US902553A - Railway signaling apparatus. - Google Patents

Railway signaling apparatus. Download PDF

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Publication number
US902553A
US902553A US40285607A US1907402856A US902553A US 902553 A US902553 A US 902553A US 40285607 A US40285607 A US 40285607A US 1907402856 A US1907402856 A US 1907402856A US 902553 A US902553 A US 902553A
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circuit
train
waves
conductor
trains
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US40285607A
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Edward R Brodton
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ERNEST E WAGAR
GEORGE H FONDE
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ERNEST E WAGAR
GEORGE H FONDE
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Priority to US440899A priority patent/US933018A/en
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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 train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or 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 train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/125—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using short-range radio transmission

Definitions

  • the signal indicating devices are inoperativeto produce a propersignal unless there be two or more wave trains'propagated, the-said wave trains having different characteristics and simultaneously active except that one wave train may overlap the other wave train at both ends.
  • the invention also includes two receiving means adapted to the characteristics of the coacting transmitters so arranged that one will respond to one of the wave trains, and the other will respond to the other wave train, but the second transmitter will not be operative to the second (and shorter) wavev train until the first receiver has acted to an extent sufficient to' couple up the second'receiver in a manner to be responsive tothe second wave train.
  • the invention contemplates the sending of cautionary signals which will notify the engineman of a .dangerous condition, either ahead o'r'approachingfrom the rear, demanding that his train be brought l but should the signals be disregarded, and they sometimes are, then provision is madeto a standstill,
  • the invention further provides means whereby the engineman may be aware of the direction, whether ahead or toy the rear, from which the signals are coming.
  • the invention also comprises an .automatic Vregister which will o'erate only-when the emergency .apparatus as. been properly operated. by impulses sent out from some sending station and received onl the engine the manner intended by the system.
  • the invention comprises, likewise, means wlierebyv Wave trains peculiar tothe railway train or station may be continuously propagated whether the train be in motion or ⁇ standing still.
  • a telephonic system whereby after the train has .received a cautionary dangerv signal' and lhas been brought to a standstill the engineman may call'A up another train or station at the point of danger fromwhich the danger signal emanated' andreceive telephonically such information as may lbe necessary.
  • FIG. 1 is a diagram of the circuit connecalarger scale than shown in Fig. 1 of the ning mechanism capable of closing the cir? tions on an engine, both for sending and receiving signals and messages.
  • Fig. 2 is a detail view on a larger scale than that shown in Fig. l, illustrating the means for coupling up the wave generating apparatus for the propagation ofthe messages.
  • Figs. 6 and 7 are two views of the automatic register for the emergency conditions showing different phases of itsl operation.
  • Fig. 8 is a detail view of the mechanism for indicating in what direction the signal has beenwtransmitted.
  • Fig. 9 is a detail showing the means for holding certain of the signal devices adainst accidental operation due to the shocks and jars incident to the movement of a locomotive.
  • Fig. 10 is a detail view of the governor index;
  • Fig. 11 fis a diagrammatic elevation of a semaphore or target signal to be used in place of certain lamp signals.
  • Figs.'12 and 13 are side and plan views, respectively,- of a supporting means for the apparatus constituting an absorber for mechanical shocks.
  • Fig. 14 are side and plan views, respectively,- of a supporting means for the apparatus constituting an absorber for mechanical shocks.
  • Fig. 14 are side and plan views, respectively,- of a supporting means for the apparatus constituting an absorber for mechanical shocks.
  • Fig. 15 1s a dlagrammatic view on means under the control of the receivers of the trains of ether waves for producing the signals.
  • Fig. 16 is a diagrammatic view of the sending apparatus wherein a dynamo electric generator is used in place of batteries for supplying the current.
  • wave trains may be made up of Waves of different periodicity.
  • wave trains may be made up of Waves of different periodicity.
  • the same mechanism is arranged to cause the closing of the circuit of the second transmitter at apredetermined time after the closing of the first transmitter circuit and to open the second transmitter circuit before the iirst transmitter circuit has been opened, although .the opening of the two circuits may be coincident.
  • two receiver circuits one of which is responsive to the first circuit of some distant transmitter and the other of which is responsive to the second circuit of'some'distant transmitter, and these two circuitsfwhen working con-V junctively, and. only when working 7 conjunctively, control a signal circuit through which one, two or more cautionary signals may be transmitted, and then, on the failure of the engineman to take heed of said cautionary signals, to ultimately cut olf the steam i with two provided with the transmitting and receiving circuits which will give signals without of course including the emergency structures and may also ⁇ include the telephone system.
  • FIG. 1 there is shown an aerialpconductor 1 with an expanded head 2 over which is located a sheath 3, the aerial lbeingof course of an altitude not greater than the height of an engine, but this will be found sufficient for the transmission of messages forseveral miles with an apparatus otherwise properly designed.
  • the danger zone thereby has an extent equal at least to the usual distance between block stations and ample for the stoppage of any train before the point of danger is reached.
  • Each en ine or sending station is provided uhmkorlf coils 4 and 5 which, however, may be taken as indicative of any suitable source of Hertzian waves. Since the zone of propagation need not extend more than a very other propagating source may be quite small.
  • Each coil is provided with a spark gap 6 connected on one side by a conductor 7 to the.
  • the arm l23 has a head 25 immediately above, but out of contact with, the head 24, and this lastenamed arm 23 may be/also provided with a manipulating button 26 to which reference will be had later.
  • the spring-arm 22 is connected by a yconductor 27 to a spring tfew miles, these coils orl ceases @up '2e-wia Winni aannemers-'le plug-i5 may be' brought into' contact.
  • the shaft 'i "skSS formed with a' camip'ro- 32 carries :a I di jection' SQhaving a portion 4() in its periph-- ery in the fo'rm'of'lan arc'vstruckifrm the cenery 'of the diskbya somewhatsudden slope 412.
  • This shaft 47 has's'ecuied to it one endv of a ball governor 49 of 'common type, the other end ,ofwhic'hsli'des upon the shaft and' carries a friction dish4 50, andan adjustable friction head 5l mounted uponalsc'rew 52 is oarried by'apo'st'or sta'ridarlx'.y
  • The'friction head '514 is so"adji1sted that when the'speed of the motrfand -consequently"of the governor, reachesjaI certain' pre deterniin'edv limit', the disk 50fis brought" into contact with the head 51'uiitil vthe centrifugalffreacting on the goveri'for and "the iritiongen'erated betweenthe disk and head balance'sothat the motor is 'maintaine 'l at'*a'certain iixed speed.
  • lFor certainr pu mission of the trains of waves may be lvaried by varying th 'speed of the motor so that no two "railway'trains or stations l,will 'be identical, and by thi'sfmeans the different ,trains or stations may be recognized.' at the'diiierent receiving stations.
  • railway trains going in one direction may sendout the impulses, say once during a certain time'period, and those lgoing in another direction may 'send trains of waves"A during a certain time period, 'or they may send out groups of trainsf waves witha longer or shorter interval between vthese groups.
  • lFor this purpose ra railroad train may Ahave'a diskjsuch'as shown inFig.
  • the aerial 1 ' is branched off through a conductor 62, including a rheostat 63, to a coherer 64, the other side of which is-connected by a conductor V to the ground conductor 9.
  • the coherer 64 is connected on one side by a conductor 66 to a relay 67, the magnets of which are included in a conductor 68 leadin to a battery 69 connected on the other side by a conductor 70, back to the conductor 65, thus completing a circuit throughthe relay whichcomes energizedwhen the trains of waves pass through the coherer in the usual manner.
  • the relay Controls another circuit comprising a conductor 7.1 including in its circuit a lamp 72 and a battery 73, from which latter extends a conductor 74 to an electro magnet 75, the other side of which is connected by a conductor 76 toan indicator 77 to be hereinafter described, and from this indicator there extends another.
  • the hammer of the bell 79 may operate as a tapper for decohering the coherer.
  • the magnet 75 controls an armature 81 against the action of a spring 82, for a purpose which will presently appear.y
  • the aerial 1 has likewise connected to it a conductor 83 including a rheostat 84 and leading to another coherer 85 from which there extends a conductor 86 to the ground wire 9.
  • vcircuit withthe coherer is a relay 89, the magnets of which are connected by a conductor 90 with a battery 91, and this battery in turn is connected with a conductor 92 to the conductor 86 while the coherer is likewise connected by a conductor 93 to the relay magnets.
  • the circuit controlled by the relay89 comprises a conductor 94 including a lamp '95 Vand leading to a battery 96 from which there is a conductor 97, and branched vover from this last-named conductor 97 there is another conductor 98 leading to a magnet 99 which may be mounted upon a board 100, and from the magnet 99 to a terminal 102 in the path of an armature lever 103, which in turn is connected by a conductor 104 and back to the contacts of the relay 89, and this conductor 104 includes a bell 105, the clapper' of which serves as a tapper for the coherer 85. Mounted upon the board which, however, is not shown.
  • the armature lever 103 carries a contact terminal 117, in the path of which is a fixed terminal 1 18 connected to the conductor 119, which latter leads to another armature lever 120 mounted upon apost 121 on a board 122 carrying another magnet 123 and anotherpost 124 on which is still 'another spring finger 125 in therpath of the lever 120, and the board 122 likewise.
  • the armature lever 120 is also under the pivot an extension 130 carrying a spring pawl 131 actuating a ratchet 132.
  • the spring nger 111 is connected to a conductor 133 leading from which the circuit is continued through a conductor 136 to a ⁇ by a conductor 138 to the post *106, before referred to.
  • the spring finger 125 forms one terminal l of a circuit embracing a conductor 139 leadl ing to a magnet 140, the other sid'e of Which l is connected by a conductor 141 including a l switch 142 to the conductor 97, before referred to.
  • This last-named conductor 97 also leads to one side of the magnet 123,.the
  • the arm 112 is of a spring 115 secured at distance, the under battery 137 and back other side of which is connected by a conl nal 148 to one side 'side of which is connected by a conductor i 150 to a register 151, the other-side ofwhich register is connected by acondhcterlStoa batt-ery'153, andlthis battery is connected-'by of't'lie'engine,
  • switch 142 is connected byV any suitable ⁇ means such-, for instance, as a link 155; to the throttle ofthe engine'so thatwhen this throttle Ahas beenfcl'osed't'he circuit to the magnet ⁇ 140v is then opened", and the motor 14:9v is thereby stopp'edfrom further action.
  • any suitable ⁇ means such-, for instance, as a link 155; to the throttle ofthe engine'so thatwhen this throttle Ahas beenfcl'osed't'he circuit to the magnet ⁇ 140v is then opened", and the motor 14:9v is thereby stopp'edfrom further action.
  • the spring armI 17 is connected by a conduct-or 232'to-and forms part of the battery circuit of the coherer- 64, and the post 19* is connected* by another conductor 233 to, and forms part of the circuit ofi the coherer 64 sothat the' battery circuitv of1 this coherer G11-is cut outvv whenever the end. 21- of therarm 1'7l is raised from-oii'the'post 1-9, thispost beingofvcond'ucting material.
  • the different' sending apparatus located at different points-are differently timedsothat" no'two will synchronize, and it is onlyr occasionatthatthe sendingapparat-us oiy a station or locomotive would beoperat-ing-at the'time a train of waves was being senti from someother station, and if such an event should" transpire then the next set oflwaveswould 'reach the 'receiving' apparatus viny the interval between-the operations ofthe transmitter or transmitters.
  • the receivers are in condition to receive the emanated Waves from a distance but; are' al- Ways cut out from the eect of the waves generated at the same station where the receivers are located'.
  • let-it* besup Used that' some'dangerousf conditionv has eveloped uponthe line ofway andi that byv such dangerous condition the transmitter, suchas'shownin Fig. 1,' has'been set in operation andlthe train under considerimpulse ispicked up by the aerial 1- and passes throughthe coherer 64 then the light 7 2 'isfcausedl to ⁇ hashv and the Abell' 7 9iwill give an4 audible signalV and the circuit of the sec- 'ondcoherer Will-be closed by the armature 81 makingA contact with the terminal 87; At thesame time the indicator 77, which-Will be hereinafterv described With reference to Figi 8, will give an-indication which, as will hereinaf'ter appearshows from which direction-, vWhether in front or to1the'rear ofl the train, the -signalfhas beenv sent'.
  • Waves be sent' such as the receiving circ-uit' controlled by' the coherer 64 Willrespondj to, thenI thereis simply aA flash of the lamp and ring of' the bell, and 'this'might occur even hernan-ordinary wireless telegraphic sending stationianywhere Withinthe zone of inuence o'suehst'ationr Under these circumstances, nothing/further willhappen and the engineman will understand that"v picked up ⁇ some fugitive ⁇ message not transmittedifrom any dan vefr-'zone a engy the rail- Way; Ff, however, -t ⁇ e proper transmitter Il'" a single I'ffbut one train of' the system has-- has been acting then as.
  • a conductor 156 terminating in a contacting stake 157, and this conductor 156 is of sufficient length so that the stake 15,7 may be carried some distance from the engine and then inserted in the ground.
  • This conductor 156 is designed simply to ground the aerial side of the coil 5, the other side of which is grounded through the aXle 10.
  • Branched off from the conductor 156 is another conductor 158 leading from one side of the telephone receiver 159, the oth'er side of which is connected bya conductor 160 to the groundv conductor 9.
  • the receiver is thus, when the stake 157 is-in the ground, included in a circuit grounded at each end and will receive telephonie messages from a telephonie transmitter circuit wsirgarly grounded at a. distance ofv s'ome miles, even when the grounds at the receiver.
  • Branched off from the plug side of the sented in Fig. -1 but it will be' understood that they are both carried by the receiver in convenient position to be manipulated by the hand of the user holding the receiver.
  • Branched off from the conductor 158 is another conductor 168 leading to the conductor 31 so that when the switch 1 67 is closed under the terminal 166 there is a local circuit established betweenl the transmitter 165 and the primarywinding of the coil 5 ⁇ , and this coil therefore acts in the usual. mannerof an ordinary. telephone coil, but because of its size and v the conditions under which it operates i't acts l with greater vigor than the ordinary telephone coil.
  • the telephone is designed for'use usually when "the engine has come to a standstill, for then any signals received are inoperative to effect the controlling mechanism of the en- I gine. Therefore, under these conditions the engineman may grasp the knob 26 and close the circuits between the heads-24 and 25 and the spring arm 17 p and send in rapid succession trains of waves to affect the bells 79 and 105 after the manner of telephone bells, and suclfa signal will be understoodpat the station or on the engine vaffected as a telephone signal and thenthe telephones may be used in the ordinary manner. for the transmission of information vocallyff" c When the telephonelis being used it is advisable that the motor 18 be cut out of circuit without, however, cutting out the battery 13, since that battery is used in the telephone transmission. Therefore there is pro,- vided in the motor circuit a switch 174 so that this circuit may be broken when desired.
  • Fig. 8 there' is shown a diagrammatic through a link conductors 76 and 78,
  • the indicator 77 may be made to show whether the point from which the danger signal emanated was in front orbehind the receiving train.
  • This indicator is provided with a 'pointer 1,75 and an index 176 over which the pointer is capable of swinging.
  • the ointer is actuated by a solenoid 177 inclu ved between the and when the solenoid is energized its armature 178 is drawn in, and connection 179. carries the pointer with it.
  • the pointer 175 ⁇ is normally under the control of a spring 180 and when moved in opposition to the Spring'its action is-retarded by a dash-pot 181.
  • the register 151 is best'shown in Figs. 6 and 7, where it will be seen that this register includes an electro magnet 182 controlling an armature 183 carrying a visiblesign 184 which in the drawings is shown provided with the word Auto
  • This register is also provided with a s ring latch 185 which will engage and hold t ie armature in the attracted position when the magnets are once energized.
  • the casing of thisy register has an opaque cover 186 with a, sight slot 187 therein-through which the sign is visible only when the armature is in the attracted position. This register is sealedv by.
  • the lamps 7.2 and 95 and 135 are of course liable to burn out and so may be replaced by a visible signal inthe form of a target 188, as shown in Fig. 11, and this target may be operated by a solenoid 189 included in the circuits in place of the lamps.
  • the bells 79 and -105 are of the trem- I bler type they may ⁇ be caused to ring by yielding of their springs under the shocks ⁇ which there is a and jars-incident to the travel of the engine.
  • these bells may have their moving parts locked, when not in action, by a'structure such as shown in Fig. 9. 1n this igure, which is more or less diagrammatic, there is shown the bell magnets 190 included in the usual way in the circuit, and a portion of the armature 191 which carries the hammer is also shown. On this armature there is provided a pin 192 normally in the path of latch 193 under th'e control ermanently included in the circuit and bridging the circuit terminals under .the control of the armature 191.
  • the magnet 194 When an impulse tending to ring the bell is received, the magnet 194 is energized and pulls the latch 193 from the pin 192 and the armature 191 may respond to the pull of the magnet 190.
  • the latch 193 When the magnets are not energized the latch 193 is in the path of the pin 192 and the armature 191 cannot lmove to a suiicient extent, under the action of the shocks and jars received from the en ine, to bring the hammer into contact with t e bell.
  • a support such as shown in Figs. 12 to 14.
  • a frame 195 which may be fast to some -xed portion of the engine, and this frame has top and bottonimenibers 196 of a magnet 194 p and 197 joined at the corners-of the uprights v 198.
  • This platform is supported at eachv corne'rby a structure 201 best shown ⁇ in CE ig. 14.
  • This structure comprisesy a 'sleeve 202 closed lat each end except in one end there is a perforation for the assage of the rod 203 terminating inside o the sleeve in the head 204, land surrounded between the head and the perforatedend of the sleeve by a helical spring
  • the casing is connected at one end by a ball and socket joint 206 and link 207 to the frame 195 or uprights 198, as the case may be, and the free end of the rod v203 is connected by a ball and socket joint 208 and a link 209 to a corner of the platform199-.
  • Similar structures 201 connect the terminals of the platform to the top and bottom members 196 and 197 of the frame.
  • the platform 199 is thus supported upon spring supports in all directions, and, therefore, the entire structure acts in the nature of a shock absorbero
  • a third transmitter may be employed or' a still greater number of transmitters vmay be employed,
  • the engine whistle may be added trains.
  • the receiving circuits being each differently tuned to the characteristics of the transmitting circuits, it being understood that in the arrangement shown in Fig. 1 the receiving circuits f are appropriately tuned. Also there is -shown means whereby at V-least two distinct pairs or groups'of trains of waves must be received before the emergency apparatus is Vrendered active.A This is' the invention, but it will be understood that .the structures may be multiplied so that three or more pairs or' groups of trains of waves must be received in succession before the emergency apparatus is rendered active. These various arrangements are mere multiplications of what is shown in *he diagram of may be changed in' various ways to meet the the.
  • trains ofwaves may be propagated siinultal neously since the succeeding train or trains of lwaves are inactive to the respective receivers until the preceding train or trains of waves have actuated their A respective receivers.
  • a spring 210 tending toalways hold. This -lug in closed position.
  • Attached to the plilg is a c ord o r chain 2141, at the end of which 1s a cli 212 adapted to be placed over the throttle ever so that 'when a train is side tracked andbrought to a standstill, under which conditions it is not necessary to establish a danger zone from the train, then.
  • the rheotome of theluhmkorff ⁇ coil is anunreliable means for making and breaking the primary circuit of thencoil, and when the l I trains of waves are to be propagated during long periods of time such circuitbreakers are liable to give a great deal of trouble and at times fail to work at all. Batteries are also an annoying means for generating electric current, especially under .the conditions present upon a locomotive.
  • the source of current may be a small alternating current electric generator 213 upon which may be mounted the spring contacts 17, 22 and 23, as before, all as shown in Fig. 16.
  • VThis generator may be driven by a small steam motor 214 which is only indicated diagrammatically in the figure and may be of any type ei'ther reciprocating, rotary, lor turbine, as may be desired.
  • dynamo electric gen- -erators of the small type ⁇ used in connection with this invention are usually run at a rather high speed, say 1500 tov 1800-or morerevolutions per minute for the armature, and since the number of trains of waves sent out per minute may be small, say four or ve or more per minute, the armature shaft 215 carries a worm 216 meshing with a worm gear 2 1 7, and through bevel gears 218, 219, 220 and 221, motion is transmitted to a shaft 32 upon which is mounted a disk 38, or it may be the
  • the dynamo 213 avoids allofv the objectionable features of the rheotomes of the coils, and these rheotomes lare of course vomitted as well as the condensers, the coils becoming then an ordinary simple type ofinductorium capable of producing currents of very high tension such as are used-in wireless transmission of messages or signals.
  • a brush 224 Leading from the brush upon the ring 222 ⁇ is a conductor 225 connected to the spring contact 17, and connected to the brush of the ring 223 is a conductor ⁇ 226 leading to one side of each coil.
  • a plug switch 227 Interposed in theconductor 226 is a plug switch 227 which may be normally retained in place by a spring 210 and the plug may be. connected to a clip 212 by a chain 211, as in the structure shown in Fig. 1, the urpose being to cut out the generator from t 4e coils when the throttle is closed under the conditions mentioned with reference to these parts in the description of Fig. 1.
  • the telephone circuits may be as in the structure shown in Fig. 1, except that there is a battery 227 included in'circuit with the transmitter 165 instead of the battery .13 of the system of Fig. 1, and since .the coils'have no condensers, the condenser cut out at the hook 163 is f omitted.
  • the terminal 230 there maybe arranged atintervals lalong the railroad conducting strips 231, suitably grounded, and the terminals 230 are located close enough to 'the strips 231, When they ass over them, to permit 'a spark to vleap om the terminal 230 to the-strip 231 land thus set up high frequency currents which, her with the currents passing to the be utilized to energize receivers such as *ave been 'described with reference to Fig. 1 and so ycause the'operation-of si valsof various types along the line of way.
  • e terminal plates 23'() may even be brought into actual contact with the strip231 since the h i'gh frequency currentsare generated at the spark gaps 6. There is thus produced a wireless system where the ground instead of the'air is utilized-for thev i transmission of lthe ether waves..
  • the apparatus may be installed and may beset into operative condition by weights or other ⁇ means usually employed for closing electric circuits when such conditions arise.
  • means for ropagating two or more trains of waves of iiferent characteristics receiving means each responsive to a respective trainv of Waves, means for roducing signals rendered active by one o the receivers and operating continuously independent of saidre DC vafter being once rendered active, and means under the control of the other receiver or receivers Jfor rendering y.the irst-named receiver receptive to the respective train oi waves.
  • two or morereceivers responsive in succession to ltial impulse sponsive to a respective trains of waves emanating simultaneously the 'circ-uitoi the nexisucceeling recei ⁇ eL to waves, a signal actuating circuit, and means under the control of the last active receiver for closing the signal circuit.
  • receiving means responsive successively to characteristically different overlapping trains of waves, and a signal circuit controlled and rendered active by the receiving means energized by the last train of waves received.
  • re-l DC means responsiveI successively to trains of waves, a signal circuit, and means render it recept-ive to the Vrespective train oi leting under the control of the last train of waves l actin on the receiving m'eans for closing the signa circuit and holding the same closed l 9.
  • a wireless railway 75v ment which means are under the control of 4 to the said circuit.
  • the action of the last received train of waves means responsive in succession to overla vping trains of waves, two or more circults each controlling the next succeeding circuit and rendered active 'in succession by succeeding trains of waves, and a signal circuit rendered active by the last circuit energized by the wave-train responsive means and at the same time locked out -of active relation and remaining closed irrespective of said train of waves, and another circuit, including signal devices, rendered active to anothergrou of overlapping trains of waves while the stnamed signal circuit remains closed.
  • each receptive means controlling the'next succeedingreceptive means, a signal circuit, 4n ieans under the control of the last wave-train receptive means energized, for closing and maintaining the signal circuit closed lrrespective of the receptlve means, and another circult containing ⁇ signal and train-controlling means and also under the control of the wave-train signal system,
  • a circuit rendered active bythe receiving means controlled by the last train of waves of the group means under the control of the said signal circuit for placing-another.
  • circuit in, I same time pro ucing a signal, with relation to the wave-train receiving means, and train-controllin devices under the control of the last-nemer? means responsive to the wave-train receiving means.

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  • Mechanical Engineering (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Description

5 SHEETS-SHEET 1.
Patented Nov. 3, 1908.
E'. E@ BRoDToN; RAILWAY SIGNALING APPARATUS.
APPLIOATIOH P I-Lnn N'ov.19. 1907.
l mez/7M;
/vihwooeo E. R. BRODTON.
RAILWAY SIGNALING APPARATUS.
APPLICATION FILED NOV. 19, 1907@ l Patented Nov. 3, 1908.A
5 SHEVETSfSHEET 2.
E. R. BRODTON.
RAILWAY vSIGNALING APPARATUS.
APPLICATION FILED Nov.19, 1907.
` 902,553. Patented N0v.3, 1908.
5 SHEETS-SHEET 3.
num/diez v atten/Ms E. R. BRODTN.
RAILWAY SIGNALING APPARATUS.
APPLIUATION FILED Nov. 19, 1907.
902,553. y Patented Now/.3,1908.
5 SHEETS-SHEET 4 if] o," l
vwentoz E. R. BRODTON. RAILWAY SIGNALING APPARATUS.
APPLICATION FILED NOV.19, 1907. Y 902,553, Patented Nov. 3, 1908. 5 SHEETS-SHEET 6.
til gl (/f 22j Z y if f2.2
. 4 EL L @Z575 fig a l 15J tion is designed to avoid 1 narran sii-.girn.s' nnrnnr entren EDWARD R. BRDTON, OF MOBILE, ALABAMA, ASSlGiNOBJ OF THlRTEEN-FlFTEENTHS TO GEORGE H. FONDE AND ERNEST E. WAGAR, OF MOBILE, ALABAMA.
RALWAY SIGNALNG APPARATUS.
` najeoacss.
Specification of Letters Patent.
Patented Nov. 3, 1908?.
Application niet november 1s, ieov. serial rip. coasts.
transmission of danger signals both in front y and behind a train or from a switch or from a block station or from some portion of the railroad liable to dangerous conditions, and these signals are in accordance with thepresent invention transmitted without the aid of line conductors by what is known as the wireless system of transmission of signals.
`With wireless systems of signal transmission for railways as heretofore proposed there is the constant danger of false -signals being given from wireless telegraphic stations located adjacent to or even a considerable distance from the railroad. The present invensucli unauthorized operation' of the signals, whether the same be accidental or whether it be attempted from a malicious desire to interfere with the proper operation of the railroad. I
In accordance with the present invention the signal indicating devices are inoperativeto produce a propersignal unless there be two or more wave trains'propagated, the-said wave trains having different characteristics and simultaneously active except that one wave train may overlap the other wave train at both ends.
The invention also includes two receiving means adapted to the characteristics of the coacting transmitters so arranged that one will respond to one of the wave trains, and the other will respond to the other wave train, but the second transmitter will not be operative to the second (and shorter) wavev train until the first receiver has acted to an extent sufficient to' couple up the second'receiver in a manner to be responsive tothe second wave train. y'
The invention contemplates the sending of cautionary signals which will notify the engineman of a .dangerous condition, either ahead o'r'approachingfrom the rear, demanding that his train be brought l but should the signals be disregarded, and they sometimes are, then provision is madeto a standstill,
.for the sending 'of a second signal which will i automatically operate the throttle and brakes so as to bring the'train to a standstill outside the volition of the engineman. lt is within the scope ofthe invention to provide'means whereby two o-r more cautionary signals may be given before the emergency parts are brought into operation. ln order that the Aengineman may be made aware of the operation of the signals in an obtrusive manner, both visual and audible signals may be used.
Furthermore, provision is made for the con-l tinuous operation of the precautionary signals and of the emergency mechanisms, even though the wave trains coming from a sending station have ceased, and these signals will continue to operate until they are again set into condition to receive still other signals. The invention further provides means whereby the engineman may be aware of the direction, whether ahead or toy the rear, from which the signals are coming.
ln order Athat the engineman, having himself o erated the emergency appliances without tfie danger condition being present, cannotthen claim that the devices were operated g automatically in the' manner provided for., the invention also comprises an .automatic Vregister which will o'erate only-when the emergency .apparatus as. been properly operated. by impulses sent out from some sending station and received onl the engine the manner intended by the system.
The invention comprises, likewise, means wlierebyv Wave trains peculiar tothe railway train or station may be continuously propagated whether the train be in motion or` standing still.
.In addition to these several features there is included in the invention a telephonic system whereby after the train has .received a cautionary dangerv signal' and lhas been brought to a standstill the engineman may call'A up another train or station at the point of danger fromwhich the danger signal emanated' andreceive telephonically such information as may lbe necessary.
linorder to carry out the various propositions-of thev present invention I have .de-l vised the system which will be best understood by a consideration of' the following detailed description taken inconnection with the accompanying drawings forming a part of thisspecification,4 in which. drawingsl Figure 1 is a diagram of the circuit connecalarger scale than shown in Fig. 1 of the ning mechanism capable of closing the cir? tions on an engine, both for sending and receiving signals and messages. Fig. 2 is a detail view on a larger scale than that shown in Fig. l, illustrating the means for coupling up the wave generating apparatus for the propagation ofthe messages. Figs. 3, 4 and '5 aredi'fferent forms of cam structures for causing the circuit-closing devices 'on the transmitters to be operated. Figs. 6 and 7 are two views of the automatic register for the emergency conditions showing different phases of itsl operation. Fig. 8 is a detail view of the mechanism for indicating in what direction the signal has beenwtransmitted. Fig. 9 is a detail showing the means for holding certain of the signal devices adainst accidental operation due to the shocks and jars incident to the movement of a locomotive. Fig. 10 is a detail view of the governor index; Fig. 11 fis a diagrammatic elevation of a semaphore or target signal to be used in place of certain lamp signals. Figs.'12 and 13 are side and plan views, respectively,- of a supporting means for the apparatus constituting an absorber for mechanical shocks. Fig. 14
is a detail view of one of the absorber springs. Fig. 15 1s a dlagrammatic view on means under the control of the receivers of the trains of ether waves for producing the signals. Fig. 16 is a diagrammatic view of the sending apparatus wherein a dynamo electric generator is used in place of batteries for supplying the current.
Before entering-into a description of the details of the system, it may be well to state that upon each engine there is located two transmitters capable of propagating through an aerial wave trains having different characteristics, as for instance, wave trains may be made up of Waves of different periodicity. Upon each engine there isa constantly runcuit to one of the transmitters to cause a propagationof a train of waves of some predetermined length, and the same mechanism is arranged to cause the closing of the circuit of the second transmitter at apredetermined time after the closing of the first transmitter circuit and to open the second transmitter circuit before the iirst transmitter circuit has been opened, although .the opening of the two circuits may be coincident.
Also upon the engine there are located two receiver circuits, one of which is responsive to the first circuit of some distant transmitter and the other of which is responsive to the second circuit of'some'distant transmitter, and these two circuitsfwhen working con-V junctively, and. only when working 7 conjunctively, control a signal circuit through which one, two or more cautionary signals may be transmitted, and then, on the failure of the engineman to take heed of said cautionary signals, to ultimately cut olf the steam i with two provided with the transmitting and receiving circuits which will give signals without of course including the emergency structures and may also `include the telephone system.
Now, referring more articularly to'Fig. 1, there is shown an aerialpconductor 1 with an expanded head 2 over which is located a sheath 3, the aerial lbeingof course of an altitude not greater than the height of an engine, but this will be found sufficient for the transmission of messages forseveral miles with an apparatus otherwise properly designed. The danger zone thereby has an extent equal at least to the usual distance between block stations and ample for the stoppage of any train before the point of danger is reached. Each en ine or sending station is provided uhmkorlf coils 4 and 5 which, however, may be taken as indicative of any suitable source of Hertzian waves. Since the zone of propagation need not extend more than a very other propagating source may be quite small. Each coil is provided with a spark gap 6 connected on one side by a conductor 7 to the.
aerial 1 and on the other side by a conductor 8 `to the ground conductor 9, connected to one of the axles 10 of the engine or otherwise grounded. f
First, considering the coil 4, its primary circuit is through a conductor 11 and Iheostat 12 to one side of a battery 13, thence to one conductor 14 of a plug 15. The other side of the primary of the coil 4 is connected .by a conductor 16 to a contact spring 17 mounted upon, but insulated from, a small electric motor 18. The spring 17 has its free end resting upon a post 19 fast upon the base 20 upon which the motor is mounted, and this free end extends beyond the post 19, as indicated at 21. Above the spring 17, but insulated therefrom, is another spring-arm 22, and above the arm 22, but insulated therefrom, is still a third spring-arm 23. lhe spring-arm 22 has the free end formed into a head 24 immediately above the post 19 but normally out of contact with the arm 17. The arm l23 has a head 25 immediately above, but out of contact with, the head 24, and this lastenamed arm 23 may be/also provided with a manipulating button 26 to which reference will be had later. The spring-arm 22 is connected by a yconductor 27 to a spring tfew miles, these coils orl ceases @up '2e-wia Winni aannemers-'le plug-i5 may be' brought into' contact.
4@he side' ol lheprinia y winding ofthe coil 5 is connected by'aconductor 29 throughs rh'eostat'O'to' one sid'eof the'battery 13, and the otheriside bf't'heprinfary 'winding of'the coil 5 isfcnnected by "a 'conductor 311 tothe springgea'mi 23 beforerefered-tc. p
The: ost "1 9 'cariesfa shaft 48'2,'bestfshown in 2,'"and thshaftinayfbe' driven by`a train o i'ge'ars 33,34,'35 'and'36,' or anyother arrangement: of reducing gears from the i armature shaft' 37 of the"m'otor' l8. The shaft 'i "skSS formed with a' camip'ro- 32 carries :a I di jection' SQhaving a portion 4() in its periph-- ery in the fo'rm'of'lan arc'vstruckifrm the cenery 'of the diskbya somewhatsudden slope 412. The foregoing'cam 3 'where lonly one ca'm shown, andinlig. 5 these4 camisurfaces. are shown upon valoelt 43. passed around two spacedzrol'le'rs )44, one'of 'which may replace the disk 38 upon the shait32 "andthe other of whichmay 'oe'mounte'dsme distance therefromfa'sran idler.
i I l l 'The armatureshaft 37'at the end remote i;roin' that carrying the gear 86 'is providledyvitjhanother 'gearjli` meshing with ja pinion "46 npnuone'end of ashaft 47 mounted in 'suitable bearings on 'standards 48. d This shaft 47 has's'ecuied to it one endv of a ball governor 49 of 'common type, the other end ,ofwhic'hsli'des upon the shaft and' carries a friction dish4 50, andan adjustable friction head 5l mounted uponalsc'rew 52 is oarried by'apo'st'or sta'ridarlx'.y The'friction head '514 is so"adji1sted that when the'speed of the motrfand -consequently"of the governor, reachesjaI certain' pre deterniin'edv limit', the disk 50fis brought" into contact with the head 51'uiitil vthe centrifugalffreacting on the goveri'for and "the iritiongen'erated betweenthe disk and head balance'sothat the motor is 'maintaine 'l at'*a'certain iixed speed. ln order that the generator may be set' at'any desired speed the`screw'52'is'provided with a ointer 54 and index plate, 55, which latter is Exed to the standard 52. This indicator disk is bestsho'wnin Fig.. 10.`l
One terminal ,of he motor 181s connected by a conductor v56 toa battery57, the other side of vwhich latter is connected bv 'aconductor 58 to 'a spring contact 59 'with which one element 60l of the plug 15 may make contact, and this element isshown as connected by:- a conductor'l with the other side ofthe motor. It is to be understood, however, that the plug l5ne`ed not be connected to the conductor 6l and thebattery 13, as'indicated in the drawings, since the'separts may ofcourse be connected to' -suit'ableterxnnals there 'are thiee sueh'cam suriacesV a time until the shoulder 42 is'reached,
. out'two orl three solthat the pliigfwlien'inserted willco'mpl'ete the respective circuits.v y
"New, let it'be assumed thatth'e pluglv is causedtocloseth'e circuits ofthe b'attferies'l and 57 at `the yterminals, controlled by "the plug. The'arm'ature of'the motor-I8 begins to rotate and speeds up'untilitreach'es 'the speed "determinedv by the 'governor 49, `at
which speedit continues torotate'so longfas the plug'is in"p'o'sition. Every time a' clam 39 engag'esithe'end 21 of thespring-' arrn 1,7 "the circuit'is closed betweenfthisarrnand the arrnf24.. ,This'energizes the, primary oi Athe coil 4 and the secondary is'thus'c'ausedlto generate" 'currents'in the manner usually employed for wireless transmission and so "a train 'of waves `is l`propagated "and: 'einan'ates from the'head 2 'ofthe aerial 1. 'l-ifter the coil Zlshas started then thecam'furtheracts upon the arm 2l "and-head "24 to bring "the latter ultimately into contact with the head 25, when'the coil 5 isienergiz'ed'andanother train of wavesis propagatedirom the head 2 of the aerial. be .characteristically"z different from the 'first set of waves andbecause` of the shape ofthe cam 39 both'sets 'of waves' are continued-'for I vwl'ien the head'24 is'lo'wered from`the'he'a'd 25' and then `'quickly thecircuit is broken between the arm 21 and the head '24, There is thus propagated a train of waves of a certain characteristic'ollowed'after a predetermined time limit by a second train 'of waves oi other characteristics, and the two trains y are.4 then coincident rin time '-forf a .predetermined period, 'when thes'ecjond .train of waves" ceases andv immediatelyafterwardjthe first train of waves ceases.i `-The rheostats l2 and '30'are useful in' 'djusting the current supplied to theI coils @land 5.
lFor certainr pu mission of the trains of waves may be lvaried by varying th 'speed of the motor so that no two "railway'trains or stations l,will 'be identical, and by thi'sfmeans the different ,trains or stations may be recognized.' at the'diiierent receiving stations. Furthermore, for certainV other purposes railway trains going in one direction may sendout the impulses, say once duringa certain time'period, and those lgoing in another direction may 'send trains of waves"A during a certain time period, 'or they may send out groups of trainsf waves witha longer or shorter interval between vthese groups. lFor this purpose ra railroad train may Ahave'a diskjsuch'as shown inFig. 4, -wit the cams thereonmgnouped in 'a certainm'anner to indicate that the railroad train is moving` in one direction while in the other direction this .disk may Ihave the cam asin'fFig. 3. These may demand. 'Grone train may have a cani rposes theis'peed f'transv leads a conductory 101 i which will-send'out impulses during a short time period and another tram going in the opposite rdirection may have a cam two or three times as-long or of greater len th so that the time interval during which t e impulses or trains of waves are propagated is materially lengthened.
, Referring again to Fig. 1, the aerial 1 'is branched off through a conductor 62, including a rheostat 63, to a coherer 64, the other side of which is-connected by a conductor V to the ground conductor 9. The coherer 64 is connected on one side by a conductor 66 to a relay 67, the magnets of which are included in a conductor 68 leadin to a battery 69 connected on the other side by a conductor 70, back to the conductor 65, thus completing a circuit throughthe relay whichcomes energizedwhen the trains of waves pass through the coherer in the usual manner. The relay Controls another circuit comprising a conductor 7.1 including in its circuit a lamp 72 and a battery 73, from which latter extends a conductor 74 to an electro magnet 75, the other side of which is connected by a conductor 76 toan indicator 77 to be hereinafter described, and from this indicator there extends another. conductor 78 to a bell 79 from which there is still another conductor 80 leading back to the relay. The hammer of the bell 79 may operate as a tapper for decohering the coherer. The magnet 75 controls an armature 81 against the action of a spring 82, for a purpose which will presently appear.y The aerial 1 has likewise connected to it a conductor 83 including a rheostat 84 and leading to another coherer 85 from which there extends a conductor 86 to the ground wire 9.
In vcircuit withthe coherer is a relay 89, the magnets of which are connected by a conductor 90 with a battery 91, and this battery in turn is connected with a conductor 92 to the conductor 86 while the coherer is likewise connected by a conductor 93 to the relay magnets. The circuit controlled by the relay89 comprises a conductor 94 including a lamp '95 Vand leading to a battery 96 from which there is a conductor 97, and branched vover from this last-named conductor 97 there is another conductor 98 leading to a magnet 99 which may be mounted upon a board 100, and from the magnet 99 to a terminal 102 in the path of an armature lever 103, which in turn is connected by a conductor 104 and back to the contacts of the relay 89, and this conductor 104 includes a bell 105, the clapper' of which serves as a tapper for the coherer 85. Mounted upon the board which, however, is not shown. upon the board 100 is another post- 110 carrying afr spring contact finger 111 normally outfof contact with the armature lever 103 but in the path thereof. Pivoted to the board 100 is an arm 112 of insulating material, or yduly insulated, and this arm is formed with a lug 113 against which the armature lever 103 abuts when the said lever is'in inoperative position, that is when the magnet 499 is not energized and the lever is upheld by a's ring 114. under the contro one end to the arm and at the other end to the post 106 and tending to draw the arm toward the end ofthe armature lever.
When the magnet 99 is energized the armature-lever is drawn downward against the action of its spring 114, and the lug 113 is so shaped that as soon as the armature lever is drawn down but a short edge 116 of this lug acts as a cam surface on the armature lever, and the arm 112 under the action of the spring 115 forces thelever .103 downward away from the contact 102 and into enga ement with the spring finger 111, causing the latterto yield to a certain extent. The armature lever 103 carries a contact terminal 117, in the path of which is a fixed terminal 1 18 connected to the conductor 119, which latter leads to another armature lever 120 mounted upon apost 121 on a board 122 carrying another magnet 123 and anotherpost 124 on which is still 'another spring finger 125 in therpath of the lever 120, and the board 122 likewise. carries the arm 126'similar to the arm 112, and this arm 126 has a lug 127 like the lug 113 and lis under the rcontrol of a sp'ring 128 like the spring 115. The armature lever 120 is also under the pivot an extension 130 carrying a spring pawl 131 actuating a ratchet 132.
The spring nger 111 is connected to a conductor 133 leading from which the circuit is continued through a conductor 136 to a` by a conductor 138 to the post *106, before referred to.
The spring finger 125 forms one terminal l of a circuit embracing a conductor 139 leadl ing to a magnet 140, the other sid'e of Which l is connected by a conductor 141 including a l switch 142 to the conductor 97, before referred to. This last-named conductor 97 also leads to one side of the magnet 123,.the
Mounted control of a spring 129, and has beyond its' to a bell 1'34 andlamp 135` The arm 112 is of a spring 115 secured at distance, the under battery 137 and back other side of which is connected by a conl nal 148 to one side 'side of which is connected by a conductor i 150 to a register 151, the other-side ofwhich register is connected by acondhcterlStoa batt-ery'153, andlthis battery is connected-'by of't'lie'engine,
switch 142 is connected byV any suitable` means such-, for instance, as a link 155; to the throttle ofthe engine'so thatwhen this throttle Ahas beenfcl'osed't'he circuit to the magnet` 140v is then opened", and the motor 14:9v is thereby stopp'edfrom further action.
In order that the receiver circuits maybe prevented: from respondingi to the impulsesy sent out` by the transmitters atl the-same station or engine the spring armI 17 is connected by a conduct-or 232'to-and forms part of the battery circuit of the coherer- 64, and the post 19* is connected* by another conductor 233 to, and forms part of the circuit ofi the coherer 64 sothat the' battery circuitv of1 this coherer G11-is cut outvv whenever the end. 21- of therarm 1'7l is raised from-oii'the'post 1-9, thispost beingofvcond'ucting material. Furthermore, inthe-path ofthe-armature 8'1 thereis` a contact 87" connected by a conductor 88'to and-forming part of' the circuit' ofthe battery 91, and another conductor 234-leads to the armature 81 so that4 -the battery Circuit of'- the coherer 85 is closedonly when the magnet* 7 5-is energized.
The different' sending apparatus located at different points-are differently timedsothat" no'two will synchronize, and it is onlyr occasionatthatthe sendingapparat-us oiy a station or locomotive would beoperat-ing-at the'time a train of waves was being senti from someother station, and if such an event should" transpire then the next set oflwaveswould 'reach the 'receiving' apparatus viny the interval between-the operations ofthe transmitter or transmitters. For Aall practical purposes vthe receivers are in condition to receive the emanated Waves from a distance but; are' al- Ways cut out from the eect of the waves generated at the same station where the receivers are located'.
Now,` assume that a railroad en ine equipped as indicated by Fig: 1 is trave ing upon= the'tracks, or itv may be standing still'r upon the-track. At intervals determinedby thes eed ofthe motor" 18 there are propagate two sets ofwave trains in the manner already setfor'th, and these wave-trains will actuate receivers u on` a trainl WithinJ the zone of? activityv off these waves ori if" such receiversbe located at' afbl'ockl station then the: indications Will-be: received at such block" station. Assume, further, that another train is traveling upon the track either toward. the first train from the rear or Jfrom-the front or ation is Within the-danger zone:
let-it* besup Used that' some'dangerousf conditionv has eveloped uponthe line ofway andi that byv such dangerous condition the transmitter, suchas'shownin Fig. 1,' has'been set in operation andlthe train under considerimpulse ispicked up by the aerial 1- and passes throughthe coherer 64 then the light 7 2 'isfcausedl to `hashv and the Abell' 7 9iwill give an4 audible signalV and the circuit of the sec- 'ondcoherer Will-be closed by the armature 81 makingA contact with the terminal 87; At thesame time the indicator 77, which-Will be hereinafterv described With reference to Figi 8, will give an-indication which, as will hereinaf'ter appearshows from which direction-, vWhether in front or to1the'rear ofl the train, the -signalfhas beenv sent'. Waves be sent', such as the receiving circ-uit' controlled by' the coherer 64 Willrespondj to, thenI thereis simply aA flash of the lamp and ring of' the bell, and 'this'might occur even hernan-ordinary wireless telegraphic sending stationianywhere Withinthe zone of inuence o'suehst'ationr Under these circumstances, nothing/further willhappen and the engineman will understand that"v picked up` some fugitive` message not transmittedifrom any dan vefr-'zone a engy the rail- Way; Ff, however, -t `e proper transmitter Il'" a single I'ffbut one train of' the system has-- has been acting then as. soon as the first coherer-has becomeactiveandtlie relay circuit` throu h the magnet has been energizedso that t e armature-81 closes the circuit ofthe second coherer through-the terminal 87', then the second train of-vwavesfollowin immediately u on'and then coincident Wit theiiirst' train o Waves, acting-through-the-coherer closes the relay circuit and the lamp will glow?r andthe magnet 991is energized, and the bell1'05 will also give a signal. Immediately up'on'energization o'fthe'magnet 99 the -armature lever-108` is drawn-toward this ma net and its free end rides down the lug 113, W en it is by the-action ofthe spring 115', mechanically brought and' held' in contact with the spring inger '1:11 andin contact-with the circuit terminal 118. The `lug 113'is so shaped' as to cause the armature lever 103 to be moved during an appreciable period of time before the' circuit 1sv closed at the terminal 118, and'this period of time is longer than the time period ofthe second train-of waves. In the meantime the circuit' through the magnet 99 is=broken atE theterminal 102 and the' circuit including this magnet becomes inactive. However', a new circuit is` established through the magnet 123 and parts controlledthereby,
but in the meantlme Ithe circuit hasbecome broken at'tliel'relayf 89 andi consequently the'l A However the'circuit', fITUIII' theftel'ilil', 1111' through"V the heilg 134 said crcuit-isinaetve;
and` theI lamp 135 remains' closed being held closed'by the engagement of! theA lug 113 over the armature lever 103, and the bell 134 `cuntinues to ring and the lamp 135 to glow until its circuit is manually broken by the engineman or some other authorized person. When the bell 134 rings and the lamp 135 glows the engineman then understandsl that there is a dangerous condition either ahead or behind and his duty is to immediately stop his train. However, some cnginemen do not always obey orders or observe signals, and in order that the failure of theeng'ineman to do his dutyl under the conditions may not endanger the safety of the train, provision is made for the actuation of the emergency devices on the reception of the second signal, which issent out automatically within a brief time after the first signal. Since the disk 38 continues to rotate the cam 39 will again cause the propagation of the two trains o waves. Now, however, the circuit coni trolled by the coherer 64 is again closed and theV circuit controlled by 'the coherer ,85 is likewise closed but instead of acting through the magnet 99, which is now out of circult, the new circuit is completed through the magnet 123, when the same cycle of operations alread described is effected by the parts contro led by the magnet 123 and the circuit through the magnet 140 is completed.
This causes the closure of the circuit of the motor 149 through the terminal 147 and armature lever 145 andthe motor will close the throttle and actuate the air brakesystem, after which the circuit of the magnet 14() is automatically opened at the switch 142.
So far, the engineman is ignorant of the trouble or the location of the trouble except that the register 77 has indicated to him whether the danger zone is to the rear of the train or whether his train is ap roaching such danger zone. In order that t e engineman may* have. communication with some one at the point of danger, there is provided -a telephone system shown in connection with the diagram, Fig. 1.
Connected to the aerial 1 is a conductor 156 terminating in a contacting stake 157, and this conductor 156 is of sufficient length so that the stake 15,7 may be carried some distance from the engine and then inserted in the ground. This conductor 156 is designed simply to ground the aerial side of the coil 5, the other side of which is grounded through the aXle 10. Branched off from the conductor 156 is another conductor 158 leading from one side of the telephone receiver 159, the oth'er side of which is connected bya conductor 160 to the groundv conductor 9.
The receiver is thus, when the stake 157 is-in the ground, included in a circuit grounded at each end and will receive telephonie messages from a telephonie transmitter circuit wsirgarly grounded at a. distance ofv s'ome miles, even when the grounds at the receiver.
and transmitter ends are separated only by a shortdistance.
Branched off from the plug side of the sented in Fig. -1, but it will be' understood that they are both carried by the receiver in convenient position to be manipulated by the hand of the user holding the receiver. Branched off from the conductor 158 is another conductor 168 leading to the conductor 31 so that when the switch 1 67 is closed under the terminal 166 there is a local circuit established betweenl the transmitter 165 and the primarywinding of the coil 5^, and this coil therefore acts in the usual. mannerof an ordinary. telephone coil, but because of its size and v the conditions under which it operates i't acts l with greater vigor than the ordinary telephone coil. These coils, however, are in practice provided with condensers and I have found that it is necessary to eliminate the condenser from the circuit when telephone messages are to be sent, but the condenser is maintained in the circuit when the coil is used for the "ropagation of Hertzianwaves. Thergfore t ere is placed in operative relation to the hook 163 two terminals 169 and 170.' The terminal 169 is connected by a conductor 171'to.the
condenser 172 ofthe coil 5, on' one side of the said condenser, and the terminal 170 is con-A nectedv by a conductor/173 tothe other side of the condenser, so/tlat the condenser is cut outof circuit wh/en the receiver is off the hook and is/in the circuit when the receiver is on the hook.
The telephone is designed for'use usually when "the engine has come to a standstill, for then any signals received are inoperative to effect the controlling mechanism of the en- I gine. Therefore, under these conditions the engineman may grasp the knob 26 and close the circuits between the heads-24 and 25 and the spring arm 17 p and send in rapid succession trains of waves to affect the bells 79 and 105 after the manner of telephone bells, and suclfa signal will be understoodpat the station or on the engine vaffected as a telephone signal and thenthe telephones may be used in the ordinary manner. for the transmission of information vocallyff" c When the telephonelis being used it is advisable that the motor 18 be cut out of circuit without, however, cutting out the battery 13, since that battery is used in the telephone transmission. Therefore there is pro,- vided in the motor circuit a switch 174 so that this circuit may be broken when desired.
In Fig. 8 there' is shown a diagrammatic through a link conductors 76 and 78,
representation of a means whereby-,the indicator 77 may be made to show whether the point from which the danger signal emanated was in front orbehind the receiving train. This indicator is provided with a ' pointer 1,75 and an index 176 over which the pointer is capable of swinging. The ointer is actuated by a solenoid 177 inclu ved between the and when the solenoid is energized its armature 178 is drawn in, and connection 179. carries the pointer with it. The pointer 175 `is normally under the control of a spring 180 and when moved in opposition to the Spring'its action is-retarded by a dash-pot 181. When im-l pulses of some certain duration are received by the solenoid 17 7 then the pointer 178 slowly moves over the index 176 because of the action of the Adash-pot 181. 1n caseof an impulse of longer or shorter duration acting on the solenoid 177 the pointer will, because of the'dash-pot, be moved to a greater or less extent. 1f, now, it be understoodY that a railroad train traveling along the track in one ydirection shall sendout wave trains of a certain duration and a railroad train travcling in the Yother direction shall send out wave trains of long duration, then it is easily determined from which direction the trains of waves einanated.
The register 151 is best'shown in Figs. 6 and 7, where it will be seen that this register includes an electro magnet 182 controlling an armature 183 carrying a visiblesign 184 which in the drawings is shown provided with the word Auto This register is also provided with a s ring latch 185 which will engage and hold t ie armature in the attracted position when the magnets are once energized. The casing of thisy register has an opaque cover 186 with a, sight slot 187 therein-through which the sign is visible only when the armature is in the attracted position. This register is sealedv by. a suitable lock, which can only be opened by an authorized person, so that the engineman is checked, against asserting that the train was sto ped by the reception ofthe signals Whenhe ilimself stopped the train without having received any signals. 1f the engineman himself stops the train `then the circuit of the magnets 140 is broken by the switch 142, which is opened wher the throttle Ais closed, and consequently under these circumstances the register 151 will not operate. y I
The lamps 7.2 and 95 and 135 are of course liable to burn out and so may be replaced by a visible signal inthe form of a target 188, as shown in Fig. 11, and this target may be operated by a solenoid 189 included in the circuits in place of the lamps.
Since the bells 79 and -105 are of the trem- I bler type they may` be caused to ring by yielding of their springs under the shocks `which there is a and jars-incident to the travel of the engine.
For this purpose these bells may have their moving parts locked, when not in action, by a'structure such as shown in Fig. 9. 1n this igure, which is more or less diagrammatic, there is shown the bell magnets 190 included in the usual way in the circuit, and a portion of the armature 191 which carries the hammer is also shown. On this armature there is provided a pin 192 normally in the path of latch 193 under th'e control ermanently included in the circuit and bridging the circuit terminals under .the control of the armature 191. When an impulse tending to ring the bell is received, the magnet 194 is energized and pulls the latch 193 from the pin 192 and the armature 191 may respond to the pull of the magnet 190. When the magnets are not energized the latch 193 is in the path of the pin 192 and the armature 191 cannot lmove to a suiicient extent, under the action of the shocks and jars received from the en ine, to bring the hammer into contact with t e bell.
'1n order that the structures may berelieved asfar as possible from the effects of the motion of the engine on which .they are mounted, there is provided a support, such as shown in Figs. 12 to 14. In this structure there is shown a frame 195 which may be fast to some -xed portion of the engine, and this frame has top and bottonimenibers 196 of a magnet 194 p and 197 joined at the corners-of the uprights v 198. About midway of this frame there is a platform- 199 lsupporting a casing 200 of sufficient size to incl tures shown in Fig. 1, with the exception of ose the ,various structhose parts which must be made visible.
This platform is supported at eachv corne'rby a structure 201 best shown` in CE ig. 14. 'This structure comprisesy a 'sleeve 202 closed lat each end except in one end there is a perforation for the assage of the rod 203 terminating inside o the sleeve in the head 204, land surrounded between the head and the perforatedend of the sleeve by a helical spring The casing is connected at one end by a ball and socket joint 206 and link 207 to the frame 195 or uprights 198, as the case may be, and the free end of the rod v203 is connected by a ball and socket joint 208 and a link 209 to a corner of the platform199-. Similar structures 201 connect the terminals of the platform to the top and bottom members 196 and 197 of the frame. The platform 199 is thus supported upon spring supports in all directions, and, therefore, the entire structure acts in the nature of a shock absorbero The foregoing fined to two transmitters sendingfout two trains of waves, one of which overlap other at both ends. 1f under some circumstances it be'found advisable, a third transmitter may be employed or' a still greater number of transmitters vmay be employed,
` deemed sufficientl `to show the principle of Fig. 1, and thearrangement of this diagram eluded.
train of waves is started before the next ngplace @the be11'1s4 naught 135 thi-,
. englewhistle if so desired the engine whistle may be added trains.
and a corresponding number of receivers may be used, the receiving circuits being each differently tuned to the characteristics of the transmitting circuits, it being understood that in the arrangement shown in Fig. 1 the receiving circuits f are appropriately tuned. Also there is -shown means whereby at V-least two distinct pairs or groups'of trains of waves must be received before the emergency apparatus is Vrendered active.A This is' the invention, but it will be understood that .the structures may be multiplied so that three or more pairs or' groups of trains of waves must be received in succession before the emergency apparatus is rendered active. These various arrangements are mere multiplications of what is shown in *he diagram of may be changed in' various ways to meet the the. salient features of the invention are init has been heretofore stated that one train of waves, but since the'receiving circuits are tunedl. to the respective characteristics of the waves and the second or succeeding circuit-sare not complete until the preceding train of waves has had time to act, the
trains ofwavesmay be propagated siinultal neously since the succeeding train or trains of lwaves are inactive to the respective receivers until the preceding train or trains of waves have actuated their A respective receivers.
may be caused to blow continuously soY long as the circuit is closed, or
to the bell 134 and light 135 so that the signals -are made correspondingly more obtrusive to the engineman. In order that the plug closing the circuit of the battery 13 may remain normally in place, there is provided a spring 210 tending toalways hold. this -lug in closed position. Attached to the plilg isa c ord o r chain 2141, at the end of which 1s a cli 212 adapted to be placed over the throttle ever so that 'when a train is side tracked andbrought to a standstill, under which conditions it is not necessary to establish a danger zone from the train, then. the engineman withdraws the plug against the action o'f the sprin 210 and snaps the clip 212 over the hand e of the.. throttle lever so that when the train is again started this chain and clip will bein the way and the engineman will naturally release the plug from the throttle and again put the apparatus in condition to propagate wave The rheotome of theluhmkorff` coil is anunreliable means for making and breaking the primary circuit of thencoil, and when the l I trains of waves are to be propagated during long periods of time such circuitbreakers are liable to give a great deal of trouble and at times fail to work at all. Batteries are also an annoying means for generating electric current, especially under .the conditions present upon a locomotive. 0f course upon a locomotive engine there is always a steam supply, and consequently the source of current may be a small alternating current electric generator 213 upon which may be mounted the spring contacts 17, 22 and 23, as before, all as shown in Fig. 16. VThis generator may be driven by a small steam motor 214 which is only indicated diagrammatically in the figure and may be of any type ei'ther reciprocating, rotary, lor turbine, as may be desired.v Since dynamo electric gen- -erators of the small type `used in connection with this invention are usually run at a rather high speed, say 1500 tov 1800-or morerevolutions per minute for the armature, and since the number of trains of waves sent out per minute may be small, say four or ve or more per minute, the armature shaft 215 carries a worm 216 meshing with a worm gear 2 1 7, and through bevel gears 218, 219, 220 and 221, motion is transmitted to a shaft 32 upon which is mounted a disk 38, or it may be the belt 43, as shown -in Fig. 5. The dynamo 213 avoids allofv the objectionable features of the rheotomes of the coils, and these rheotomes lare of course vomitted as well as the condensers, the coils becoming then an ordinary simple type ofinductorium capable of producing currents of very high tension such as are used-in wireless transmission of messages or signals.
Upon the shaft of the dynamo213 are two collecting rings 222, 223, upon each of which bears a brush 224. Leading from the brush upon the ring 222` is a conductor 225 connected to the spring contact 17, and connected to the brush of the ring 223 is a conductor` 226 leading to one side of each coil. Interposed in theconductor 226 is a plug switch 227 which may be normally retained in place by a spring 210 and the plug may be. connected to a clip 212 by a chain 211, as in the structure shown in Fig. 1, the urpose being to cut out the generator from t 4e coils when the throttle is closed under the conditions mentioned with reference to these parts in the description of Fig. 1. The telephone circuits may be as in the structure shown in Fig. 1, except that there is a battery 227 included in'circuit with the transmitter 165 instead of the battery .13 of the system of Fig. 1, and since .the coils'have no condensers, the condenser cut out at the hook 163 is f omitted.
It is a peculiaritylof lthe currents 'of eX- ceeding high frequency produced by the elfectof the spark gap 6 in the circuit that they will follow a 'metal conductor even though the same beplacedldiecnlyjnnoniroma'source and 'each receiver controlling tact with the earth, so that At-he two'rails of the railroad, if unconnected by a metallic part, may be utilized as conductors -of such currents over considerable' distances. lIn order to utilize this eii'ect as well as the transmission through the `air there ymay be introduced into the aerial 1 a switch 228 by which the coils ltand 5 may have their secondaries coupled 4up to a conductor 229 in` stead of to the aerial, tand this conductor ends in 'a terminal late 230 close to the" ground. In the pat4 'of the terminal 230 there maybe arranged atintervals lalong the railroad conducting strips 231, suitably grounded, and the terminals 230 are located close enough to 'the strips 231, When they ass over them, to permit 'a spark to vleap om the terminal 230 to the-strip 231 land thus set up high frequency currents which, her with the currents passing to the be utilized to energize receivers such as *ave been 'described with reference to Fig. 1 and so ycause the'operation-of si valsof various types along the line of way. e terminal plates 23'() may even be brought into actual contact with the strip231 since the h i'gh frequency currentsare generated at the spark gaps 6. There is thus produced a wireless system where the ground instead of the'air is utilized-for thev i transmission of lthe ether waves..
.asin the system 'case the'ap aratus will be set in operation What is claimed 1s:-
v-At railway switches `and 'other Ypoints where steam or other likepower lis'not avaiL able, the coils will be ener ized by batteries shown in ig. 1, and in such only when t e switch point is moved 'to open the siding to traflc and so become dangerous to trains designed to travel over the main track. n
At culverts and at other points where the safety Iof the train may be endangered'by cave-ins or washouts or land slides or any other dangerous condition, the apparatus may be installed and may beset into operative condition by weights or other` means usually employed for closing electric circuits when such conditions arise.
1. In a Wireless railway signal system, means for ropagating two or more trains of waves of iiferent characteristics, receiving means each responsive to a respective trainv of Waves, means for roducing signals rendered active by one o the receivers and operating continuously independent of saidre ceiver vafter being once rendered active, and means under the control of the other receiver or receivers Jfor rendering y.the irst-named receiver receptive to the respective train oi waves.
2. In a wireless -railway signal system, two or morereceivers responsive in succession to ltial impulse sponsive to a respective trains of waves emanating simultaneously the 'circ-uitoi the nexisucceeling recei\ eL to waves, a signal actuating circuit, and means under the control of the last active receiver for closing the signal circuit.
3. In a wireless railway signal system, a signal circuit having normally open means for closingsaid circuit, means for imparting to the' circuit-closing means an initial movetrains 'of Waves emanating from a distant source', and mechanical means for com the closing of the signal circuit after t e mi= due to the eiiect of the received trains oigwaves.v Y'
4. In va wireless railway signaling system, means 'for sending trains oi waves in grou s of two or more overlapping trains `at pre eterm'rned time intervals, means selectively res onsive to the individual trains of a group an rendered successively responsive to the wave trains after one of the receivers has be n actuated, a signal circuit rendered active by the last receiver to 'beaifected by the trains of waves, and means controlled by the signal circuitjfor lionderingY the succeeding circuit active to asucceeding group oitWo or more overlapping trains of waves.
5. In a -wn'eless railway signal system, means respons-ivegiii succession to a group.
,of overlapping Itrains' of waves, two -'or more circuits -e'a'ch controlling the next lsucceeding circuit and rendered active in succession by succeeding groups of two or more overlapingvtrain's of waves, and means rendered active by the last circuit'made active by the effect of the trains 'of waves iior controlling the railway train o erating devices to bring the train to a stan still.
6. In a wireless railway signal system, means responsive to a train of Waves, a circuit controlledthereby, another means retrain of waves, a circuit including said wave-responsive means, a circuit-controlling'means in the second circuit under the control of the first-named circuit, and another circuit under the control of the second circuit and including signal means rendered active by the closure of the third circuit.
' 7. In a wireless railway signal system, receiving means responsive successively to characteristically different overlapping trains of waves, and a signal circuit controlled and rendered active by the receiving means energized by the last train of waves received.
8. In a wireless railway signal system, re-l ceiving means responsiveI successively to trains of waves, a signal circuit, and means render it recept-ive to the Vrespective train oi leting under the control of the last train of waves l actin on the receiving m'eans for closing the signa circuit and holding the same closed l 9. In a wireless railway 75v ment, which means are under the control of 4 to the said circuit.
trains of waves, the action of the last received train of waves means responsive in succession to overla vping trains of waves, two or more circults each controlling the next succeeding circuit and rendered active 'in succession by succeeding trains of waves, and a signal circuit rendered active by the last circuit energized by the wave-train responsive means and at the same time locked out -of active relation and remaining closed irrespective of said train of waves, and another circuit, including signal devices, rendered active to anothergrou of overlapping trains of waves while the stnamed signal circuit remains closed. 1
12. In a' wireless railway signal system,
means responsive to characteristically 'differ-y ent overlapping' trained-waves, each receptive means controlling the'next succeedingreceptive means, a signal circuit, 4n ieans under the control of the last wave-train receptive means energized, for closing and maintaining the signal circuit closed lrrespective of the receptlve means, and another circult containing` signal and train-controlling means and also under the control of the wave-train signal system,
' waves of the receptive means when the iirst-named signal circuit is active. l
13. In a Wireless railway signal system, means responsive in teristically different waves, a circuit rendered active bythe receiving means controlled by the last train of waves of the group, means under the control of the said signal circuit for placing-another. circuit in, I same time pro ucing a signal, with relation to the wave-train receiving means, and train-controllin devices under the control of the last-nemer? means responsive to the wave-train receiving means.
14. In a wireless railway signal system,
successionV to charac-. overlapping trains of:
receptive condition, and at the means responsive 1n succession to -characteiistically different overlapping trains of waves,a circuit rendered active by the receiving means controlled by the last train of of the said signal circuit for placing another circuitl in rece tive condition, and at` the same time pro ucing a signal, with relation to the wave-train receiving means, traincontrolling devices under the control of the group, means under the control last-named means responsive to the Wavetrain receiving means, and a register responsive only when the train-controlling devices have been actuated -by received trains of waves.
In testimony that I claim the foregoing as my own, I have hereto affixed my signature in the presence of two Witnesses EDWARD R. BRODTON.' I
' Witnesses:
WM. J. N EALE,
O E. DoYLE.
US40285607A 1907-11-19 1907-11-19 Railway signaling apparatus. Expired - Lifetime US902553A (en)

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