US941541A

US941541A - Cab-signal circuit.

Info

Publication number: US941541A
Application number: US467618A
Authority: US
Inventors: Paul J Simmen
Original assignee: Individual
Current assignee: Individual
Priority date: 1908-06-19
Filing date: 1908-12-15
Publication date: 1909-11-30
Anticipated expiration: 1926-11-30

Description

P. J. SIMMBN.

GAB SIGNAL GIRGUIT.

APPLIOATION FILED DEO.15, 1908.

941,541 Patented Nov.30,1909.

wi-tmiwoeo W 364.10 wlfoz UNITED STATES] PATENT onmon.

I PAUL J. SIMMEN, OF LOS ANGELES, CALIFORNIA.

CAB-SIGNAL CIRCUIT.

I Specification of Letters Patent. Patented Noni, 30, 1909, Original applicatlon flled June 19, 1900, Serial No. 439,834. firmed and this application filed December 15,

1908. semi 170.467318.

To all it may concern;

Be i .known'that I, PAUL J. SIMMEN, acitizen of the United States, residing at Los Angela's, in the count ofLos Angeles and clear, and exact description.

' This invention relates to im roved signal systems foruse on trains an locomotives to apprise the motorman or englneer of dan er conditions. i T e general features of the present invention have been set forth by me in my copending applications Semal Numbers 383,713 and 439,334,'in conjunction with .certain other apparatus, and features, but

the present invention is not specifically claimed in said ap lications.

This. invention eing capable of general use with installations of various characters in addition to those of my said applications,

. I have made such invention particularly the subject of the present divislonal case in Ink ac and through a speed governor controlled con .tact 8 on the train.- I have shown this circuit additionally completed .by the controlwhich it is particularly claimed.

The invention will be clear from reference to the accompanying drawing and specification and is particularly pointed out in the v 'ap ended claims.

e drawing represents circuits embody; ing the matically.

A denotes a third rail section or contact whichis normally electrified, but which is non-electrified under danger I conditions. Various means are .well known for accomplishing these'functions in a thirdv rail. Examples embodying other inventions of my own may be found in the applications above referred to.

B-denotes a relay, which maybe of any desired character, havin a magnet or solenoid and an armature w 'chmoves against a front stop when the magnet or solenoid is energized. I have shown an ordinary mag net 1 with a pivoted armature 2, a front sto 3 and also a back stop 4. The armature 1s impelled against its back stop by gravity or by a spring (not shown).

C denotes a source of current of any suitthrough a connection F purpose) through magnet principles of my invention diagra'mable character, for example a battery on the train. This battery is in a permanent circuit including the relay magnet, the armature thereof and, the front stop, denominated 1, v2 and 3v mithe drawing, respectivel The circuit is ada ted to be complete by a switch D attac 'edto a blade or third rail .shoe E onthe train, when said blade or third rail shoe hangs normally downward on account of its being out of ep gggement with any third-rail section A. en the blade or shoe is elevated'or displaced by contact with a third-rail section this circuit is opened. The opening of t 'is' circuit effects, however, the simultaneous closing ofanother circuit .including'the ma et B, as follows: from the normally electrified rail section A rovided for this to ground, Beore considering the operation, I willdescribe certain additional "features of the present invention which I have employed in conjunction with the-foregoin circuits.

deslgnat'es a wire exten 'ng from the stop 4 of the relay through an alarm 5 but the alarm is silenced when the train' comes to rest. The circuit may also be interrupted when the power is turned off.

' 10 denotes a clear signal lamp or the like which may be bridged in a circuit Z between the front stop 3 of the relay and ground. Or the relay itself may be considered a visual j clear signal when its armature is against the .frontstop 3.

:The operation is as follows: Assuming that conditions are normal, and that the rail sections A are all electrified as the train asses them, it is evident that current will 50w through connection F and through the relay magnet B to ground, -attracting the ,tions. When a rail section A is passed which is not electrified, however, the relay B no longer obtains current from any source,

since the local circuit of battery 0 is broken by the switch D at this time, and if the rail section A is not electrified, it, of course, cannot furnish the current required. The arinature 2 accordingly moves against the back stop 4 and if the train is moving with the power turned on, the alarm 5 will be actuated. This condition will continue after the rail section hasbeen passed because the local circuit of battery 0 cannot be completed as long as the relay armature is against the I back sto In other words the alarm conditions wi continue until a rail section A is finally passed which happens to be electrified. WVhen such rail section 1s passed, the relay B again obtains current and is energized, restoring conditions to normal as first de scribed. Except by this, however, the alarm conditions will continue as is desirable.

The nature of the alarm condition is specially designed for train service because any continuous and indefinite ringing of a bell deadens the sensibilities of the motorman or engineer who is apt to forget its significance. It is accordingly the purpose of my invention to make the alarm intermittent to the extent that it is silenced when the power is turned off. I prefer to have the alarm silenced when the train is slowed down or stopped, by the use'of a speed gov-- ernor as described, in case a governor is present on the train for any purpose, as, for example, in my said application 439,334. Where there is no governor normally provided, the connection with the throttle or con current source, a normally closed circuit on the vehicle including the signal and current source, means for intermittently interrupting 'said circuit the passage of the vehicle on its trackway, means for maintaining the circuit broken when once so interrupted re- 'on a trackway, a s1 gardless of any condition or change of conditions on the vehicle, and means in the trackway for again closing said circuit, whereby the signal in the vehicle is self restoring when normal running conditions are restored on the trackway.

2. In a signal system having a vehicle moving on a trackway and having intermittently interrupted normally electrified con-. tacts along the trackway a shoe on the vehicle adaptedv to be dis laced by said-contacts, a switch on the vel iicle opened by such displacement, a ma et on the vehicle having an armature wit a front sto a current source, and a normally closed se f-restoriug signal circuit including said magnet, sai switch, said armature, said front sto and said current source, and having branc connections to said shoe and tq ground in permanent connection on o poslte sides of said magnet, respectively, w ereby said magnet is automatically self-restoring to its normal condition attracting said armature whenever said shoe passes an electrified contact.

3. In a signal system having a vehicle moving on a trackway and having'intermittently interrupted contacts along the trackway, a shoe on the vehicle adapted to be displaced by said contacts, a switch opened by such displacement, a magnet on the vehicle having an armature with a front stop, a current source on the vehicle, and a normally closed self-restorin signal circuit exclusively including said magnetysaid switch, said armature, said front stop and said current source and having branch connections to said shoe and to round in permanent connection with said circuit and'adapted to include said magnet in a branch circuit through ground and one of said contacts, said branch circuit being exclusive of said switch.

4. In asignalsystem for a vehicle moving on a trackway, a signal on the vehicle, means along thetrackway for setting said signal at danger, an alarm on the vehlcle, and a circuit altered into alarm actuating condition by movement of said signal to danger, said circuit being non-alarm actuating when the vehicle is not in motion:

5. In a signal system for a vehicle moving on a trackway, a signal on the vehicle, means in the, trackway for settin said signal at danger, analarm on the ve icle,-m eans for actuating s'aid alarm when said signal is at danger, and means for rendering saidalarm inoperatlve when the vehicle is not Zin motion.

6. In a signal system for a vehicle moving in the trackway or settin said signal at danger, an alarm on the ve i cle, means for actuating said alarm when sald signal is at al on the vehicle, means danger, and speed governor controlled means for rendering said alarm inoperative when the vehicle is not in motion.

7. In a signal system for a vehicle moving 5 on a trackway, a signal on the-vehicle, means in the tra'ckway for setting said signal at danger, an alarm on the vehicle, means for actuating said alarm when said signal is at danger, and means operated by the power controller of the vehicle for rendering said 10 agrm inoperative when the power is turned 0 In Witness whereof, I subscribe my signature, in the presence of two Witnesses.

PAUL J. SIMMEN. Witnesses:

A; MooRE, F. P. BEEMER.