US845683A - Signaling system for electric railways. - Google Patents

Description

No. 845,683. I PATENTED FEB. 26; 1907. o. P. BREBSB & A. J. WILSON. SIGNALING SYSTEM FOR ELECTRIC RAILWAYS.

KIPLIOATIOH FILED MAY 5, 1.902..

s sums-sum 1.

INVENTOR ATTORN EYS N0. 845',683. PATENTED FEB. 26 1907.

- 0. P. BRBESE & A. J. WILSON.

SIGNALING SYSTEM FOR ELECTRIC RAILWAYS.

v APPLIGAIION FILED MAY 5,190'2.

' s SHEETS-SHEET 2.

v INVENTCR? I ATTORNEYS I UNITED STATES PATENT OFFICE.

CHARLES P. BREESE, or NORFOLK-VIRGINIA, AND ADONIRAM J. WILSON, or WESTFIELD, NEW JERSEY, ASSIGNORS TO THE HALL SIGNAL COM- PANY, ACORPURATION or MAINE.

SIGNALING SYSTEM FOR ELECTRIC RAILWAYS.

Specification of Letters Patent.

Patented Feb. 26, 1907'.

Application filed May 5,1902. Serial No. 105,870-

To a whom it may concern.-

Be it known that we, CHARLES P. BREESE, a citizen of the United States, and a resident of Norfolk, in the county of Norfolk and State of Virginia, and ADONIRAM J. WILsoN, a citizen of the United States, and a resident of \Vest'lield, Union county, State of New Jersey, have invented certain new and useful Signaling Systems for Electric Railways, of which the following is a specification.

Our invention relates to improvements in circuitcontrolling systems for electric railways.

it has for its object to provide electricallycontrolled means for operating circuit-controlling devices for electric railways, adapted to be actuated automatically by the cars as they pass along the different blocks into which the railway is divided for performing any desired work--as, for example, the actuating of signals or switches or for any other desired work; also, to actuate such means directly from the current which passes through the continuous-feed conductor and furnishes the power for driving the cars also, preferably, to connect the circuit-controlling devices with the continuous-feed conductor and preferably to have the circuit through such (lei ices normally open; also, preferably, to proyide means for automatically exhibiting a danger-signal when a car is on the block guardedby the signal and for indicating safety when there is no car on such block; also, preferably, to have a closed circuit through the signal and to control the signal by means of a local circuit; also, generally to provide simple and efficient means for automatically exhibiting danger and safety signals along the line of an electric railway.

In the drawings accompanying this specification and forming part hereof, and in which the same reference characters in the different figures represent corresponding parts, we have shown a form of embodiment of our invention as applied to the actuation of signals in an overhead-trolley road and also certain modifications thereof.

Referring to the drawings, Figure 1 is a diagrammatic sketch illustrating the preferred form or embodiment of our invention as applied to the signals of a trolley-road. Fig. 2 is a similar view of another form, and

Fig. 3 is a similar view of still another modification. Big. 4 is a detail of a modification of the electrical connections on a car.

Our invention is applicable to the auto: matic performance by the cars of an electric railway of any suitable work connected with such railway. In the drawings herein it is shown as applied to the actuation of signals; but in its broad aspect it is not limited to the actuation of signals,but may be applied, for example, to the automatic actuation of switches or to accomplish any other suitable work desired by suitable changes in the circuit-controlling devices and their appurtenances. Our invention is also shown in the drawings as applied to an ordinary overhead trolley electric railway. to such electric railways, but is equally adapted for use for an underground-trolley road or. a third rail or for any railway in which power is supplied to drive the cars from a continuous-feed conductor running the length of the railway or any part thereof.

Referring to the preferred form or embodiment shown in ldig. 1, 1 represents the source of electrical energy for supplying the cars with currentas, for example, the dynamos in the power-house of such a road. 2 is the ordinary continuous-feed conductor for carrying the current from the power-house to the different points of the railway where the current is to be used. diate supply-conductor for conveying the current from the continuous-feed conductor to the cars. As shown, the road is divided into blocks, and each block is provided with an intermediate supply-conductor electrically disconnected from the supply-conductor of adjoining blocks. Preferafly we ene ploy for this purpose, as shown in the drawings, a continuous wire divided into blocks, each insulated from the adjoining block. It is not essentirl, however, that the internfediate supply-conductor be made continuous, as shown. The intermediate supply-conductor for each block may be structurally en tirely independent of those of the adjoining blocks, the ends of such conductors being of course in proximity to one another. Each block 3 is connected with the continuous feed conductor by wire 4, so that each block or section of the intermediate supply-c011- It is not limited, however,

3 is an interneeither at the beginning or end of a block.

blocks of the railroad.

6 represents the rails or the track, which, as shown in the drawings, are utilized as a return-conductor. If desired, the earth or any other suitable conductor can be used in place of the rails for this purpose. 7 represents a trolley-car, shown on one of the 8 is the trolley-arm making contact with the intermediate supply-conductor 3. 9 represents the wire con- .necting the trolley-arm with the switch located in the rheostat 10. 11 is the switcharm, and 25 the wire leading from the switch to the motor 26. The motor is of course connected in the usual way with the ground or return wireas for example, through the truck 13 in the usual way. 14 14 are circuitcontrolling devices. As shown, they are magnets used for controlling signals of a trolley-road, and, as shown, one is provided for each signal. These magnets may, however, be used for performing any other useful Workas, for example, the actuation of switches or the performance of other auto matic work connected with the railway.

Each magnet 14 is connected with the continuous-feed conductor 2 by wire 4. This connection may of course be made in any suitable way. As shown in Fig. 1, each magnet controls its signal through a circuit-- controller 15, which is in a local circuit with the signal. Any suitable source of power may be employed for this local circuit. We show for this purpose a battery 23.

In our preferred form the signal is positively moved to safety by the magnet by means of the circuit-controller 15 and is returned to its danger position by means of gravity or a spring or any similar devices. It is not essential, however, to our invention in its broad aspect that the signals be thus positively held at safety. The magnet of the signal and its connections may be so arranged that the magnet may move the signal to either safety or danger position. Magnet 14 is always in circuit with the continuous-feed conductor, and, as shown in Fig. 1, this circuit is normally open, as it also is in Fig. 2, while in Fig. 3 it is shown as always closed. As shown in Fig. 1, the circuit runs from continuous-feed conductor 2 through wire 4 to supply-conductor 3, and, when a car is on the track, through the car to return-conductor 6.

As shown in Fig. 1, magnet 14 permits circuit-controller 15 to lie against its stop, thus closing the circuit-controller when there is no car on the block and closing the circuit through the signal to move it positively to safety. It is of course understood that these conditions may be exactly reversed, and when thus denergized the magnet may permit a break to be made in the circuit of the signal, permitting the signal to go to safety. In Fig. 1 we shoW the magnet 14 as normally deenergized to positively move its circuit-controller to one limit. This also the case inFig. 2 but this is not essential, however, to our invention, and in Fig. 3 we have shown the magnet normally energized. 16 is the ground-wire of the source of electrical energy.

The operation of the devices shown in Fig. 1 is as follows: W hen there is no car upon the block, the circuit through magnet 14 is broken and circuit-controller 15 is in its back or closed position, as shown in the second and third blocks of Fig. 1, in which position the circuit through the signal is closed and the signal moved positively to safety. This is what we denominate herein the normal condition of a block, meaning thereby the cond' tion existing when no car is on the block. W hen a car enters upon the block, the circuit through magnet 14 is completed through trolley-arm 8, wire 9, the switch 10, an 1 wire 25 and motor 26, axle 13, and return-conductor. Circuit controller 15 is raised, and thereby the signal goes to danger, as shown in the first block to the left in Fig. 1. Inasmuch as the presence of a car on the track changes the electrical condition of magnet 14 to control the signal only through a circuit from intermediate supply-conductor 3 to return-conductor 6 through the motor of the car, the shutting off of the power from the motor would return the signal to safety even though the car still remained on the block. To avoid this, we arrange a shunt or by-path around the motor, so that the circuit will remain closed as long as the car is on the block. For this purpose we preferably con ncct wire 9 with axle 15 of the car by wire 27, said wire containing a resistance 12, or, as shown in Fig. 4, we provide a brush 24, connecte d with the switch, so that when wire 25 is disconnected from the circuit with wire 9 brush 24 will be connected with it and the current will pass through the resistance 12 to the return-wire through axle 13 of the car. In the preferred form (shown in Fig. 1, also that of Fig. 2) this resistance 12 is made so as to keep magnet 14 energized, while in the form shown in Fig. 3 it is of such strength as to weaken magnet 14, as will be presently described. In the former the shunt is a continuous one. In the latter it is closed only when power is shut off from the motor.

In Fig 2 we have shown a modification of the invention. As here shown, magnet 14 is also normally deenergized, being connected to wire 4 by wire 18 on one side and on the other by wire 22, the latter joining wire 4 between a resistance 17 and intermediate con- ICC ductor 3. The circuit through the signal runs from continuous-feed conductor 2 through part of wire 4, wires 18' and 19, circuit-controller 15, and wire 21 through the signal or signaling operating mechanism to the return-conductor 6. I11 this construction the presence of a car upon the block energizes magnet 14 and breaks the signalingcircuit at circuit-controller 15, sending the signal to danger, which otherwise is nor mally at safety with 15 on its back-stop. In this case magnet 14 is preferablywound of high resistance, and its resistance and that of resistance 17 are so proportioned as to send most of the current through resistance 17 and only enough through 14 to cause it to pull circuit-controller 15 from its back-stop. By this construction only a relatively small part of the current passes through the magnet. In this form the signal is' normally in closed circuit with the main conductor. The operation of the parts shown in Fig. 2 is substantially the same as that of those shown in Fig. 1.

1n the modification shown in Fig. 3 the signal is normally in closed circuit with the main conductor, just as in Fig. 2. Magnet 14 is always in closed circuit with the main conductor. The circuit as there shown runs from conductor 2 through part of wire 4, wire 18, magnet 14, and wire 20 to returnconductor 6. I/Vith this arrangement instead of breaking the circuit through magnet 14 to control the signal the current through magnet 14 is diverted to a sufficient extent so that the attractive force of the magnet is not su'liicient to hold circuit-controller 15 in its closed position. To accomplish this,.we insert resistance 17 in wire 4 and wind magnet 14 to a high resistance and proportion the relative resistance of the circuit through the magnet and that through wire 4, connecting continuous-feed conductor 2 and intermediate supply-conductor 3, so that when there is no car on the block the power of the magnet will be su'liicient to move the circuitcontroller 15 in one direction to operate the signal to indicate safety but when there is a car on the block enough current will be diverted from the magnet to prevent its holding such circuit-controller in said position, thus permitting the circuit controller to move into the position where it will send the signal to danger.

By means of our improvement any suitable work may be performed automatically and through the medium of the main powercurrent. \lVhere it is applied to signals, such signals can be automatically controlled by the cars and by means of the main power-current. Our improved devices are simple in construction and reliable and eiiicient in operation.

The two modifications herein shown and described are merely given as illustrations of how our improved devices may be modified for use in signals on a trolley-road and are not presented as illustrating all of the modifications that may be made, even in overhead-trolley roads or for signals, and of course many other modifications may be made without departing from our invention, the essentials of which are set forth in the claims appended hereto.

that we claim as new, and desire to secure by Letters Patent, is

1. In a signaling system for electric railways, the combination of a continuous-feed conductor connected with a source of electrical energy, an intermediate supply-conductor for each block for conveying the current from the feed-conductor to any car that may be upon the block, each supply-conductor being electrically disconnected from the supplyconductors of adjoining blocks, a return-conductor, a signal for each block, and electric means including a resistance-coil controlling said signal connected with the continuousieed conductor, and connected with the intermediate supply-conductor oi-said block, an electromagnet connected to said feed-conductor, all so arranged that the presence or absence of a car upon a block will change the electrical condition of the said electric means of said block, and thereby change the condition of the signal.

2. In a signaling system for electric railways, the combination of a continuous-feed conductor connected with a source of electrical energy, an intermediate supplyconductor divided into blocks insulated from one another for conveying the current from the feed-conductor to the cars, a return-conductor, a signal for each block, and electric .means including a resistance-coil controlling said signal connected with the continuousfeed conductor, and connected with the intermediate supply-conductor of said block, an electromagnet connected to said feed-conductor, allso arranged that the presence or absence of a car upon a block will change the electrical condition of the said electric means of said block, and thereby change the condition of the signal.

3. In a signaling system for electric railways, the combination of a continuous-feed conductor connected with a source of elec trical energy, an intermediate supply-conductor for each block for conveying the current from the feed-conductor to any car that may be upon the block, each supply-conductor being electrically disconnected from the supply-conductors of adjoining blocks, a return-conductor, a signal for each block, a resistance-coil connected to said feedconduc tor and a magnet controlling said signal con 'nected with the continuous-feed conductor and connected with the intermediate supply conductor of said block, a circuit-controller in circuit with each signal and controlled by IIR u said magnet, all so arranged that the presence of a car upon the block will afl'ect the magnet to move its circuit-controller to cause it to move the signal to danger.

4. In a signaling system for electric railways, the combination of a continuous-feed conductor connected with a source of electric energy, an intermediate supply-conductor for each block for conveying the current from the feed-conductor to any car that may be upon the block, each supply-conductor being electrically disconnected from the supply-conductors of adjoining blocks, a returnconductor, a signal for each block, a resistance-coil connected to said feed-conductor and a magnet controlling said signal connected with the continuous-feed conductor and connected with the intermediate supply-conductor of said block, a circuit-controller in circuit with each signal and controlled by said magnet, and operated by it to normally close the circuit through the signal and hold it at safety, all so arranged that the presence of a car upon the block will affect the magnet to open its circuitcontroller and break the circuit through the signal to cause it to move the signal to danger.

5. In a signaling system for electric railways, the combination of a continuous-feed conductor connected with a source of elec trical energy, an intermediate supplyconductor divided into blocks insulated from one another for conveying the current from the feed-conductor to the cars, a returnconductor, a signal for each block, a resistance-coil connected to said feed-conductor and a magnet controlling said signal connected with the continuous-feed conductor and connected with the intermediate supply-conductor of said block, a circuit-controller in circuit with each signal and controlled by said magnet, and operated by it to normally close the circuit through the signal and hold it at safety, all so arranged that the presence of a car upon the block will effect the magnet to open its circuit-controller and break the circuit through the signal to cause it to move the signal to danger.

6. In a signaling system for electric railways, the combination of a continuous-feed conductor connected with a source of elec trical energy, an intermediate supply-conductor for each block for conveying the cur rent from the feed-conductor to any car that may be upon the block, each supply-conductor being electrically disconnected from the supply-conductors of adjoining blocks, a re turn-conductor, a signal for each block, a resistance-coil connected to said feed-conductor and a magnet controlling said signal normally in an open circuit with the continuousfeed conductor and connected with the intermediate supply-conductor of said block, a circuit-controller in circuit with each signal presence of a car upon the block will close the circuit through the magnet to operate the signal.

7. In a signaling system for electric railways, the combination of a continuous-feed conductor connected with a source of electrical energy, an intermediate supply-com ductor for each block for conveying the current from the feed-conductor to any car that may be upon the block, each supply-conductor being electrically disconnected from the supply-conductors of adjoining blocks, a return-conductor, asignal for each block, a resistance-coil connected to said feed-conductor and a magnet controlling said signal normally deenergized to hold the signal in circuit with the continuous-feed conductor and the intermediate supply-conductor, and controlled thereby and at safety, a circuit-controller in circuit with each signal and c011- trolled by said magnet, all so connected and arranged that, when there is a car on the block, the magnet will be energized to cause the signal to go to danger.

8. In a signaling system for electric railways, the combination of a continuous-feed conductor connected with a source of electrical energy, an intermediate supply-conductor for each block for conveying the current from the feed-conductor to any car that may be upon the block, each supply-conductor being electrically disconnected from the supply-conductors of adjoining blocks, a return-conductor, a signal for each block, a resistance-coil connected to said feed-conductor, a magnet controlling said signal connected with the continuous-feed conductor and connected with the intermediate supplyconductor of said block, all so arranged that the presence or absence of a car upon a block will change the electrical condition of the said controlling-magnet of said block, and thereby change the condition of the signal, electrical connections through the motor of a car, a by-path for the current around the motor of such resistance as to permit a How of current through the signal-controlling magnet suflicient to a'l'lect it so as to move or hold the signal to danger, the switch in the car being so arranged as to throw the current either through the motor or the by-path, whereby, when a car is on a block and the power is shut off from the motor, the magnet will still control the signal to show danger.

9. In a signaling system for electric railways, the combination of a continuous-feed conductor connected with a source of electrical energy, an intermediate supply-conductor for each block for conveying the current from the feed-conductor to any car that may be upon the block, each supply-conductor being eectrically disconnected from the supply-conductors o1 adioining blocks, a

1 return-conductor, a signal for each block, a

and controlled by said magnet, whereby the resistance-coil connected to said feed-con- IlO ductor, a magnet controlling said signal con nected with the continuous-feed conductor and connected witli the intermediate supplyconductor of said block, all so arranged that the presence or absence of a car upon a block will change the electrical condition of the said controlling-magnet of said block, and thereby change the condition of the signal, electrical connections through the motor of a car, a permanently-closed by-path for the current around the motor to prevent an interruption of the current through the car while the car is on the block, whereby, the e'fl'ective electrical condition of the controlling-magnet will not be changed by the shutting oii of the current from the motor, and the signal will be held at danger as long as the car is on the block, irrespective whether the power is shut off from the motor or not.

10. In a signaling system for electric railways the combination of a continuous-feed conductor connected with a source of electrical energy, an intermediate supply-conductor for each block for conveying the current from the feed-conductor to any car that -maybe upon the block, each supplyconductor being electrically disconnected from the supply-conductors of adjoining blocks, a return-conductor, a signal for each block, a resistance-coil connected to said feed-conductor, a magnet controlling said signal connected 'with the continuous-feed conductor and connected with the intermediate supply-conductor of said block and normally denergized, electrical connections of a car when on the block between the intermediate supply-conductor and the return-conductor, such connections including a permanently-closed by-path for the current around the motor of such resistance as to cause the magnet to maintain the signal at danger, whether the power is on or off the motor of the car.

11. In a signaling system for electric railways, the combination of a continuous-feed conductor connected with a source of electrical energy, an intermediate supply-conductor for each block for conveying the current from the feed-conductor to any car that may be upon the block, each supply-conductor being electrically disconnected from the supply-conductors of adjoining blocks, areturnconductor, asignal for each block, aresistancecoil connected to said feed-conductor, a magnet controlling said signal connected with the continuous-feed conductor and connected with the intermediate supply-concluctor of said block, all so arranged that the presence or absence of a car upon a block will change the electrical condition of the said controlling-magnet, thereby changing the condition of the signal, electrical connections through the motor of a car, and a by-path for the current around the motor of such resistance as will cause the magnet not to be operatively affected by the turning off or on of the power from or through the motor, whereby, when a car is on a block and the power is shut off from a motor, the magnet will still control the signal to indicate dan ger.

12. In a signaling system for electric railways; the combination of a continuous-feed conductor connected with a source of electrical energy, an intermediate supply-conductor for each block for conveying the current from the feed-conductor to any car that may be upon the block, each supply-conductor being electrically disconnected from the supply-conductors of adjoining blocks,

a return-conductor, a signal for each block, a.

resistance-coil of low resistance connected to said feed-conductor, an electromagnet of higher resistance than that of'the coil, said magnet controlling said signal and connected with the continuous-feed conductor, all so arranged that the presence or absence of a car upon a block will change the condition of the magnet thereby changing the condition of the signal.

13. In a signaling system for electric railways, the combination of a continuous-feed conductor connected with a source of elec trical energy, an intermediate supply-conductor for each block for conveying the current from the feed-conductor to any car that may be upon the block, each supply-conductor being electrically disconnected from the supply-conductors of adjoining blocks, a return-conductor, a signal for each block,

a resistance-coil of low resistance connected to said feed-conductor, an electromagnet of higher resistance than that of the coil, said magnet controlling the said signal and connected with the continuous-feed conductor, all so arranged that the presence or absence of a car upon a block will change the electrical condition of the said controlling-magnet, thereby changing the condition of the signal, electrical connections through the motor of the car, and a by-path for the current around the motor of suitable resistance so that when a car is on a block and the power is shut oli from the motor, the electromagnet may' still control the signal.

In testimony whereof we have signed our names to this specification in the presence of two subscribing witnesses.

CHARLES P. BREESE. ADONIRAM J. WILSON.

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