US1060401A - Electric train signaling and controlling means. - Google Patents

Description

A. J. ALLARD. ELECTRIC TRAIN SIGNALING AND CONTROLLING MEANS. APPLIOATIOH FILED 00124, 1910. RENEWED JAN. 28. 1813.

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WITNESSES IIVVEN R 54% 7w I I Allo my A. LALLARD. ELECTRIC TRAIN SIGNALING AND OONTBOLLING MEANS.

APPLICATION FILED OCT. 4, 1910., RENEWED JA]! 2B, 1013.

Patented Apr. 29, 1913.

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UNITED STATES PATENT OFFICE.

ANDREW J. ALLARD, OF RICHMOND, VIRGINIA, ASSIGNOR OF ONE-THIRD TO T. F. GREEN AND ONE-THIRD TO DAVID R. CREECY, 33., OF RICHMOND, VIRGINIA.

ELECTRIC TRAIN SIGNALING AND CONTROLLING MEANS.

Application filed October 4, 1910, Serial No. 585,297.

T 0 all whom it may concern:

Be it known that I, ANDREW J. ALLARD, of Richmond, in the county of Henrico and State of Virginia, have invented certam new and useful Improvements in Electric Tram Signaling and Controlling Means; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled 1n the art to which it appertains to make and use the same. v

This invention relates to im rovements in electric train-signaling an controlling means,the object of the invention being to provide means which will operate automatically and effectually to display a warning signal in the cab of a locomotive and to stop the train it such warning be disregarded, in the event of a land or snow slide on the railroad.

With this object in view, the invention consists in certain novel features of construction and combinations of parts as hereinafter set forth and pointed out in the claims.

In the accompanying drawings, Figure 1 is a diagramm .ical view showing the arrangement of circuits and devices along the railroad; Fig. 2 is a diagrammatical view showing the arrangement of circuits and devices on the locomotive; Fig. 3 is a detail view of the brake controlling devices, and Fig. 4 is a detail view of one pair of relays.

1, 1, represent the rails of a railroad and where the road passes an embankment which is liable to cause a land or snow slide upon the tracks, will be hereinafter designated a danger zone or block. Betwecn the track and the embankment in such danger zone or block, posts 2 are arranged in a row and suitably spaced apart. -On each of these posts, a normally open circuit closer 3 is The posts 2 also support one or more boards 3 in such position relatively to the circuit closers that pressure of earth or snow against said board or boards will cause the latter to be suflicicntly displaced to permit one or more of the circuit closers to operate to close an electric circuit in which they are included, as hereinafter explained for the purpose of actuating devices which will cause the operation of a signal or brake controlling mechanism on an approaching train.

Specification of Letters Patent.

Patented Apr. 29, 1913.

Renewed January 28, 1913. Serial No. 744,783.

In advance of the respective ends of the danger zone or block, contact rails 4 (each preferably about one thousand feet in length) are located between the track rails, and near the inner end of each contact rail 4, a shorter contact rail 5 is located,said contact rails being adapted to cooperate with a contact shoe on each locomotive, as hereinafter explained.

Near each end of the danger zone or block, pairs of relays 8 9 are located, and in order that the armatures of said relays shall respond to currents of different voltages under different conditions, the springs 10 connected with said armatures will be so adjusted that the armature of each relay 8 will be actuated upon the passage of a low voltage current through its coils, and so that the armature of each relay 9 will be actuated only when a current of higher voltage passes through its coils. For convenience, the relays 8 will be hereinafter referred to as low voltage relays and the relays 9 will be designated as high voltage relays.

The coils of the relays are included in series with each other and a line wire 11 connects one terminal of the relay magnets at one end of the danger zone or block with the relay magnets at the other end thereof. The other terminal of each pair of relay magnets is connected with a battery 12 and the latter is connected, by av conductor 13 with one end of a resistance 14. The resistanccs 11 at respective ends of the block are connected by a line wire 15. It will thus be seen that the relay magnets at both ends of the block are included in series in a constrintly closed circuit comprising the line wires 11 and 15. batteries 12 and resistance 14. and that, by reason of the resistances 14, the voltage of the current in this circuit is such that the low voltage relay magnets only wili be sufficiently energized to actuate their armatures, and hence the local circuits (hereinafter described) controlled by the relays 8 willbe open as shown in Fig. l of the drawmg.

At each end of the block, the armature lovers of the relays are connected, by means of a conductor 18 with a track rail. The contact 19 of relay is'connected by a conductor 20 with one terminal of a battery 21 and the other terminal of this battery is connected by a conductor 22 with a conductor 23. One end of the conductor 23 is connected with a short contact rail 5 and the other end is connected with one terminal of a resistance 24, the other terminal of said resistance being connected with a switch contact 25 with which the arm 26 of a switch 26 cooperates. This switch is means of a conductor 27 with a long contact rail 4. The contact 28 for the armature lever of relay 9 is connected, by a conductor 29, with the conductor 20. The switch 26 comprises two mechanically connected arms 26 and 30, and suitable contacts for said arms.

At each end of the block, a switch lever 6 is located and electrically connected with the line wire 11 by-means of a. conductor 6*. The switch lever 6 is adapted to be moved by means of a spring 7, into engagement with a contact 16 electrically connected with the conductor 13 by means of a conductor 16*, but the switch lever is held normally out of engagement with the contact 16 by means of a latch 17 controlled by an electro-magnet 31. One terminal of the coil of this magnet is connected at one end of the block with one terminal of a battery 31, and with the other terminal of this battery, a line wire 32 is connected. The wire 32 extends to the other end of the block and is connected with one terminal of the switch magnet 31 there located. The other terminals of the switch magnets 3131 at respective ends of the block are connected, through a line 33, manually-operated switches 33 and another battery 31. The line 33 comprises two parallel members 33", 33, between which the circuit closers 3 are included in multiple are, so that the circuit of the batteries 31 31 and switch magnets 31 31 will be closed when any one of said circuit closers is closed.

In the event of a land or snow slide, pressure of-earth or snow on the board 3 will cause one or more of the circuit closers to be closed and the electro-magnets 31 31 will be energized and caused to withdraw the latches 17. The switch levers will thus be released and their springs will cause them to swing into engagement with the contacts 16. In this manner, a short circuit is established (at each end of the block) between the conductors 11 and 13, and the resistances 14 and the line 15 connecting them, will be short-circuitcd. The resistance offered by the resistances 14, line 15 and the major portion of line 11, having now been removed from the circuit of batteries 12, said batteries will supply currents of suflicient voltage to energize the high voltage relays and cause the latter to actuate their armatures and close the local circuits of batteries 21, at 28, but as this local circuit includes a track rail and contact rails, it will remain connected by open until a train approaches the block and the contact shoe on the locomotive engages oneof said contact rails.

Each locomotive is provided with a contact shoe to engage the contact rails 4 and 5, and in the cab of the locomotive, a solenoid 36 is located, the core of this solenoid being connected with a semaphore 37 also located in the cab. A switch 38 is also located in the cab and comprises a longitudinally movable bar provided with a plurality of contact plates 39, 40, 41 and 42, and a plurality of contact arms 43, 44, 45, ,46, 47, 48 and 49. The switch arms 43, 49 are normally connected by the contact plate 39, and the arm 49 is connected by conductors 50-51 with the contact shoe 35. The switch arm 43 is connected by a conductor 52 with one terminal of the coil of solenoid 30, the other terminal of said coil being connected, by means of a conductor 53 with the truck frame.

Assume now, that a land or snow slide has caused the closing of the circuit of magnets 31, 31, with the result hereinbefore explained, and that a train approaches the block, with the contact shoe 35 in engagement with a contact rail 4. Under such conditions, a circuit will be established including battery 21, resistance 24, contact shoe and truck frame of the locomotive, and the circuits on the latter which include the semaphore solenoid. The semaphore in the cab will thus be operated and moved to danger or stop position, indicating to the engineer that the road is blocked by'a land or snow slide. Should the engineer disregard such warning, his train will be automatically stopped, by means of appliances and in the manner which will now be explained.

A cylinder 54 (shown in detail in Fig. 3) is located on the locmnotive and provided with a piston 55, the rod 56 of which is connected with the air-brake valve mechanism (not shown) for operating the same. The cylinder 54 is provided with a valve chamber 57 which communicates with the respective 'ends of the cylinder by means of ducts 58 59, and said valve casing is also provided with exhaust ports 60. An air supply pipe 60 communicates with the valve chamber between the exhaust ports. A reciprocating valve 61 is located within the valve chamber 57 and provided with suitable ducts for connecting respective ends of the cylinder with the air supply pipe and an exhaust port, alternately so as to cause reciprocation of the piston 55 for operating the valve controlling mechanism of the air brakes. A hand lever 62 is pivoted at one end to a suitable support 63 and this lever is connected, by means of a rod 64 with the valve 61, said lever being movable in one direction by a spring 65. The valve 61 is mainlet ma net is controlled by devices presently.

exp ained, to actuate'the latch lever and re-.- lease. the-hand lever 62. When the hand .lever" shall have been .thus released,. the

sprin will be free to shift the valves'61 and true admit air behind the; iston 55 to operate-the valve mechanism 0 the brakes.

The brake controllin devices 'above'described will be located in such osition under the locomotive that it will e necessary for the en neer to leave his cab before he can reach tiem for resetting, such resettin being accomplished byo erating the han lever 62 until its latch come engaged.

The coil of the magnet is included in a normally open local circuit with abattery 71 and a switch 72 this circuit I being traced on Fig. 2 as follows: The battery 71 is connected by a conductor 78 with one terminal of the coil-of ma et 70 and the other terminal of said coil is connected, b;- a conductor 74, with the switch lever 7 This switch lever. is intended to cooperate with a fixed contact 7 5 and the latter 1s con-.

nected,.by a conductor 7 6,.withthe battery,

71.. .Thiis circuit is maintained; normall I ivoted-latc open byjthe engagement-ofa 77 with the switch lever 72 as s own-;'in I 1g. 2, andwhen said switch lever has beenreleased b the operation of the latch lever, it will be t rown, by the action of a'spring 78, and be permitted to cooperate with thegcontact 76 to close said local circuit. The switch devices above described for controllin the local circuit of magnet 70, will also be coated under the locomotive, so as to necessitate the engineer leaving the cab to reset them. It is apparent that the engineer cannot reset the brake controlling vices shown in Fig. 6, until hehas first reset the switch 72 to open the local circuit including the ma net 70 because the latter would not permit the operation of the latch lever 66 as long as the magnet 70 remains energized. The latch 77 is maintained normally in engagement with the switch. lever 72 by means of a suitable spring and the o eration of said latch is controlled by an eectromagnet 79. One terminal of the.

coil of this magnet is connected, by a' cone latter being connected with the contactshoe 35 .as

before ex lained. The .other terminal} of the coil o -ma gnet 7 9 isconnected' with one end of a1stationaryresistance 8 1,ithe other end of-said resistance being connected with evices 66-67 bethe movable arm 82 of a speedometer 83 of any preferred construction and suitably connected with the car axles or wheels. The arm 82 of the speedometer also forms a switch arm adapted to cotiperate with a contact 84, the latter being connected, by means-of-a conductor 85, with the conductor 58. The'speedometer will be so set that the circuit including the magnet 70 will be closed at 82--84 when the train is runnin beyond a predetermined rate of speed, preterably five miles per hour or more.

The speed of the train when it reaches the long-contact rail and while it is passing over such rail would (in most instances) be such that the circuit controlled by the spe ometer would be closed, but the voltage of the current supplied by the batteries 21 would be so cut down by the resistances 24 and 81, that the magnet 70 would not be sufficiently energized to operate the trip 7 7 and hence the circuit of the magnet 70 which controls the brake mechanism, would be kept 0 en.

As efore explained, the semaphore 37 in the cab will be moved to danger or stop position, when the shoe 35 is in englngement with the long contact rail 4. At t e forward end of this long contact rail, a post 86 will-be located alongside the railroad to indicate to the engineer, the end of the long contact rail, and therefore, the necessity for slackening the speed of the train or stopping it if the sema here 37 still remains at danger. Shoul the engineer disregard the warning of his semaphoreand permit the train to continue at a rate of five miles per hour (more or less, according to the settin of the speedometer) and the shoe 85 shouh reach the short contact rail 5, the air brakes on the train would be at once ap lied, by reason of the automatic manipu ation and operation of circuits and devices, as follows: When the Hlluc 86 leaves the long contact rail 4 and engages tho'short contact rail 6, those portions of the circuit which include the resistance 21 will be 0 JQIlOtl and the cireuitsof the battery 21 will be closed through the conductor 28,- short contact rail 5 and the cab circuits. thus placing the full voltage supplied by the battery 21 in the short contact rail and cab circuits. The circuit of the magnet 79 being now closed at the speedometer, and

the resistance 24 having been cut out, sulli- 3 shift the-.valve 61 and permit a movementtheland or snow slide beremoved so that the train can proceed, the engineer will first;v en thereset the switch lever 6 so .as to op short circuit across the lines 11 and 13, but before he can do this, the circuit of ma et 31 mustbe opened, and to accomglish t is, the hand switches 83 are provi ed." he train can now be run (at less than them e per hour) past the short contact rails 6. After the circuit closing devices on the posts 2 shall have been repaired and reset, the hand-switches will be closed and the appliances will be again in position to be 0 erated in the event of a subsequent lan or snow slide.

Should the constantly closed line circuits embracing the conductors 11, 13 and 15 the relaysand resistances 14, become impaired, as by breaking or grounding, the low voltage relays 8 would at once become deenerized, so that their armatures would bore eased and permitted to 'ep)ga e the contacts 19 of the local circuitsJZ' n or such-conditions, a train approaching the block from either end would (upon reaching the long:

,contact.rail 4 receive a den er-,. or stop a. s1 al,"'-because such-loca cuit on the train.-

In order. that the en yineermay b'nen itions as abovedes abled to report such con I scribed, or to report the existence of trouble on account of a land or snowslide, to a'despatchers station and receive orders, means for establishing telephonic communication Krovided tors 88 connected. In the cab, one terminal of the battery 71 is connected with a telephone terminal by means of conductors 76-91, and the other terminal of said battery is connected with switch arm as, by means of conductors 78-92, and the switch arm 48- is electrically connected with switch contact 40 by a conductor 08. The switch arm 940! the telephone is connected by conductor 95 with arm 46 of the'switch 88, and the conhoneswitch arm 94, is "connected, 'by a con actor -.97- wit-h the arm Pi ot-switch 38. "Thecontactpoint 98' is connected in the talking circuit of the tele-'- tact'point-Qtl for the tele phone and the conductor 91 is connected es and the consequent" first the switch equipment for said si -circuit wouldbe c osed through the semaphore cir-';

:with-the arm 45 of switch 38. The contact 41-0? the switch88 is.connected by a conductor" 100, with "the truck frame. The switch 88-is maintained-in its normal position bymeans of a spring 90.

, 1 When the-cngineerdesires to communicats with the des atchers ofiice, he will first throw-the switc 26' to'connect the telephone line wires (through the medium of conductors-24 and'101) with a track rail 3 and a conductor rail 4 and he will then move the switch bar 38 longitudinallv. The resnltfot this will be to include the battery 71 in eircuit with the tele hone line and in circuit with a rheotome be 1 (not shown) at the-despatchers otiicc. As soon as the engineer removes the telephone receiver from its book, the calling battery 71 will be cut out and the talkin circuit of the telephone will be closed. Tie engineer can now receive orders from the despatcher and if such orders be'for him to roceed, the engineer will first restore the switches 26' and 38 and then roceed with his train at a rate less than five miles an hour (more or less according to the settin of the speedometer 83) until he has asse the short conductor rail 5.

Having fully described my invention what I claim as new and desire to secure by Letters-Patent, is:-- 1. The combination with a railway block, rollingequipment, signal means on the latter, and circuit connections on the rolling nal means, of relays at respective endsof t is block, a closed electric circuit including the relays at both ends of the'block, a series of circuit closersbetween-the ends of the block, means displaceable by pressure and maintaining said circuit closers normally open, electrically controlled means at each end of the block for controlling the relays, a normally open circuit including said circuit closers and said electrically controlled means, partial local circuits at the ends of the block and controlled by the relays and means for completing said partial local circuits through the circuit connections of the signal means on the rolling equipment.

2. The combination with a railway block, rolling equipment, signal means on the latter, and'circuit connections for the signal means, of a pluralit of circuit closers between the ends of t 0 block, members displaccable by pressure for holding said circuit closers open, high and low voltage relays at each end of the block, a closed electric circuit including the relays at both ends of the block, resistances in said circuit, normally' open short circuits for cutting out said resistances, circuit closers in said short circuits,electro-magnetic devices for releasing-said circuit closers, an electric circuit including said electro-magnetic means and the first-mentioned circuit closers between the ends of the block,

relays, andmeans for connecting said partial local circuits with the circuit connections on the rolling equipment.

3. The combination with a railway block, rolling equipment, a visual si al and brake controlling means on the rolling equipment, electricalmeans for operating the signal, electrical means for controlling the operation of the brake controlling means, partial circuits of difierent resistances for the respective electrical means on the rollin equipment, and a shoe connected with sai artial circuits, of high and low volta e reays at each end of the block, a close circuit including said relays, resistances in said closed circuit, short circuits for cutting out said resistances, a circuit closer in each of said short circuits, electro-magnetic controllin means holding said circuit closers norma ly 0 en, a pluralit of posts near the railway etween the en s of the block,circuit 4 artial local circuits at the ends of the bloc controlled by the closers on said posts, members displaceablo by pressure supported by said posts and maintaining the circuit closers thereon normally open, an electric circuit including the circuit closers on the posts and the electromagnetic controlling means of the first-mentioned circuit closers, long and short conin tact rails at the ends of the block to cooperate with the shoe on the rolling equipment. partial local electric circuits at the ends of the block controlled by the relays, each partial local circuit having two branches con- 1' nected with the long and short contact rails respectively, and resistances in the branches of the local circuits connected with the long contact rails.

In testimony whereof, I have signed this specification in the presence of two subscribing witnesses.

ANDREW J. ALLARD.

Witnesses:

ARTHUR L. PLEASANTS, W. B. CLAIBORNE.

Copies of this patent may be obtained for live cents each, by addressing the Commissioner oi latentl, Washington, D. 0."

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