US800022A - Train-operated time-signal system for railways. - Google Patents

Description

PATBNTED SEPT.;19,1905.

w. B. SEVERANOB. TRAIN OPERATED TIME SIGNALSYSTEM FOR RAILWAYS.

2 SHEETS-SHEET 1.

APPLICATION TILED MAY 29,1905.

H M F 4 LN.

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0 Li? M \m k N 17B S ewe/1020a PATENTED SEPT. 19, 1905.

W. SEVBRANOE.

TRAIN OPERATED TIME SIGNAL SYSTEM FOR RAILWAYS.

APPLICATION FILED MAY 29,1905.

2 SHEETS-SHEET 2.

' UNITED STATES PATENT OFFICE.

TRAIN-OPERATED TIME-SIGNAL SYSTEM FOR RAILWAYS.

Specification of Letters Patent.

Patented Sept. 19, 1905.

Application filed May 29, 1905. Serial No- 262,891.

To (ZZZ whom it may concern-.-

Be it known that 1, WILLIAM B. SEvnRANcE, a citizen of the United States, residing at Manchester, in the county of Hillsboro and State of New Hampshire, have invented certain new and useful Improvements in Train-Operated Time-Signal Systems for Railways; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to train-operated time-signal systems for railways.

The object of the invention is to improve the construction and arrangement of the apparatus shown and described in United States Letters Patent No. 763,515, granted to me June 28, 1904, whereby any form of electricsignal indicator maybe used and which will be eifective for trains moving in either direction.

With the above and other objects in view the invention consists of certain novel features of construction, combination, and arrangement of parts, as will be hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a diagrammatic plan view illustrating the arrangement and operation of the improved system when the train is moving in one direction, and Fig. 2 is a similar View showing certain of the parts in the position they would occupy when the train is moving in the opposite direction.

In the improved system as herein shown and described I provide five short track-circuits to take the place of the train-operated devices 1, 2, 3, 4, and 5 in the patent hereinbefore referred to. The electromagnets 3,4,

5, and 6 are arranged to accomplish the same result as the electromagnets 6 cl (0 Z) described in the patent. The stop-clock or time mechanism is also operated in the same way that is, by three electric circuits, which operate a lever pressing upon the stem of the clock three successive times, once to stop the clock, once to turn the hands back, and once to start the clock. The electromagnets 1 and 2 when energized merely break the circuit from the wires D and F, respectively.

By reference to the drawings it will be seen that when atrain passes onto the rails 7 and 12 an electric circuit will be completed through the wheels of the car from the rail 7 to the rail 12, through the wire D, brush-contact e, armature A, electromagnets 3 and 6, and battery B, thence back through wire I to the starting-place at rail 7. When the electromagnet 3 is thus energized, it attracts armature B into engagement with the brush-contact 01, thus completing a shunt-circuit across the contact a b at the clock. If the time limit should not be up, the circuit would not be closed by the hands of the clock by the contact-points a b, and therefore the signal would already be at danger, being left so by the previous train, and no shunt-circuit through the signal could be obtained by the armature B coming in engagement with the brush-contact When the current passes through the electromagnet 6, it causes the armature W to be attracted, which will press the stem of the clock for the first time, thereby stopping the clock. When the train passes onto the rails 8 and 13, an electric circuit will be completed through the wheels of the train and through the ,wire E, magnet 1, battery A, through wire H, thence to the starting-point at wire 8. When the electromagnet 1 is energized, it attracts armature A, disengaging the same from the brush-contact 6, thus breaking the circuit from the track-rails 7 and 12. When the train passes onto the rails 9 and 14, an electric circuit will be completed through the Wheels of the train and through the wire F, brush-contact across the armature K, through electromagn ets 4 and 6 and battery B, back to rail 9 through wire I. When the current passes through the electromagnet 4, the armature-detent H will be attracted thereby and disengaged from armature E, which will release said armature E, thus allowing the same to engage a contactpoint 0. When the current passes through the electromagnet 6, the armature W will be attracted, which will cause the lever O to press upon the stem of the clock for the second time to turn the hands of the same back. When the train passes onto the rails 10 and 15, it completes the circuit through wire Gr, electromagnet 2, battery A, and thence the wire H back to the rail 10. When the current energizes the electromagnet 2, it causes the same to attract the armature K, thus disengaging the same from the brush-contact f, thereby breaking the circuit of the rails 9 and 14. When the train passes onto the rails 11 and 16, acircuit will be completed thereby through the wire D across armature A and through the electromagnets 3 and 6, which will energize the.

magnet 6, causing the same to attract the armature to actuate the lever O to press the stem of the clock for the third time to start thesame. There is no special object for-sending the current through the electromagnet 3 when the train is moving in this direction, said magnet at this time serving merely as a conductor. When the hands of the clock, having been thus started, arrive at the time limit, they make a contact between the points a and b and complete a circuit through the battery C, conductorwire M to signal S, through parallel line M, through wire N and electromagnet .5 to a. With the exception of the electromagnets a 6 and a as shown in previous patent, it will be noticed that this latter circuit is identical to the one described in the patent referred to. Therefore a description of this circuit need not be repeated here, as it accomplishes the same result namely, the setting of the signal back to safety at the end of the time limit.

hen the train is moving in the opposite directionthat is, from the 11 16 end of the tracks toward the 7 12 endit first completes a circuit last described, which will accomplish the same result as described in connection with the first circuit. When the train passes onto the rails 10 and 15, it completes that circuit, with the result already described, holding the contact-from the armature Kthrough the contact f broken, as shown in Fig. 2, until the last wheels have passed off from this block. The armature K will then come in contact, as shown in Fig. 1 of the drawings, and as the train is on the rails 9 and 14 that circuit will be made, with the result as already described. lVhen a train first reaches the rails S and 13, it completes the circuit through the wire E, with the result already described, and holds the circuit from the rails 7 and 12 broken at the contact 6, as shown in Fig. 2, until the last wheels leave that block, at which time the contact between the armature- A and the contact-point a will again be made by the spring on said armature. Thus the circuit from the rails 7 and 12 will be completed, as before, with the result described in connection with the circuit from the rails 11 and 16 when the train is'moving in the opposite direction. It will be understood that each of the short sections of rail is suitably insulated from the adjacent sections.

By means of my system when a train passes.

over the rails the signal S is set to danger, where it will remain as long as the train stands on the system. hen the train passes off the system, the signal is left set at danger for a predetermined time limitsay, five minutes, or until the hand arrives at a b, when the signal will be set at safety. Should a train arrive at the system before the hand arrives at ab, then the signal will be set at danger, and the train will wait before passing the signal until the arm drops to let said train pass. Thus it will be seen that a time limit must elapse between trains, and this time limit may .be varied by moving the contacts a Z).

If desired, 1 may place four of the trackcircuits on one side of the station and one on the other side, using two signals instead of one, one of said signals being arranged on each side of the station. By this arrangement the signals are operated thus: "hen a train comes into a station, it will set the signal back of it and one in front of it to danger and maintain them in that position until the time limit after the train leaves that station. This arrangement will give the trainprotection while in the station, as well as for the limit of time after it leaves. This arrangement of the parts will be readily understood by those skilled in the art, and an illustration of the same in the drawings is not deemed necessary.

From the foregoing description, taken in connection with the accompanying drawings, the construction and operation of the invention Will be readily understood without requiring a more extended explanation.

Various changes in the form, proportion, and the minor details of construction may be resorted-to without departing from the principle or sacrificing any of the advantages of this invention.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a signal system of the character described, the combination with an electricallyoperated signaling device, normally open electric circuits, an electrically-controlled time mechanism included in certain of said circuits, and means whereby said circuits are successively closed through the wheels of a train passing across the same, substantially as described.

2. In a signal system of the character described, the combination with an electricallyoperated signaling device, normally open electric circuits, a short section of track-rail arranged in each of said circuits, one rail of said section being connected with each end of the circuit in which the same is arranged, said sections of rails being insulated apart whereby when a train passes over said track said circuits will be successively closed through the wheels of the train, an electrically-controlled time mechanism included in certain of said circuits, and means whereby said circuits are successively closed through the wheels-of a.

train passing across the same, substantially as described.

3. In a signal system of the character described, the combination with an electricallyoperated signaling device, normally open electric circuits, a short section of track-rail arranged in each of said circuits, one rail of by said hand at the expiration of the time said section being connected with each end of limit thus operating said signal, substantially the circuit in which the same is arranged, said as described. sections of rails being insulated apart,whereby In testimony whereof I have hereunto set I5 5 when a train passes over said track said cirmy hand in presence of two subscribing witcuitslwill be successively closled through thle messes whee s of the train, a norma y open signa controlling circuit, a time mechanism, and WILLIAM B contact-points arranged in said circuit in the Witnesses: I path of movement of the hand of said time OHAs. E. CocHRAN,

mechanism, whereby said circuitwill be closed R. Q. M. CARVER.

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