US1266405A - Railway signal and train-stop system. - Google Patents

Description

J. B. CASSELMAN. RAlLWAY SIGNAL AND TRAIN STOP SYSTEMP APPLICAUON FlLED JUNE 29. 1914. 1366,45,- Patented May 14, 1918. v 2 SHEEXS-SHEEI I.

W1 TNESSES IN VEN TOR.

' fa/221E. [2?];67777077 1. B. CASSELMAN. RAILWAY SIGNAL AND TRMN STOP SYSTEM.

v APPLICATION FILED JUNEZQ, I914. 1,266A95. Patented M25 14, 191&

2 SHEETS-SHEET 2.

m m V 0 mm 4 a f n h fi w B w) S E N n W JOHN B. CASSELMAN, 0F OAKLAND, CALIFORNIA.

RAILWAY SIGNAL AND TRAIN-STOP SYSTEM.

Specification of Letters Patent.

Patented May 14, 1918.

Application filed. June 29, 1914. Serial No. 847,806.

To all whom it may concern:

Be it known that 1, JOHN B. OAssnLMAN, a citizen of the United States, reslding at 3838 14th avenue, Oakland, in the county of Alameda and State of California, have invented certain new and useful Improvements in Railway Signal and Train-Stop Systems, of which the following'is a specification.

This invention relates to improvements in automatic train signal systems and more particularly to a circuit to be used in connection with the signaling apparatus as illustrated and described in Letters Patent 1,116,799, granted to me November 10, 1914.

The principal object of this invention is to provide a circuit to be used in connection with this signaling device whereby the tripper arm of the latter will be operated from stop position to clearance position and from clearance position to stop position without any change in position of the semaphore arm from the stop position.

Another object of my improved circuit is to provide means whereby the semaphore arm of the signal may assume a horizontal or stop position and the tripper or automatic 'stop arm will be retained in its clearance position while a train is passing through the block governed thereby.

By this arrangement the signal may be placed adjacent the division between the track blocks without danger of the automatic stop acting upon devices located on the rear cars of a train. This position of the signal is also an advantage over the common practice of locating the signal a sufficient distance in advance of the block governed thereby to enable the train to be stopped before reaching the block. When the signal is so located a rail might be broken or a switch open between the signal and the block governed thereby and the train would receive no indication of the fact.

Still another object is to arrange the circuit to permit a train to enter a block in which the semaphore arm is set at stop, if the train is running at controllable speed, but in case it is running at a speed greater than allowed, the tripper arm will automatically bring the train to a stop.

Another object is to so construct this system that the auxiliary or tripper arm may be used to space trains running in the opposite direction on double track lines from that for which the signal system is arranged.

With these and other objects in view my invention consists in the novel arrangement and connection of the various features composing the system as will be more fully de scribed in the following specification and pointed out in the appended claims.

Reference should be had to the accompanying drawings forming a part of this specification wherein,

Figure 1 is a diagrammatic view of two blocks equipped with my improved system.

Fig. 2 is a diagrammatic view in continuation of Fig. 1, on the line XX.

Fig. 3 is a View in elevation of the signal tower to be used in connection therewith.

Fig. 4 is a view in elevation of a form of time limit relay, which I employ in connection with my improved circuit.

Fig. 5 is a developed view of the contact segment used in connection with the operating mechanism of the signal.

Referring to corresponding parts in the several views by the same numerals of reference, L, M, N and O are used to denote four signals normally controlling the track blocks L, M, N, and 0 respectively, each signal consisting of a hollow standard 1, having the enlarged base 2 wherein is located the mechanism for operating the signal. At the top of the standard is a pair of lateral extending lugs 3 between which is an opening providing access to the interior of the standard. Pivotally mounted in these lugs is a shaft 5 having keyed thereon between the lugs a lever arm 6, which extends through the opening in the side of the standard and within the same is pivotally at tached the operating rod 7, extending downwardly to the operating mechanism in the base Revolubly mounted on the shaft 5 is a semaphore bracket 8 to which is attached the indicating arm 9 and adjacent this bracket is a lens segment 10 keyed to the shaft 5 and provided with the segmental slot 11. Bracket 8 is provided with a lateral extending pin 1:2, which extends in the slot 11 providing a driving connection for the semaphore arm. The bracket 8 is also provided with a rearwardly extending lug 13, which contacts with the stop pin 14 and serves to prevent theindicaring arm from dropping below the of motor 20. In like manner '20 a conductor 42 is secondary windings horizontal or stop position. The lens segment is provided with the usual indicating lens, the upper of which is elongated to permit further movement of the lens segment while retaining the color of this lens.

Below the semaphore arm is pivotally mounted a tripper arm 18, which is arranged under certain conditions to contact with suitable mechanism on the train which brings the latter to a stop. The arm 18 is connected to the lens plate 10 by means of a link 19. The semaphore arm 9 is provided with three operating positions denoted by A, B and C, corresponding respectivelv to stop, proceed with caution, and clear. The arm 18 has four positions, D, E, F and G. The E, F and Gr corresponding respectively to the A, B and G positions of'the semaphore arm. 1

The operating mechanism consists of an electric motor 20 connected by a suitable train of gears 21 to a shaft 22 whereon is keyed a contact segment 23 and a crank 24 to which the lower end of the operating rod 7 is pivotally connected. The contact segment is shown developed in Fig. 5, the lines ae, I), 0, (Z, denoting the positions of the brushes therein corresponding to the position A-E,- B, C, D of the semaphore and tripper arms. This segment contains contact blocks 25 to 32 inclusive, contact 25 controlling" the position D of the tripper arm contacts 27 and 29, the B and C position of the semaphore arm respectively, contacts 26, 28 and 30 being used to hold the arms at these various positions, while contacts 31 and 32 are for a special purpose hereinafter (1B1 scribed.

Brushes 33, 34 and 35 are provided for members 25, 27 and 29, these brushes being connected by conductor 36 with one terminal contacts 26, 28 and 30 are provided with contact brushes 37, 38 and 39, which are connected to a conductor 40 and the same terminal of the motor 20 as conductor 36. In this conductor is an inductive resistance 41 by which the current passing through the motor is held to an amount, which prevents the motor from rotating backward against the pull exerted by the weight of the semaphore arms, and yet does not cause it to rotate in a forward direction. From the other terminal of motor provided which is connected to a common return wire &3.

Energy for operating the various devices in connection with the system is provided over the high tension wires 4A: and 45 from a generator or other source of current 46. Each of the blocks is provided with a transformer having primary winding 47 and the 48 and 49, the former winding is so arranged as to give but a few volts, which is used to energize the track circuit, the latter winding gives suficient turn is connected with contact one side of secondary winding 4E9, the opposite side of this winding tact 32, with conductor 64: leading to the preferred construction, but as here illustrated high voltage to operate the various motors and lamps used in connection with the signals. From the secondary winding 18 conductors 50 and 51 are connected to the track rails 52, an insulated joint 53 being provided between the various blocks adjacent the semaphore. The relay associated with each of these semaphores denoted by 54 has the electromagnet thereof connected by conductors 55 and 56 with the track block controlled by that semaphore, and as here illustrated this track block receives its energy through conductors 50 and 51 of the semaphore mechanism of the block ahead. This relay operates contact arms 57 to 62 inclusive.

When a train is not occupying a block this relay is energized and these various arms are closed against their front contacts. Arms 60, 61 and'62 are also provided with back contacts, the formerbeing connected by .con- 85 ductor wire 63 with'a conductor. 64, which in brushes 33 and 37- of contacts25 and 26. Contact arm 62 is energized through conductor'65 from being connected by conductor 66 with the common return wire d3. The back contact of62 is connected through conductor 67, brushes 68 and 69, conbrushes of contact 25. The back contact of arm 61 is connected by conductor 70 with the motor 71 of the time limit device 72 of the block ahead. This device may be of any consists of the motor 71 driving a train of gears 73 which operate on the segmental gear 74:. The latter is pivotally mounted as at 75 and provided with a slot 76 into which extends the pin 83 of link 82. Two spring contacts denoted by'77 and 78 are connected by conductors 79 and 80 with conductor 64: and conductor65 respectively. Thus it will be apparent that when the motor 71 is energized a certain length of time will lapse until the pin 83 is picked up by the segmental gear and through link 82 pushes spring 78 into contact with spring 77. When energy is cut off from motor 71 the weight connected with the segment 74: returns all parts to normal.

front stop of arm 59 connected by conductor 90 with the pivotal point of arm-60 of the relay ahead and the front stop of arm 61 connected by'conductor 91 with arm 59 ofthe relay in advance, the former arm being connected by conductor 92 with conductor 65 and thus to the secondary 49. Contact arms 57 and 58 are connected by conductors 97 and 98 with the brushes of contacts. 27 and 28 and contacts 29 and 30, respectively. A car or train is denoted by 99, the wheels 100 of which span the rail 52 and form an electrical contact therebetween.

The operation of this signal system is as follows 1 If we suppose the train 99 to be in the block P and that there is no preceding train, then all the signals are positioned as shown for O and when the wheels of the train thus contact between the rails of block 0 the relay 54 of this block is short circuited and the contact arms 57 to 62 drop by gravity opening the front and closing the back contacts thereof. It will be noted that before the train enters the block 0 the various brushes of the contact device 23 are positioned along the line 0, Fig. 5, and that current flows from the secondary 49 of signal N over conductor 88, contact 31 of that signal, over conductor 85 to arm 58, conductor 98' of signal 0 through the brushes 39, contact block 30, conductor 40, inductive resistance 41 and motor 20 of that signal thus holding the motor 20 against the action of gravity of the arms 9 and 18. When the relay 54 of signal 0 is deenergized the contact between 85 and 58 thereof is broken as well as between 84 and 57 so that the motor does not receive energy and the weight of the arms turns it backward as the arms drop by gravity and the contact device 23 is moved until the brushes are on the line a,e at which time the arm 9 is in position A and arm 18 in position E. The motor is held on this position by a circuit established from the secondary 49 of signal 0 over conductor 65 arm 62, conductor 67, brushes 68 and 69 and contact 32, conductor 64, contact- 26, conductor 40 through the inductive resistance to the motor. This holds the tripper arm 18 clear of the device on the car, while visually indicating stop through the semaphore arm, and this condition stands until the car enters the block N When the train enters the latter the same operation takes place with respect to its semaphore N and at the same time relay 54 of O is again Jen ergized and picks up the various contact arms. It will be noted that while this action closes the contacts of 57 and 58, current does not flow over 84 due to the fact that the contact of arm 62 of semaphore N is now open, nor over 85 as the contact 31 0f semaphore N has moved a sufficient distance to open the circuit between it and conductor 65. It will also be noted that the current which flowed from a secondary 49 of signal 0 over conductor 65, and contact arm 62 is now broken and hence this motor receives no current whatever and by the action of gravity the arm 18 drops to its lowermost position,

stop l4. In this taking the position D, the arm 9 being retained in its A position by means of the position the tripper arm is so positioned that it contacts with means on the cars which are arranged to automatically stop the train.

Now as-the train moves to block M its relay becomes. deenergized, the signal M falls to position previously described for signal O, the arms of signal N assumes positions A and D while signal 0 takes the positionF andB in the manner now described. l/Vhenthe trainleaves'block N the relay of this block becomes energized raising its contact armsclosing the circuit between 62 and conductor 84; This allows current to flow from secondary 49 of signal N over conductor 65 of that signal, contact arm 62 and conductor 84 to contact arm 57 of signal O'and from'thence over conductor 97 through the brushes 34 and 34 and contact 27 to conductor 36v and thus energizes motor 20. The latter rotates raising the arms until the contact 27 passes the brushes 34 and 34 when brushes 38 and 38 contact with 28 thus switching current from conductor 97 to the motor over conductor 40 and inductive resistance 41, which is previously explained is suflicient to hold the motor and attached parts against the action of gravity, but not to work the motor in a forward direction. Thus the signal arms are held in positions F and B until the train passes into block L. With the passage of the train into this block the three operations described for signal 0 takes place atsignals L, M and N respectively, and-as device 23 of signal N moves to its 5 position the contact 31 receives current from secondary 49 of signal N which passes over conductor 88, contact 31, conductor 85, contact arm-58 of signal 0, conductor 98 to brush 35 of contact 29 thence over brush 35, conductor 36 to the motor 20 causing the latter to rotate until these brushes are'inoved out of contact with 29 and brushes 39' make'contact with 30' switching the current through the inductive resistance 41, the brushes resting on the line 0. This operation moves the arm to position C and G indicating proceed.

At some locations it is desirable to allow a train to enter a block indicating stop providing it is running at controllable speed, and to allow this to be accomplished with my circuit is the object of the time relay 72, the operation of which is as follows If one train is positioned in block L the various signals being positioned as shown in Figs. 1 and 2, and if another train is in block N without the 7 use of this time relay this latter cannot pass the'signal M without the tripper arm faster the automatic I position cuit from secondary 49' of signal N over conductor 65, arm 61, and conductor 70 to the motor 71 ofthe re1ay'72 located at signal M, and over conductor 70 to the common return. 43. As previously described this throws into operation the motor which through the train of-gearsmak'es contact between 77 and 78. Now, if a train is running at a speed of say 8 miles per hour this relay .is so timed that it closeszbefore the train .reachessignal M and 'completes'a circuit from the secondary 49 of signal M, conductor 80, contacts 7 7 and 7 8, conductors 7 9 and 64 to contact 25 thus ener izing the motor 20 of signal M causing't e latterv to move arm 18 to E position. If, however,

than the'permissible speed this conto close, therefore the arm. .18 is at position D and the train is automatically brought to .a stop. As soon as the train leaves block N the circuit to motor '71 of signal M is opened and the various parts connected therewith return to normal by means of gravity. 1 2 When running in the direction opposite the usual current of travel ,on double track systems .1 provide means for spacing the train and safeguarding the same in the following manner: If the train 99 is in block L and no other trains are occupying block this train will cause the signal M to assume the position shown and thus the train could not pass out of M on account of arm. 18.being at D position. However, by means of the'extracontacts 59, and 61, which I provideonthe relay, if no train is occupying block. 0 or N energy is, supplied to the motor 20 from secondary 49 of signal 0 over conductor and 92, arm 61, conductor 91 arm 59 of signal N conductor .90arm 60 of signal M, conductors 63 and 64 to contact 25 and then to the motor 20, which raises the arm, 18 to E position permitting the train to pass into block M5. '0 will be apparent now, that if a train is in block either N or, 0 running in either direction that the contact either between arm 61 of signal-O, or 59 of signal N will be opened and no energy will be fed the motor and the tripper arm will remain in its position D. The arm 18 is prevented from assuming its D position when the front end of the train enters block N and thus act on devices of the rear car by contact 32 of device 23 which completes a circuit from secondary 49 over conductor 65, arm 62, conductor 67, brushes 68 and 69,

tact :does not have time and contact and conductor 64 and as previously' descrlbedholds the arm in the E position.

While I have sl own the conductors 90 and 91 passing through the contacts of the relay of two signals it will be understood that the same may be carried through three or more relays by addingan additlonalcontact on the train is running the relays for each additional signal through which these circuits are 1 carried. It would be necessary to carry these circuits through a sufiicient number of relays to allow two trains approaching in opposite-direction sufficient time to stop after they have passed under the tripper arm in its lowermost position.

The track blocks described in this specification are particularly adapted for closely spaced signals such as is encountered in suburban work or entrances to terminals and these blocks would not be over four hundredfeet long to allow the time relay to operate properly. If it is desired to use this device upon blocks of longer length a short block preceding the signalmay be in stalled, whichniay or may not be, equipped with semaphore arms.

Throughout the Specification I have d scribed an alternating current system particularly adapted to be used on direct current electric railways. It will be understood that direct current could be used as well to operate the system. where the tracks 52 are not used as a return circuit for the motive power as on steam lines. In'this case it will only be necessary to substitute batteries or other suitablesource of power-in place of the secondaries 48 and 49, one or more batteries taking the place'of secondary 48 and a greater number the place of 49, and. in which case, of course, he'motors would be direct current motors and the resistance 41 need not be inductive.

"While I have shown the preferred and most common arrangement ofmy circuit .it will be understood that various changes in modifications may be made without departing from the scope of the claims.

What I claim as new and'wish to cover by Letters Patent is y I. A railway signal and train stop system comprising track rails divided into blocks, a plurality of three position signals, onefor each block, each signal having a semaphore arm and a tripper arm, normallyenergized relays included in the respective track circuits of the blocks, a plurality of contacts relay, circuits governing the proceed and the clearance positions of each semaphore arm and passing through a plurality of relayoperated contacts ofthe block immediately in advance of the correoperated by each sponding signal, a normally closed contact tripper arm in its clearance position including a back contact of the relay connected with the block immediately in advance and opened when said relay is energized by the passage of the train into the next block.

2. A railway signal and train stop system comprising rails divided into blocks, signals for the respective blocks each having a semaphore arm and a tripper arm, relays in the respective track circuits of said blocks, a motor for actuating said arms, electric circuits controlling said motor to hold said arms in their clearance position, a plurality of sets of contacts, there being one set for each block controlled by the relay of the block, two of said contacts controlling the holding circuits for said arms to allow the semaphore to assume its stop position when said contacts are moved to open position, a circuit controlling said motor to hold the tripper arm in clearance position, and a back contact in each set of relay operated contacts, through which said last mentioned circuit passes, whereby the reenergizing of said relay allows said tripper arm to assume a stop position.

3. A railway signal and train stop system comprising track rails divided into blocks, a signal for each block having a semaphore arm and a tripper arm on said signal, a relay in the track circuit of each block, electrical means controlled by said relay for permitting said semaphore to move to its stop position when a train enters the block governed thereby, and a time controlled contact device for raising said tripper arm, a circuit actuating said time control device receiving energy through the relay of the signal in the rear of said signal so that a train at a reduced speed may enter the block from which it was normally barred by said tripper arm.

4. A railway signal and train stop system comprising track rails divided into blocks, a signal for each block having a semaphore arm and a tripper arm on said signal, a relay in the track circuit of each block, electrical means controlled by said relay for permitting said semaphore to move to its stop position when a train enters the block governed thereby, an electrical circuit controlled by said relay for holding said tripper arm in its clearance position while a train is occupying said block, said circuit being opened by said relay when the train enters the block ahead, a time controlled circuit closer, a circuit adapted to operate said time controlled circuit closer, a contact on the relay of the signal in the rear adapted to close the circuit of said circuit closing device when a train enters the block in the rear of said first mentioned signal, the time controlled device being adapted to close the circuit which holds and raises said tripper to its clearance position.

5. A railway signal and train stop system comprising track rails divided into blocks, signals for the respective blocks each having a semaphore arm'and a tripper arm, normally energized relays included in the respective track circuits of the blocks, a motor for actuating said arms, means controlled by each relay for permitting the semaphore arm of its block to move to stop position when a train enters the block governed thereby, electrical circuits connected with said motor for controlling the same to retain the, tripper arm in clearance position, a contact controlled by the said relay to open the electric circuit when said relay is energized by reason of the passage of the train into the next block, a contact controlled by the relay of the said next block adapted to complete the circuit to the motor to move said signal to proceed position, and a contact closed by the operating mechanism of the signal in the next block when said last mentioned signal indicates proceed, said last mentioned contact completing the circuit to said motor to actuate the same to bring its semaphore arm to clear position.

6. A railway signal and train stop system comprising track rails divided into blocks, a signal for each block having a semaphore arm and a tripper arm on each of said signals, a relay included in the track circuit of each block, said relay being normall energized when the block governed there y is clear, electric control circuits for holding said semaphore and tripper arms in their 1 0 clearance position, means on the block ahead for opening said circuits and allowing said arms to assume their stop position, a circuit controlled by the relay of the block governed by said signal carried through nor- 1 5 mally closed contacts of the relays of blocks back of said signal whereby the said tripper arm is operated to clearance when a train running against the current of travel enters the block governed by said si nal.

7. A railway signal and tram stop system comprising track rails divided into blocks, signals for the respective blocks each signal having a semaphore arm and a tripper arm, normally energized relays in the respective 115 track circuits of the block, a motor for actuating said arms, circuits to the respective motors, each circuit being carried through a normally closed contact controlled by the relay of its block, said circuit also including 120 contacts controlled by the relays of a plurality of successive blocks back of the block governed by any one signal, said circuit controlling said motor to move said tripper arm to its clearance position when the block nor- 125 mally protected thereby is entered by a train moving against the current of travel.

8. An improvement in railway signals comprising track rails divided into blocks, signals for the respectiveblocks, each signal 130 being provided with a pivoted semaphore arm, an operating member having a lost-motion connection with said arm, means for preventing'movement of the semaphore arm beyond stop position, and a tripper arm positively connected with the operating member, and electric means controlling the respective signals to retain each tripper arm in clearance position. when a train enters the block governed thereby and its semaphore arm is in stop position.

9. An improvement in railway signals comprising track rai'ls divided into blocks, signals for the respective blocks, each signal having a pivoted semaphore'arm, a pivoted tripper arm, operatingmeans for said arms, electric means controlling the operating means of the respective signals, each signal being connected With its corresponding tripper arm and provided with means to permit the tripper arm-to movea limited distance independently of the semaphore arm.

10. An improvement in railway signals comprising track rails divided into blocks,

signals for the respective blocks each provided with a semaphore arm, a pivoted lens segment, means for providing a lost motion connection between the semaphore arm and said lens segment, a tripper arm positively connected with said lens segment, electrical means for oscillating said lens segment, and meanseach block for controlling the motor of the signal governing saidblock.

Ooples of this patent may he obtained for five cents each, by addressing the "Commissioner oilateiitl 11. An improvement in railway signals comprising track rails divided into blocks, signals for the respective blocks each provided with a semaphore arm, a pivoted lens segment, means for providing a lost motion said lens segment, a tripper arm positively connected with said lens segment, electrical means for oscillating said lens segment, means in each block for controllin the motor of the signal governing said b%ock,-and means in each block for also controlling the motor of the next adjacent block.

12. An improvement in railway signals ment, relays in the respective blocks con trolling the circuits to the signal motors, and contact devices operated by the respective motors and also controlling the circuits.

In testimony whereof I affix my signature in presence of two witnesses.

connection between the semaphorev arm and JOHN B. oAssnLMAn.

Witnesses: V

R. M, OYARZO, W. A. STOCK.

Washington, D. 0.

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