trains and that by increasing or decreasing the force of the telephone-circuit battery the alarm-bell may be sounded a longer or shorter time by the train.

It is evident that the resistance-coils 5 may be of any desired value, whereby to control the distance over which the local-circuit batteries will be effective.

The station-wires 9, formed in closed oncuit by the shoe 67, operate the enunciator 11, it being understood that the said stationwires extend lengthwise the system leading into an enunciator at desired points or stations and that the approaching and receding trains will aiiect this enunciator for a distance depending entirely upon the strength of the local batteries .12, by which arrangement the operator Within the station has accurate knowledge of the position of any train Within his block.

It is also evident that, if desired, I may provide means for manually controlling the individual train operations from any part of the train by connecting the usual alarm-cord which extends throughout the train to the armature 2-7, so that a pull on said cord will manually cause said armature to contact with the electromagnets 22 and 25 thus closing the circuit and operating the various devices on the individual train, as heretofore described. Provision is thus made to guard against accident upon the particular train without regard to the system-such, for example, as the separation of carswhich would exert a pull upon the cord and manually close the circuit, or other accident upon notice of which the conductor or any other authorized person would manually operate the cord to close the circuit.

It is evident that in the manual closing of the circuit the catch 35 will hold the armature in cont act with the electromagnets withoperating-cord. In the use of the system de scribed, therefore, the circuit may be automatically closed to stop the train when Within the danger zone, as described, or the circuit may be-manually closed to stop the train in the event of accident to the particular train.

Having thus fully described the invention, what is claimed as new is 1. In an electric train-s gnaling system, a normally open circuit carried by the locomotive, a normally closed circuit carried by the locomotive, a plurality of electromagnets arranged in said circuit, and means arranged with relation to the track to shunt one of said electromagnets in the closed circuit, whereby to close said open circuit.

2. In an electric train-signaling system, a normally open circuit carried by the locomotive, asecondary circuit carried by the locomotive and arranged to close the open circuit, said secondary circuit being closed through contact with the track-rails, a plurality of electromagnets arranged in said secondary circuit, and means to shunt one of said electromagnets to direct the current through the other of said electromagnets to close the open circuit.

3. In an electric train-signaling system, a normally open circuit carried by the locomotive, a secondary circuit carried by the locomotive, said secondary circuit being normally closed, a plurality of electromagnets arranged in said secondary circuit, whereby the said circuit is inoperative to close the open circuits, and means to direct the current of said secondary circuit through but IDO one of said magnets, whereby said secondary circuit is effective to close the open circuit.

4. In an electric train-signaling system, a normally open circuit carried by the locomotive, a secondary circuit carried by the 1000- motive, the terminals of said secondary circuit being in contact with the track-rails, a third rail intermediate said track-rails, a

branch of said secondary circuit normally in contact with the third rail, and means carried by the track to electrically connect one of the track-rails and the third rail. I

5. In an electric train-signaling system, the combination with track-rails, of auxiliary rails arranged intermediate the track-rails, a telephone-circuit carried by the locomotive, the terminals of said circuit being in contact With the auxiliary rails, a track alarm-circuit with its terminals in contact with one of the track-rails and one of the auxiliary rails respectively, and a branch leading from the telephone-circuit and in contact with a trackrail.

6. In an electric train-signaling system, a normally open operating-circuit carried by the locomotive, a secondary circuit carried out regard to the condition or position of the l by the locomotive, a plurality of electromagnets arranged in said secondary circuit, said electromagnets being arranged in series with the terminals of the circuit in contact with the track-rails, a third rail arranged intermediate the track, a conductor ieadiug from one of said electromagnets to said third rail, and means arranged with relation to the track to form an electrical connection between the track-rails and said third rail, whereby to 'shunt0ne of said electromagnets 1n the sec- 10 ondary circuit.

In testimony whereof I atfix my signature in presence of two Witnesses.

EDWARD R. BRODTON.

Witnesses:

CHAS. P. G-LOVER, MARY MARTIN.

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