US898862A - Electric railroad-signal. - Google Patents

Description

T. G. FOGARTY, W. BROOK & F. A. BOWDLB. v ELECTRIC RAILROAD SIGNAL.

APPLICATION FILED JAN. 13,1908.

898,862. Patented Sept. 15, 19 08.

' I I FRANK R. BOWDLE,

4 SHEETS-SHEET 1 T. U. FOGARTY, F. W. BROOK & F. A. BOWDLE. ELECTRIC RAILROAD SIGNAL. APPLICATION FILED JAN. 13. 1508.

898,862. Patented Sept. 15,1908.

e3 4 SHEETS-SHEET 2.

Rm? We're 650 P5253.

Wi /A INVENTORS \v m TIMDTHYC-FOGRRTY,

FRANK W.BROcH,

' ATTORNEYS T. G. POGARTY, F. W. BROOK & F. A. BOWDLE. ELECTRIC RAILROAD SIGNAL. APPLICATION FILED JAN. 13,1908.

898,862. Patented Sept. 15, 1908.

4 SHEETS-SHEET 3.

WITNESSES nvmvrofis 'TMoTHY O.FoGnnTY FRANK W. BRocri, 67g By FRANK fl. Bowme ATTORNEYS T. G. POGARTY, F. W. BROOK & F. A. BOWDLE.

ELEGTRIO RAILROAD SIGNAL. APPLICATION FILED JAN.13,1908.

Patented Sept. 15, 1908.

4 SHEETS-SHEET 4.

INVENTOHS G. FOGARTY,

FRHN

h W. BROGK,

- 8) FRANK fhBowoLE,

ATTORNEYS UNITED STATES PATENT OFFICE.

TIMOTHY G. FOGARTY, FRANK W. BROOK, AND FRANK A. BOWDLE, OF CHATHAM,

ILLINOIS.

ELECTRIC RAILROAD-SIGNAL.

' Specification of Letters Patent.

Patented Sept. 15, 1908.

Application filed January 13, 1908. Serial No. 410,632.

Our invention is in the nature of a novel construction and arrangement of electric railroad signal systems, which is arranged in blocks, and especially of that form of signal systems adapted for electric railroads in which a continuous feed wire carrying an 0 crating circuit of 650 volts is employed. A though applicable for general useas a block signal system, it is especially designed for protecting a car on a curve both in front and rear. To that end' just before a car enters a curve it will raise the semaphore at the point of entering and at the same time will raise a corresponding semaphore on the other side of the curve and these semaphores will both stay in elevated position until the car reaches the curve and as it passes out it will drop both semaphores.

Our invention consists in the novel construction and arrangement of the switch and switch operating devices controlled by the passage of the car as will be hereinafterfully.

described and pointed out in the claims.

Figure 1 is a side elevation showing the automatic switch and semaphore apparatus separately mounted on posts at each end of the block, the parts of the apparatus being in inoperative position. Fig. 2 is a similar view showing t e same parts with the position of the switcl es and semaphores as automatically adjusted by the entry of a car coming from the left hand side into the block, the

position here shown being that of danger and indicating the fact that there is a train in the block. Fig. 3 is a diagrammatic view of the same switches and semaphores showing another inoperative position. Fig. 4 1s a view of the same parts shown in Fig. 3, but with the position of the switches ad usted again to an operative position b asecond train following one which has -a ready left the block. Fig. 5 is an enlarged side elevation artly in section of one of the elevated switc es and the connecting mechamsm whereby it is operated from the passage of a train. Fig. 6 is an enlarged view in side elevation of the operating parts of the somaphore. Fig. 7 is a side view of the special provision of track rails located at the ends of the block or on opposite sides of the curve. Figs. 8 and 8* are side views of an automatic alarm arranged to be located in the cab or motor car and designed to apprise the engine'er or motorman of the fact that the train has entered the block, Fig. 8 representing the inoperative position of the alarm, and

8 representing its operating position. Fig. 9 is an enlarged detail of the switch and 1ts contacts.

Referring to Fi ,1, A represents an elevated switch, and B a semaphore apparatus located at one end of the block, or atone side of the curve. A and B are the corresponding switch and sema hore apparatus'located at the other end of t 1e block, or at the other side of the curve. The switch apparatus A and A are alike and the semaphore ap aratus B and B are also exactly alike. pon

the elevated posts which carry the switches A and A of the block there is mounted the 'at one end through the branch wire :1 and passing it through the sema hores B and B and thence to the ground Z, or conducting the current from the main line through the branches and sending it through the sub sidiary circuit Y and semaphores B and B and down to the ground through theground connection Z. There are two ino erative positions for the circuit Y'; in one 0 which both ends ofthe circuit Y are connected to the main line X and in the other of which both ends of the circuit Y are connected to the ground as more fully described hereinafter. The automatic switch mechanism 18 best shown in Fig. 5, and the semaphore apparatus in Fig. 6. The switch apparatus A consists of a su porting ring bearing four stationary insu ated electrical contacts 1, 2, 3, 4, spaced apart 90 in quadrantal relation.

This sub- 1 .The lower contact 1 is connected to the ground by the wire Z and the contact 2 is connected to the main feed wire X by the small branch wire as, and the contacts 3 and means of the spring pressed pawl 0 carried by a swinging arm a to whose outer end is attached a vertical rod F connected at its lower end to a horizontal lever E, fulcrumed near the center, and having its opposite end connected to an especially constructed portion of the track D, as shown in Figs. 5 and 7. This portion of the track consists of two long rails D, D, seen in Fig. 7, whose outer ends are loosely secured within flanged shoes (1, d bolted to the cross-ties. The

two shoes at d are entirely separate castings and ashere shown are located a distance of ten cross ties from each other. The inner adjacent ends of the rail sections D, D, are. jointed together at the point d, and are held in elevated position by means of a subjacent spiral spring (1 contained within a suitable housing (i The tension of this s ring normally holds the adjacent ends 0 the two rail sections D, D, in elevated position at a very slight incline and when these rails are 1 depressed by the passage of a train they serve to de ress the connected end d of the lever E an by raising the rod F and swinging arm a automatically turn the ratchet wheel I), and the switch bearing S, one-fourth of a revolution at each depression of the said track section D. The depression of the track section D, D, is effected as shown in Fig. 5 b the insulated roller C carried on the trucks 0 one of the car Wheels so that at the moment ofentering the block or curve the insulated Wheel C, striking the rail sections D forces them down and automatically adjusts the switch to set the semaphores within the block.

Owing to the great distance apart of the rail su porting shoes (1 d and thelength of the rai D D, the latter are arranged at a very slight incline so that trains traveling at a high speed do not have aviolent hammering action on the rails D, but depress them graduall without damage to the connecting mec anism. As these rails D are made of such length they are necessarily heavy and therefore the central sup orting spring (1 must be made stout enou fiand of large tension enough to maintain oth'rails inan elevated position. For similar reasons it is protected within a housing d having a suitable base.

The semaphores which are shown in detail in Fig. '6 consist of the circular case contain ing'an electro-magnet H,- to the opposite ter- -minals of whose coils areconnected respecnection g whose upper en is connected by the barf to the upper end of an armature e playing in front of the poles of the electro magnet H. When the electro magnet H is energized by the passage of a current through thesame, it attracts the armature e and lifts the semaphore arm G from the dotted position to the full line position, said full line position indicating danger and expressing the fact that there is a train in the block.

Referring now to Fig. 1, it will be seen that the semaphores at the opposite ends of the block are both down and that the track levers E and E and rails D,'D are both in an elevated and inoperative position which they normally occupy at all times except when depressed by the passage of a train. In this position ofparts shown in Fig. 1, it will be seen that both of the switch bars S S are in vertical position and that the branch wires 1: and a," from the main line X have no electrical connection therewith, while the subsidiary circuit Y connecting with the contacts 3 and 4 of each switch are both connected to the ground and there is therefore no current through either magnet of the two semaphores, and consequently the semaphores are in their lower safety position. If now, a train enters the block from the left hand side, the entry of the train into the block causes the switch A and the semaphores to assume the position shown in Fig. 2, that is to say, the passage of the insulated roller on the truckwill have depressed the inclined rails D and have turned the switch bar S of that end of the block to'the horizontal position connecting the bar diametrically wit 1 the contacts 2 and 4, the switch AC at the opposite end of the block still remaining in its former osit'ion with its bar S vertical. When this ta es place the current from the main wire X entering by the branch at passes to contact 2, diametrical bar S, contact 4,

branch wire y, electro magnets H and H through the subsidiary circuit Y, branch "y to the other end of the block and thence b contact 3 and switch bar S to the groun thereby com leting an electric circuit through the eiectro magnets of both of the semaphore apparatus B and B, and setting their arms G and G to the elevated position, indicating thereby the fact that there is a train entering the block. When this train reaches the end of the block and its insulated roller C depresses the inclined rails D it adand both switch bars S and S at the opposite ends of the block will. then occupy the horizontal position shown in Fig. 3 in which position it will be seen that both semaphores H. and H at the opposite ends of the block are connected through the subsidiary circuitY to the main line X at both ends, whilethe ground connections 1, 1, are out of connection with the switch bars S, S. When this takes place and the car leaves the switch apparatus A in Fig. 2, the inoperative position shown in Fig. 3 is assumed, and as there is now no current through either of the magnets of the semaphores B and B, these semaphores dropto the safety position, as soon as the train has passed out of thisblock. The train having passed out of this block it leaves both of the switches A and A in the position shown in Fig. 3. If now,'a second train enters the block from the left hand side, a sec- 0nd movement of the switch'A is given in the manner hereinbefore described at the left hand end and this switch bar S is now turned to the vertical position shown in Fig. 4, while the switch bar S at the other end of the. block will still remain horizontal. In this position of parts, it will be seen that the subsidiary circuit Y now takes the current from the main line X at the remote end of the block through the branch wire ac, contact 2, switch bar S, contact 4, semaphore magnets H and H, branch wire Y, contact 3, switch bar S, contact 1, and the ground. It will therefore be seen that the magnetsof the two semaphores B and B are again energized and so held .until' the train passes the switch A at the end of thb block.' It will be seen therefore that there are twooperating positions for the switches and also two inoperative'po sitions forthe switches which alternatewith each other as the train enters and leaves the block, no matter which direction the train may be moving in. i

In order to ap rize the engineeror'motorman of the fact 0 entering the block an automatic alarm is arranged within the cab whichis set into action at the moment of the depression of the inclined rails D by the special provision of circuits and electro-ma netic apparatus shown in Figs. 8 and 8*. efer- I].l'1 to-Fig. 5, it will be seen that the main rai and the movable switch rail D are in electrical connection with each other through the wire (1 of any suitable metallic, plate, and when the insulated roller C touches thein-e clined rail D, the circuit isclosed through the apparatus in the cab shown in Fig. 8, as follows. I is a battery, one pole of whichis connected by a wire 10 with the car axle. The other pole of this battery is connected to the fulcrum of the lever K, and thence by wire 8 extends to an electro-magnet M, thence by wire 1' it extends to a vibrating armature L and thence through its spring g and contact stop screw p, it passes -'through a battery J and wire 5 to the insulated roller C carried- I on the truck of the car. It will therefore be seen that the insulated roller C and inclined rail D represent the open terminals "of the circuit of the battery I, and when the roller C touches the inclined rail Din depressing the same, a circuit from the battery I will be made as follows. From one pole of the battery 1,

.wire 10, the axle of the car, the inclined rail D, contact roller 0, wire 5, battery J, contact stop screw p, spring g, armature L, wire this closure ofthe current from the battery I r, coils of magnet ,M, wires 8 and 9 to the opposite pole of the battery I. The effect of through the electro-magnet M is to attract the armature L which bears on its lower end a catch which holds u h attery whenever the armature L is drawnaway from the electro-magnet by means of the spiral spring 0, and whenever the electromagnet is thus charged the contact spring q, is removed from the back stop to alternately make and break this electrical circuit in the manner well known. It will therefore be seen that the function of the battery I and roller C is to bring into action the ringin cirthe free end of the i lever K, allowing said ree end to drop from cuit of the battery J, thus sounding an a arm Y the cab. .Afterthe'engineers or motormans attention has been called to the fact by this alarm, the lever K is read'usted by means of the pull wire Z to its locke position, which causes the free end of the lever K to be rengaged with the of the armature L. v

we claim I 1. A rail road signal, consisting of a continuous feed wire and a block section comprising a visual signal at' each end of the block, a separate block circuit connectin the two signals, a switch at each-end of the b ock connected to'said block circuit, said switch being formed as a ring with four e ually spaced stationary contacts quadranta y ar-.

ranged, two: of said contacts of each switch ring beingconnected to one end of the block circuit and the other two .contacts of each switch ring being connected-one tothe continuous feed wire and the other to the ground, a shaft with diametrical conducting bar arranged in the plane of the ring and connecting its op osite contacts, a' ratchet wheel catch at the lower end a rigid with t e shaft, a swinging arm arranged on the shaft and having a pawl engaging the ratchet wheel and "a movable track device operated upon by the passing car and coni nected to and -operating the swinging arm and pawl.

2-. A rail road signal, consisting of a con tinuous feed wire and a block section comprisin a semaphore arm and eleotro-magnet contro ling the same arranged at each end of the block'to form a'visual signal, a separate block circuit connecting the two signals, a

switch at each end of the block connected to saidblock circuit, said switchbeing formed as a ring with four equally spaced station ary contacts quadrantallyarranged, two of said contacts of each switch ring being connected to one end of the block circuit and the other two contacts of each switch ring being connected'one to the continuous feedrwire and the other to the ground, a shaft with diametrical conducting bar arranged in the plane of the ring and connecting its opposite,

connected to said block circuit, said switch being formed as a ring with four equally spaced stationary contacts quadrantally arranged, twoofsaid contacts of each switch ring being connected to one end of the block circuit and the other two circuits of each switch ring being connectedone to the continuous feed wire and the other to the ground,

a shaft with diametrical conducting bar arranged in the plane of the ring and connecting its opposite contacts, a ratchet wheel rigid'with the'shaft, a swinging arm arranged on the shaft and having a pawl engaging the ratchet wheel and a movable track device operated upon by the passing car and connected to and operating the swinging arm and pawl, said track device consisting of two long rails having their outer ends mounted upon widely separated and detached bearing shoes and their inner ends connected together, a s ring arranged below the inner ointed on s of the ra1ls for holding them normally above the track rails and a housing and base forsaid spring.

TIMOTHY o. FOGARTY. FRANK w. BROOK; FRANK A. BOWDLE.

Witnesses:

GEORGE WALKER, "JOHN L. LEMoNs.

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