US1768106A - Device for indicating signals on railway vehicles - Google Patents

Description

June 24, 1930. BEYERMANN 1,768,106

DEVICE FOR INDICATING SIGNALS ON RAILWAY VEHICLES Filed Nov. 26. 1927 Patented June 24, 1939 mane :KARL .BEYERMANN, F HA-IDA, KREIIZGASSE, :CZECHQSLOVAKIA DEVICE FOR INDICATING SIGNALS 'ON .RAIIZWIAY VEHICLES Application filed November 26, 1927, Serial No.

My invention relates to a simplified and improved device for indicating on a trackbound vehicle,particularly on the locomotive of atrain, whether a line is clearor not, or

Whether the signal is at clear or atdanger. In an embodiment of my invention, a station-or a line section is blocked automatically without the usual optical signals from 'an operators cabin.

'30 In the accompanying diagrammatic draw- Fig. lillustrates locomotive,

Fig. 2 shows-a trackway with my improved 1 15 indicating device, 1 V

Fig. 3 is 'a plan view of the collector and the circuit breaking levers.

Referring first to Figs. 1 and 3, one embodiment of my invention will be described.

At one side of the track 10, Fig. 3, short current rails 11 and 12 are arranged near the distant and home signals, respectively, and insulated from the rail are lugs or interrupter rails 13 and 14 arranged between the the parts on the vehicleor :25 track rails 10 10 at the same level as the rails 11, 12, the object of the interrupter rails being described below.

15 is a line connecting therails 11 and 12 through a resistance 16 and a wire 17, with 130 a contact 18, 19 being another contact, and

20 being a contact lever adapted to cooperate with 18 and 19 and to be controlled from the operators cabin, not shown. 21 is a battery which is connected at one terminal with the 151 manually controlled contact lever 20, and earthed across the rails 10, 10 at the other terminal as shown at 22.

Referring now to Fig. 1, 23 is a collector supported on the frame of the locomotive or 1 the like between two of its wheels, and 24, 25 and 26 are its contact levers which are insulated from the locomotive and permanently slide on the rails 10 during the down-journey and on the rails 10 during the up journey. They slide also on the current rails 11, 12, the distance between the several contact levers being a function of the length of the rails 11, 12. The distance between two contact levers is somewhat smaller than the length of a current rail,

235,991, and in Czechoslovakia March 2 1926.

track lines where the locomotives must :be

turned about, and LGllI'IZBIltfIQllS .are provided .on one side of the track (only, obviously the locomotives must :be equipped with 'two col- 'lec'tors.

21,228 acre circuit breaking levers=onithe locomotive, '29, 30 are a :first, 13 1, :82 :a second,

7 and 83., 34% third pair .ofzewitches -th-e1movable contacts of which are carried by one or the other of the circuit breaking levers 27,28. Theswitohes 29,.30 and 3l, .32 :are normally closed, vvhile the switches 3.8 and 34: are normally open. The interrupter rail 14 is "so wide as to cooperatewith both ilevers 2'7, :28, and the interrupter :rail 13 :is only :so

wide that only:a'singleacircuit breaking lever cooperates 'with it, this !being the ?lever :27 for forward, and the .lever '28 for reverse running. Y FOISlI1gl8ll7I-2LCkS,!th6-ClICllltTbIBLking levers iare adapted to be displaced laterally in order to prevent interference when a v signal is .in the danger position but 'the locomotive is running against it. As shown Fig. 4, a rack '35 :is provided iii-cooperation with :a bell-crank ;lever 36 :for In oving the circuit breaking levers 27, 28 into the dottedlines posit'ion. Y

37 "and 38 are electromagnets adapted to operate an [optical signal 3 7 and 38 :on the locomotive ,and 39 Eis a battery which normally excites the electromagnetsgthe :magnet 37 indicating (when deenergized) stop, 38 .-indicatin g (-when 'deenergized) caution.

Assume that the distant and home signals 11 and 12 are in ithe clear position and a .train'is approaching from the 'left :in 3, the switchinglever .20 is on contact 11 8, connecting the :lines '15, 17 and consequently the 'rails 11, 1-2, to ithe batteriy 21. Whenithe locomotive runs past theidistan'tsignaliat 11, .the :lever .27 :is operated by the interrupter rail 13, opening the switches 30 and 32, but closing the third switch 34, and the collector 23 will close two circuits, viz.: I. from battery 21 past 20, 18, 17, 16, 15, 11,23, 40, 41, 34, 42, 43, 38, 44, 45, and to earth at 22 through the wheels and the track, and II. from battery 21 past 20, 18, 17, 16, 15, 11, 23, 40, 47, 48, 37, 44, 45, and to earth at 22, keeping the magnets 37, 38 excited. At the home signal near the rail 12, both circuit breaking levers will be operated by the rail 14, and the connections described will again be made, but in addition the first and second switches 29, 31 will be opened and the third switch 33 will be closed.

Thus, in addition to the circuits 1 and II, (in

which obviously 11 must be replacedby 12), a circuit 111. is established as follows: Battery 21, 20, 18, 17, 16, 15, 12, 23, 40,41, 33, 49. 42, 43, 38, 44, 45, and to earth at- 22. The line is connected, in a manner not shown, to the metal masses of the locomotive, which by means of the contact between the wheels and the rails are in connection with the earth at 22. In this case as well, both magnets 37, 38 will remain excited. Consequently, as no alteration occurs in the signalling apparatus on the locomotive, the driver noticest-hat the line is clear. the signals are at danger the switching a lever 20 is thrown over to the contact 19, disconnecting the two rails 11 and 12 from the 7 battery 21. When the locomotive runs past the interrupter rail 11 the lever 27 will be operated and the third switch 34 will be closed but the circuit 1, as mentioned, is broken at By opening the switches 30 and 32 the local circuit FIV of the electromagnet 38 has been opened which is as follows: 39, 50, 29, 51, 30, 42, 43, 38, 44, 45, 39. The local circuit V of the electromagnet 37, viz. 39, 50, 31, 47, 48, 37, 44, 45, 39, remains closed. The deenergized signalling electromagnet 38 operates a signal, not shown, indicating danger. Only when the broad interrupter rail 14 is reached, that is,when both circuit breaking levers 27 28' are raised, the local circuit V on the locomotive is interrupted besides the local circuit IV as in this case the two. switches 29 and 31 are opened as well,

Both signalling electromagnets become deenergized and the electromagnet 37 influences the signalling device with which it is connected so that a stop signal will be given on the locomotive."

I claim:

1. In a device for indicating signals on track-bound vehicles two signalling current rails arranged in succession and adapted to be disconnected from a source of current when the signal is at danger, two lugs, each coordinated to one of said rails, a collector on saidvehicle adapted to move permanently on one of the rails of said track and adapted to cooperate W1th the said rails, two circuit VVh en breaking levers adapted to be operated independently of each other, one of said lugs being adapted to operate but a single circuit breaking lever, the other being adapted to opcrate both levers, two electromagnets, each electromagnet having in its circuit a first and a second switch, a movable contact of one of said first switches being permanently engaged with the fixed contact of the other first switch,

and a permanent conductive connection between the movable and the fixed contact parts of the two second switches, each circuit breaking lever supporting the movable contacts of one each of said first and second switches.

2. In a device according to claim 1 having a permanent conductive connection between said collector and the movable contact parts of the two second switches, two third switches, the movable contacts of said third switches being arranged on one of said circuit breaking levers, a permanent conductive connection between said contacts and the lever on which they are supported, the fixed contacts of said third switches being permanently connected. with said movable contact part of one of said first switches, and said circuit breakand second switches, and to close the third switches, and vice versa, when operated by said circuit breaking levers.

In testimony whereof aflixed my signature.

mg levers being adapted'to open the saidfirst KARL BEYERMANNL v i 95 ,e I have hereunto

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