US1462248A - Automatic semaphore signal system - Google Patents

Description

10 Sheets-Sheet l INVENTORS DODEPT L. DOGKWELL July 17; .1923.

L. ROCKWELL ET AL AUTOMATIC ,SEMAPHORE SIGNAL SYSTEM Filed Jun 12 1918 g am ' ERNE5T a HOWE j BY ATTORNEY July 17, 1923. 462,248

' R. L. ROCKWELL ET AL AUTOMATIC SEMAPHORE SIGNAL SYSTEM Filed June 12, 1918 1o Sheets-Sheet 5 v v -f T Y INVENTORS QODEQT' L. QOGKWELL ERNEST 6. HOWE J QZB ATTORNEY Jul 17, 1923.

1,462,248 R. L. ROCKWELL ET AL AUTOMATIC SEMAPHORE SIGNAL SYSTEM I Filed June 12, 1918 10 Sheets-Sheet 6 5b 200 v 600 INVENTORS r POQEDT LQOCKWELL ERNET cs. Hows ATTORNEY July 1151923 1462248 R. L. ROCKWELL ET AL AUTOMATIC SEMAPHORE SIGNAL SYSTEM w Filed June 112, 1918 1 Sheets-Sheet '2 INVENTORS 640 905691" L. POGKELL ERNEST c7. HOWE.

I ATJ'ORNEY July 11 1923.

1.462.248 R. L. ROCKWELL ET AL V AUTOMATIC SEMAPHORE SIGNAL SYSTEM Filed June 12, 1918 1 Sheets-Sheet a INVENTORS QODEQT L. @CKWELL EPNESTG. Howe:

BYZ- W ATTORNEY Jul 17, 1923. 1,462,248

R. L. ROCKWELL ET AL AUTOMATIC'SEMAPHORE SIGNAL SYSTEM Filed June 12, 1918 10 Sheets-Sheet 9 zen-( 3) lOO 'INVENTORS 96659) L. wocxwcu. EJPHEST 6. How:

July 17, 1923. 1,462,248

R. L. ROCKWELL ET AL AUTOMATIC SEMAPHORE SIGNAL SYSTEM Filed June 12 1918 10 Sheets-Sheet l0 lNVENTOR-S 900cm- L. Qocacwcu. Elem-2ST a How:

J ATTORNEY Patented July 1?, 1923.

parties, stars Leaflet. I

earner ROBERT L. HOCKXVELL AND ERNEST G. HOWE, OF SEATTLE, WASHING-TON,

assrenos-s.

BY- IVEESNE ASSIGNIlEENIS, TO ERNEST HO'XVE, TRUSTEE, 013 SEATTLE, WASH- INGTON.

AUTOM'ATIC SEMAPHORE'SIGNAL SYSTEM.

Application filed June 12, 1918. Serial No. 239,573.

T 0 all to how it may concern Be it known that we, Roxanna L. Roon- WELL and ERNEST Hows, citizens of the United States, residing at Seattle, in the county of King and State of lVashington, have invented. a new and useful Improve nient in Automatic e-maphore Signal Eye terns, of which the following is a. specification.

This invention relates to new and useful improvements in electrically operated semaphore signal systems intended to control the movement oi? cars or trains along a double or single track railway, being particularly applicable to mono-rail railway construction.

The object of this improvement is to provide a signal system that is entirely electrically independent of the track, thereby making it applicable to railways using either steam. compressed air, direct or alternating electric current, or other sources of motive power.

A. urther object resides in the provision of a semaphore signal system adapted to actuate an automatic train stop mechanism should the danger semaphore indications be disregarded for any reason. still further object resides in the simplicity oi' construction and comparatively low installation cost, yet embodying positiveness and reliability in operatlon.

A still further object contemplates all semaphore arms being normally set to danger, thus requiring the car or train to effect clear indications before such car or train can proceed past the several semaphore stations.

An additional object is to provide for the control of a multiplicity of semaphore stations by a single primary circuit relay in turn controlled by the operation of two current reversing switches to be actuated by cars or train operating within the signalized section of track.

A. final object is to eii'ect danger indications of semaphore stations on either side o1- movable track sections whenever such track sections are not in the proper operating position and securely locked in place.

The invention consists in the novel construction, adaptation and combination of parts as will be more fully described in the following specification, illustrated in the accompanying drawings, and finally point v ed out in the appended claims.

In the drawings, Figures 1, 2, 3, 4, 5, 6, I

f and 8 are elementary diagrams of a signalized section of track and the electrical circuits employed to efi'ect the semaphore positions indicated for the various'car positions shown.

Fig. 9 is a diagram showing the method of windingv the differential relays used in this system. v I

Fig. 10 is a diagram showing the mechanical arrangement required to operate one of the battery reversing switches.

Fig. 11 is a section taken along line DD oi? Fig. 10 to show the relation between particular parts of the reversing switchoperaoing mechanism.

Fig. 12 is a side elevation showing the i type oicar, and its supporting structure to which this system of semaphores 'larly applicable. I v

Fig. 13 1S plan view of one of the trucks is particuof such a. car showing the arrangenient of air-brake rods and levers.

Fig. 1a is a diagram of the air-brake mechanism, automatic stop equipment and the arrangement of the battery reversing switch and the device mounted on the car to actuate it. v i

Figs. 15,16, 17, 18, 19, 20, 21 and 22 are diagrams showing more particularly the detail electrical connections that may be used to effect the semaphore indications for various positions of a proceeding along a signalized sect-ion of track.

Figs. 23 and 2e relate to semaphore arm indications and the electrical circuits used when one car follows another through such a signalized section.

Figs. 25 andQG are diagrams of semaphore arm positions and the electrical .circuits employed when controlling a plurality of semaphore stations. from single battery reversing switch and primary circuit relay. Figs. 2( and 28 are diagrams showing particularly the relative positions of bat tery reversing switches and semaphore stations and the electrical circuits involved a the ends of the signal system.

Figs. 29 and 30 are track and electric circuit diagrams showing semaphore indications and a circuit auxiliary to the signal system proper required to produce the danger signals indicated when movable track sections are in dangerous positions.

Referring more particularly to the drawings, the fundamental physical arrangement of the system contemplates all semaphores at danger position, as shown in F ig. 1, when there are no trains on the signalized sections of the track, hence a car entering the electrified section must clear its way in order to proceed. This is done by reversing the terminals of the various batteries in a socalled primary relay circuit by means of suitably constructed battery reversing switches indicated in Fig. 1 by numbers h 0, 280, 380, 180 and 580. This figure indicates a complete system, consisting of five semaphore stations and a corresponding number of battery stations in the primary relay circuit. The car is shown in the act of reversing the first battery by means of switch 180. This will immediately clear semaphores 100 and 200, as shown in Fig. 3. The car can then proceed past semaphore station 100 and continue its travel toward semaphore station 200, which also indicates clear. operates reversing switch 280, which moves semaphore 100 to danger, keeps semaphore 200 at clear and clears semaphore 800 as indicated in Fig. 5. The semaphore positions aresuch that the car is at liberty to either proceed in the original direction or back past semaphore station 200, in which event it would revers battery switch 280 and the semaphore positions would again be as indicated in Fig. 3. As Fig. 5 indicates, while proceeding through the electrified sections, if noother cars are within a pre scribed distance, the car will have a clear signal in front of it and a clear signal behind it, which gives it full liberty of motion in either direction. In case another car was moving between semaphore stations 3G0 and 400. the car sighted, upon passing semaphore station 200 and reversing switch 280, will give semaphore positions as indicated in Fig. 7, semaphorestation 300 being at danger, while semaphore station 200 is at clear. The leading car in this case has a clear signal at station 400 but a danger signal at station 300; therefore the leading car is at liberty to proceed on its'way along the track. The following car, however, cannot pass station 300 because of the automatic stop levers 340 being set in such a position that it will effect the shutting off of motive power and the setting of air and electric brakes in case the signal be disregarded by the following car. It is intended that this elementary system shall be used only for double track systems or a system of the loop, type where cars operate only in one direction. The system, however, may be modified by a few additions, so that it is applicable to track sections on which cars are operating in both directions. These additions will be hereinafter more fully clescribed. It now remains to show how these various semaphore positions are obtained for the car positions indicated in Figs. 1, 3. 5 and 7. The electrical connections required to bring about the desired operation of the signals are shown in Figs. 2. t, G and 8.

Referring to Fig. 52, it will be noticed that the primary relay circuit provides a series of closed electrical circuits, consisting of a number of batteries 2]., 22, 23, 24 and 25, relay windings 71, ll, 32, as, 83, 43, Se and '72 and comiecting wires 51, 52, 53, 54, 60, (3'1. 62, (33, 64 and 65. Fig. 1 shows the car about to operate a device 180 whose function is to reverse battery 21 of Fig. 2. It will be noticed also that although the various circuits composing the primary relay circuit are complete in every detail electrically, no current will flow if the electromotive force of each battery is the same. The first of these. circuits comprises battery 21, battery 22, differential relay winding all, simply relay winding 71 andconnecting wires 51" 6 and 61. It is evident that with the present connections no current can flow in this circuit and, therefore, the relay armature 103 and 203 of semaphore stations 100 and 200 are held by gravity against the lower contacts which will give in all cases the danger indication for their respective semaphores.

in this primary relay circuit for instance, the current in amperes I isgiven by the well known formula: 1 equals E divided by where the effective electromotive force E is always the algebraic sum of all the E. M. Fs acting in the circuit, and the total resistance it includes the internal resistance of the batteries themselves, that of the relay windings and of the line wires between the st tions. Since batteries 21 and 22 in Fig. 1 are opposing each other in their efforts to force current through the circuit described. it is evident that in this case E is equal to Zero in the above formula; therefore, the current must also be zero. With no current tlowng through the relay windings, gravity holds the relay armatures 103 and 203 against the lower contacts, which completes the local motor circuits for moving the semaphore from the clear to the danger position, as will be described later.

An important feature of this system is the arrangement of the relay windings to the various battery stations. It will be not-iced that the first relay in order from left to right whose winding is indicated by 71 and armature by 103, is of the simple type. This relay is located at semaphore station which is a considerable distance in the ditill tery 22 will be to the two windings as shown in Fig. 9 which, however, is numbered to correspond to semaphore station 300. Y After reversing battery 21, it will be noticed in Fig. 1 that current will flow between battery stations 21 and 22 through the following devices; battery 21, connecting wire 60, relay winding? 1, connecting wire 61, relay winding 41, battery 22 and connecting wire 51, back to the negative terminal of battery 21. The arrows indicate the direction of current flow. Thisflow of current energizes relay winding 71 andone winding 11 of the differential relay at station 200. The design of this relay is such that with this current flow through the single wind-v ing 41, 'suilicient magnetization is produced to raise the armature 203 to the upper contact. It will be noticed that with the limit switches 109 and 209 in the positions indicated in Fig.2, that when- relay armatures 103 and 203 are raised current'will flowv from I Y the semaphore station batteries 101 and 201 as follows: At station 100 from battery 101, through relay armature 108, motorfield winding 106, limit switch109, motor armature 113, back to the negative terminal or battery 101. At station 200 the current flow is from battery 201, through relay armature 203, field coil 206, limit switch 209, motor armature 213, to the negative terminal of battery 201. The resultingrotation of armature 113 and 213 is such in each case that the semaphore arms 100 and 200 will be moved to the clear position. ,The result is that as the car leaves battery station 21 and approaches semaphore station 100 it finds upon arriving" at that semaphore station'a clear signal which .indicates that it may proceed to the next station'or at least within sight or the next semaphore in safety. In passing semaphore station 200, batreversed by means of reversing switch 380, leaving the circuits in the condition indicated in Fig. 6. With battery 22 reversech-th'e first circuit between batteries 21 and 22 above referred to will have an effective electromotive force equal to zero because batteries'21 and 22 are again opposing each other; therefore, no current willflow in that circuit and relay windings 71 and 11 allow armatures 103 and 203' to drop to the lower contacts. This really takes place at station 100 but at station 200 it will be noticed that relay coil 32 is now effective in magnetizing the core and holding armature 203 against the upper contact,'there-, fore, maintaining semaphore 200 in the clear position. At station 100, however, when armature 103 is' moved by gravity against the lower contact, currentwill flow from battery 101 through relay armature 103, field coil 117, limit switch 109, armature 113, backto, the negative terminal of battery 101. It must be remembered that limit switch 109, during this process, is in the position indicated in Fig. 1. As soon as the semaphore is set to the danger position the limit switch is automatically thrown from the upper contactto the lower contact,"which stops the motor and provides another circuit through field coil 106, armature 113,- limit switch 109, relay armature 103 and battery 101 whenever relay coil 71 is again magnetized. fit is to beobserved that as the magnetizmg of the core, required to hold armature 203 ina raised position is sh'ifted from:

'coilllto coil 32by the reversing ol battery 22, theipolarity of magnetization of the core is still in the original directionthat is,

using Fig. 9 to representfthe electrical cir- 1 cuts with battery 22 in the original position and coil '41 producing the magnetizing action, the polarity of the coil, according to the well known Right Hand Rule, will be at the lower end and N the uppeiu Upon-reversing battery 22, which gives zero current: in coil 4:1 and, lull current in coil 32, the polarity of magnetization is still S at'the bottom and N at the top. lt'is evident thenthat there is no chance for hysteretie lag in the magnetization of the coil. which might be disadvantage incase it wasnecessary to reverse the polarity as the inagnetizing action was changed from one relay coil to the other. t is also evident that in the case of highly inductive circuit this maintenance ofthe original polaritywould allow an appreciable time for current to build up in the new circuit still maintaining the armature in the raised position, which is a desirable feature in the operation 01" a device upon which so much depends. With a second car between semaphore stations 300 and 100 it-is evidentthat before this second car entered the signalized section of track the batteries were all connected rel ative to the line wires, as shown in Fig. 8 at battery station 24., As this car proceeded fromstation to station'it reversed the several batteries, viz: 21, 22 and 23 in order, leaw ing them in the position indicated in Fig. 2. Asthe car, the travel of which we have been discussingfrom stat on to station, passes station 200, re ers1ng bat ery 22 by means of switch280, two circuits are eiliective in the primary relay circuit to produce 1 the clear signal at semaphore station 200,,

danger at 300 "and clear at 100 shown F] 8. Thefirst circuit coinpr s battery winding battery 23, connecting wire 5 1 back to the negative to *minal of ba l 2 The magnetization of co raises relay ar-i 12o relay winding 32," connecting wire 62, relay 1 i that station.

400. -At semaphore station 300 it will be noticed that the current from these two circuits n'iagnetizes the iron core by coil a2 for one polarity and by coil 33 for the opposite polarity. The result is zero effective mag netization of the core, and armature 303 is allowed to drop to the lower contact which we have shown in all cases will produce a danger indication of the semaphore arm at Referring to Fig. 9, which is intended to convey these principles more clearly, it will be noticed that the conductors comprising coils 42 and 33 are woundaround the core after first being laid side by side The result .of this arran ement is such that the masmetizing action produced by one coil is almost perfectly neutralized by the mag,

netizing action of the other coil which is in thereverse direction. In this figure the re lay contacts 301 and 319 are shown consisting of spring brass tipped with silver. The corresponding contact pads on armature 303 are also of s lver. In making contact in either direction the result is a slightscraping action between the contacts, which insures good electrical connection. This is standard practice for circuits of this nature and is not original, hence forms no part of this invention.

.ln this system it will be noticed that the successful operation of the system will depend upon the effectiveness of the'switch, the function of which is to reverse the battery at the various battery stations as the car proceeds along the track. In Fig. 10 is shown in diagram a switch of this nature. In Fig. 14 is shown the relative position of the switch and the operating device 78 on the car truck 79 which throws lever 3 of Fig. 10 in either direction, depending upon the direction of motionof the car. The'device 78 on the car will be referred to as an impact shoe, the construction of which forms the subject 'of a copending application of even date. The design of this shoe is such that it will insure, without unnecessary shoclr or to the reversing switch, a C01 plete movement the operating lever 3 for either direction of motion of the car irrespective of the loading of the car and, therefore, the height of the truck frame 7 9 above the reversing switch. This is necessary because the truck frame 79 will assume different relative positions for different loads on the car platform due to the compressing of the truck springs. The combination of impact shoe and reversing switch as indicated requires that the battery be completely reversed in the electrical circuit of which it forms part by a movement of the oper ating lever 3 of about 45 in either direction. This is made possible by means of the arrangement of contact segments 15, 16, 17 and 1S, and contact fingers 7, 8, 9 and 10.

Tracing the electrical connection shown in Fig. 10, the current flow will be from the positive terminal ofbattery 22, through wire 1, contact linger 9, contact segment 17, contact finger l0, connecting wire 4-, coil 32, wire 3, contact finger 8, contact segment 16, contact finger 7, wire 2, back to the negative terminal of battery 22. Upon actuating this switch 45 tothe right, as indicated in Fig. 10 by the dotted outline of the reversing lever 3, each of the contact segments 1o, 17 and 18 will be moved-l5 from their preseit position to the right. The result rtcontact SGfeTfiQii ii 16 connects contact and 9 electrically while contact and 10 are connected by contact s l5 and 17 and connecting wire 5. The current flowthrough coil 32 was previously from left to right. With this'new position f the reversing switch segments the current flow will be from battery 22, through 1,9, 16, 8, 3, to the right terminal of coil 32, through coil 32 from right through 4 10, 1, 5, l5, '7 and 2, back to the negative terminal of battery 22. It is evident that if lever 3 be actuated again to the right that contact segment 15 would then occupy the same position as contact segment 16 occupiesin 10 and, therefore, the current flow throtgh coil 32 would be from left to right, the reverse of its former direction. This shows that the device effects one reversal of the battery electrically for each operation of the reversing lever 3 from the vertical to the extreme right position. lVith the reversing switch set, as shown in Fig. 10,

corresponding to current flow through coil 32 from left to right, if operating lever 3 be moved 45 to the left, contact segment .14 will connect electrically contact fingers -8 and 9 and contact fingers 7 and 10 will be connected by contact segments 16, wire. 6,

and contactsegments 18. The current flow.

will then. be from the positive terminal of battery 22, through 1,- 9, l7, 3, 3, to the right terminal of coil 32, through coil 32 from right to left, then through 4:, 10, 18, 6, 16. 7 and 2 hack to the negative terminal of battery 4. 2. If the operating lever 3 is again moved 4-5 to the left, segment 18 will connect contact fingers 9 and 10 and segment 17 will connect contact lingers 7 and 8. The

current flow will then be from the positive terminal of battery 22, through 1, 9, l8, 10, l, 32, 3, 8, 17, 7, and 2, back to the negative terminal of battery 22, giving current flow from left to right through coil 32 or in the reverse direction previously taken by the current. It is evident that coil 32 may be any electrical equipment whatever. In this case it would be one of the relay windings included in the primaryrelay circuit. From this discussion'it is evident that whenever the operating lever 3 is moved in either direction it effects one reversal of the battery to left, then i Jun llU

with reference to the electrical equipment it is supplying current to. It remains to describe'more fully the mechanical operation of this switch.

Fig. 10 is not intended to represent a complete mechanical contrivance but is intended to show in diagram the various mechanical elements which are deemed necessary for the satisfactory operation of the battery reversing switch proper. Mounted rigidly upon a common shaft 14: are

First, the reversing switch itself, consisting of contact segments l5, l6, l7 and 18 electrically connected as shown by conductors 5 and 6. These segments are suppor ed by a disk of insulating material which provides intervals of insulation 11 between the several contact segments insulating the contact segments from each other and from the shaft. These intervals of insulation are provided. of liberal proportions to eliminate the short circuiting of the battery each time the switch is operated 45 to the right or left for it is evident that a movement of 225 in either direction from the position shown will result in placing contact fingers 7 and 9, which are connected to the terminals of the battery, directly in the center of the insulating intervals between segments. If

this insulating interval is not sufficient to prevent contact fingers 7 and 9 from making contact with any single segment, such as 16, for a movement to the right from the position in Fig. 10, or segment 16, contact finger 8, and segment 17, for movement to the left, the battery would be short circuited every time it is reversed in the circuit of which it forms a part. The result would be not only a useless consumption of electrical energy but excessive wear due to sparking at each point where the short circuit, would be open. With the arrangement shown, this objectionable feature is eliminated while the switch itself loses nothing in effectiveness.

. Second, a spacing wheel 22 provided with eight projections and, therefore, eight intervals. This wheel is used to effect acorn pletc definite movement of the reversing switch proper either to the right .or to the left. If for any reason the operating lever 3 should move through an angle less than 45 and more than-say 25, the spacing wheel with its attachment will complete the 45 movement required for the successful operation of the switch. This is made possible by means of the attachment shownconsisting of an arm 28 working around a fixed pivotal point- 29, which supports at its other extremitya roller 23' bymeans of pin 24. This end of the lever may be forked to more conveniently accommodate the roller, and it is the intention of the diagranite represent such a combination. The roller is held firmly against the spacing wheel by means of the double helical spring 25 which is in compression between the rigid support 26 andlever '28. 27' is apin pivoted at its lever end and passing through the fixed support 26' to keep the spring while pawl 5 which is also supported by pin 6,

Spring 4' supported at itscenter by lever 3 serves to keep pawls 5 and 5 in mesh withtheir respective ratchets. In order to.

turn the shaft 4e5 say to the left, and let it remain there, in using this device it 1s necessary that pawl 5 be kept from engaging the ratchet projection near whichit is shown in the diagram, when the lever3 returns to the vertical position. This iseffected by means of a plate 9 rigidlyfixedto the supporting frame and held betweenthe arc of travel of pawl 5 and the ratchet wheel. 8' which it engages. A similar plate 9 is held between the arc of travel of pawl 5' and ratchet wheel 7 which it engages. lVith this arrangement it is evident that operating lever 3' moves from the vertical.

position to the left, the pawl v5. will engage ratchet 7 and the shaft 14 will be ro-.

tated through'the required 45 During this movement of the arm 3', plate-9 will ralse pawl 5" clear of the ratchet wheelso that on the return of arm 3 to thevertical position it will be kept from engaging the ratchet projection opposite, which isshown in the diagram, and will engage the next one in order to the right when'the lever 3' returns to the vertical position. In case the arm is moved to the right, as indicated by the clotted outline in .Fig, 10, pawl 5 will be prevented from engagingtheratchet projection directly under it by plate 9 when lever 8 returns to the verticalposition.

Fig. llis atop view, showing the relative positions for pawls 5 and 5, ratchets 7 and 8. and plat-es 9 and 9; The object of rollerl. supported by pin 2 at the free end of arm 3, which is forked to receive it, is to prevent unnecessary wear and'tear of thispart of the signal equipment whilebeing operated by the impact ofshoe 78 of Fig. 14L. 7 f

Lever arm 3 is arranged to rotate'about shaft i l and is not rigidly connected to-it.

.In order to keep arm 3 in a vertical position at all times so that the device is operative in elther d1rect1on,;1t1s necessary that some device he provided which w1l1 return of two helical springs 19 in compression between the support 20 and the shoulder o" the guide pin 18 pivoted at its upper ex tremity by pin 17 which passes through. arm

15. It will be seen from this arrangement that when lever 3' is moved to the right, lcver 15 will be forced at its tree end vertically downward by means of the wing-like projection 13". which results in still greater compression of spring 19. lVhen lever 8' is released it is evident that the curved edge of projection 13 will serve in conjunction with lever 15 and spring 19 to return lever 3 to the vertical position. When the lev is operated to the left, projection 13 performs a similar service.

The automatic emergency equipment to work in conjunction with this system of sig nals and stop levers provided at each semaphore station may consist of any combination that can be operated by the automatic stop levers to effect a stoppage of the car in case it proceeds past a semaphore station set at danger. A combination for accomplishing this result may consist essentially of an electrically re-set air valve and elec tric switch mounted on one or" the trucks 0teach car or train to effect the shutting oii of motive power and the setting of air and electro nagnet brakes whenever the operating handle of the combination valve-switch engages an automatic stop lever placed on each side of the trackat each semaphore station and. controlled mechanically by the semaphore operating mechanism. The arrangement is such that the operating handle of the combination valve-switch will engage one of the automatic stop levers of a sema phore station set at danger should the car for any reason attempt to pass such a station.

At all semaphore stations indicating clear the operating mechanism will place the automatic stop levers in such a position that they cannot engage the operating handle of the combination valve-switch, hence in pass ing such a station the automatic emergency equipment is not effected.

Such an arrangement is shown diagrammatically in Figs. 13 and l4- for use on a car of the mono-rail type shown in Fig. 12. Fig. 14 is intended to show in diagram an automatic emergency equipment to operate in conjunction With this system oi signals and stop levers. The equipment consists essentially out an air valve 12 having operating handle 14 projecting normally vertically downward, a circuit closing disk swi h 19, circuit breaker trip coil 20, circuit closing switch 30, and valve resetting electromagnet 81. it will be observed that handle 1.4: of valve :2 will engage lever 240 it the movementof the car is to the left, thereby turning handle 14 to the right. hen this is done a passage for the compressed air stored in reservoir line 35 is allowed to escape comparatively slowly through pressure regulating valve 86 until the pressure in the reservoir line has been reduced to such a value that the moving element of emergency valve 38 will connect brake cylinder 39 with the compressed air reservoir 40 by means of pipes 44- and The amount of opening provided by emergencyvalve 38 is. to a certain extent, inversely roportional to the pressure in reservoir line 35. Hence if the pressure regulating valve 36 has been previously set correctly, the pressure in reservoir line will decrease to that value, at which air will flow into brake cylinder 39 at such a rate as to best effect the stoj'ipage ot the car or train by means of the air brake equipment. Pressure regulating valve 36 is essentially a so called safety valve provided with a suitable means for obtaining a fine adjustment of the pressure at which it will allow air to escape through it to the atmosphere. It is intended that the diagram representing the air brake equipment in Fig. 14 shall represent what is known the emergency straight air brake system. 13 is a top view of truck 69 showing" the connection between rods 7). 73 and 7 made by means of lovers 7% and 77.

The mechanical equipment of valve 12 is such that whenever handle 14 is operated either to the right or left. the disk switch 19 will. close two electric circuits. The first or these is from wire 46 on the motor side of the main circuit breaker 47 through sole noid 20, wire 48, small contact disk oi switch 19, to the vtrame ot' the car, and from thence to the rails through which the current returns t the source. The second is from Wire 4:9 coiuiected directly to the trolley, or Contact shoe, i third rail is used. through wire at), electrou' agcet brake .55, wire thri'iurz'h the lars. contact disk of switch 19 to the frame of the car, tl'iencc to the rails and back to the smirce oi s The dist c rcuit allows current to cr me coil 20, which raises the iron plunger which in turn iJI circuit bre her i.. thus turning off current to the motors used drive the car. The second energires the elc'diroinaQ'nct brake 5:? which opera cs 1. conjuuwon with, or in a dition to, the air brakes 'Z'S'originally provided. It

lied upon to bring the car to a stop in cases of emergency.

Before the car. can brought to a stop by the emergency equipment, the two electric circuits mentioned must be opened by. means of switch 19, andv handle 14. of valve 12 must be returned to the vertical position. This isefi ected 'by means, of third electric circuit from wire e9 throughswitch 30, 58, electromagnet 31 to the frame of the car and thence baclr to the source of supply. W hen electromagnetBl is energized. switch 19 is opened and, handle 14.- returned to the vertical positionifturned to the right or left". The last named circuit is completeonly while. switch is held closed. After opening switch and re-setting valve 12 by momentarily closing switch 30, the HlOiZOlflfnilIL with con troller handle placed in the of: position can then re-set circuit breaker 4-7. He may then release the air brakes by moving the handle of his air valve 59 tothe eme ency release position. In this position, valve 59 connects reservoir line through pipe to the main air reservoir 40, thus restoring pres-- sure in reservoir line 35. which. pressure then forces the moving element of emergency valve 38 in such a position. that brave cylinder 39 is connected to train line 67 through pipes 425 and 68. With. the mans air valve 59 in the emergency position, the train line is openedto mospher' thereby releasing the release the at brakes.

The car may then proceed as before.

The automatic stop levers, one 01" which is indicated by 240 in 1e, are arranged one on each side'ot' the track so that only one set oi emergency equipment, as previously described, is required per car or train. In case the car was to operate end for end in either direction along the track, the automatic stop lever onthe opposite side of the track, instead of lever 240 of Fig. 14;, would engage valve handle 14, thus insuring a stoppage of the car under emergency condis tions no matter on which side of the car the valve 12 and switch 19 may. be mounted.

Referring to the "signal system, all figures except 12. lilyand 14. the numbers below100 indicate similar parts at each of the several stations. The digit or digits in the hundreds position of the designating numerals indicate the station to which that part be longs. For instance. referring to Fig. 16, 201 is a local semaphore battery for semaphore station-200. while 301 isthe local semaphore battery forfsemaphore station 300. and 4:01 is the local semaphore battery for semaphore station 400. I lnktlns figure,

shown in Fig. 1%.

proceed atter being levers referred to with moto'r- 2 1 0 are the automatic stop levers which are indicateddiagrammatically, one of whichis points for these levers indicated by 2&2 in

Fig. 142. 239 and 235 are rods for actuating these levers, one or" which is indicated by 239m Fig. 14.. A third lever 232 pivoted at 283 works through these rods to set the automatic stop'levers to either the clear or danger position. Rods 231 and 237. in con junction with bell crank 229. wnich is pivoted at 228. serve to'connect the system of rank pin 224 mounted on a sprocket wheel 22-3 forming part of the semaphore operating mecl anism. This arrangementprovides a danger posi- 2 l2 and 237 are pivotal tion of the automatic stop levers by placing: v

the stop levers in the vertical position; lVhen the semaphore mechanism is operated to give a clear indication of the semaphore, these levers are rotated about their pivotal points in an. outward direction from the track so that the operating handle 14 of valve 12 in. Fig. 1d will beunable to engage either one of the levers' As areviously stated, the semaphore arm 200 is actuated by means of an electric motor through are;

liable mechanical drive train such as train of gears, or sprocket and. chain, or combinetion of the two. These simple diagrams, as 16. indicate a sproclzet 22l, sprocket chain 222 and sprocket wheel 223 to effect mechanical connection between the proper the motor "and the semaphore operating mechanism. The semaphore arm itself 200 is pivoted at 226. At-one end 230itis shown connected by rod v225 to the crank on the sprocket wheel 224:. p when crank 22d is in the higher position, the semaphore arm. is'dropped to-, ive clear It isthus'seen that indication, while levers 227, 231, and.

239. bell crank 229 and the pivoted lever 232 place the automatic stop levers in the indicated clear position as shown for this scmaphore station. This tormsa' simple androliable connection between these two very'imnor-tent elements of the system and there is little chance of the semaphore indicating" one condition when the automatic stops are set for a contrary condition of the track ahead of the movingcar.

Figs; 2, 4:. G and '8 illustrate the fundamental electric circuitsinvolved to bring about various semaphore positions as'indicated in Figs. 1, 3, .5 and 7, respectively.- I

15, 1.7. 19. 21 and 23 correspond re-,

snectively to stations 200. 300' and 400 of Figfsl, 3. 5, and 7. while Figs16, 18. 20. 22 and 24 show'the electrical connections actually used. in the primary relay and semaphore stationcircuitsfor the cases previously citedf For the position of the car indicated in that is between semaphore stations 100 and 200 with the car ap: preaching stationf200, the circuit energized and ll. The result is a clear signal in front ot the car due to relay armature 203 being" raised bythe magnetization of the relay core by coil As has previously been shown, whenever the primary relay armature connects with the upper contact 204:, the result is a ole: semaphore station with the automatic stop levers in the outward position that the lancrgen alve of Fig". l4 mounted on the side of the car will not be engaged as the car aasses that station. In Fig. 17 the. car has actuated reversing switch 280 in passing semaphore station 200 and is approaching semaphore station 300. The operation oi reversingswitch 280 shifts the effective primary relay circuit from between stations 100 and 200 to between stations 200 and 300. The new circuit consists of battery 22, reversing switch 280 relay winding- 32, wire G2,.relay winding 42. re versing switch 380, battery and wire 52. The result is the raising of relay armature 303 to the top contact 304 at station 800 and the maintaining still of relay armature 203 against contact 2041., these relay armature vositions giving clear semaphore si nals. In each of the cases cited arrows indicate the direction of current flow through the primary relay circuits. The arrows are omitted in all circuits which are not carry ing' current.

Fig. 19 is a continuation of 17 used to show the electrical circuits involved for a new position of the car which is now between semaphore stations 300 and 400. By Fig. 20 it will be seen that the previous circuit effective between semaphore stations is now dead electrically and. a. new circuit is provided between semaphore stations 300 and 400 consisting of battery 23, reverse switch 380, relay coil 33, wire 63, relay coil 43. reversing switch 480. battery 24 and wire 53. Fig. 21 indicates that the car has let't the section of track between stations 300 and e00 and has reversed battery 24 by means of reversing switch 480. The result is that the primary relay circuit just described is now ineffective because of the direction of the electromotive forces due to batteries 23 and 24. A new circuit however, is provided, consisting; 0t battery as, reversing switch 480, relay coil 34-. wire 64-. relay coil 72. Fig. 1. wire 65, battery 25 and wire 54. This results in the placing to danger of all semaphores other than those between which the car is operating. Tn fact we can see that as the car proceeds along a signalized section of track that it maintains two and two only of the semaphores in the clear position. These semaphores are lo cated one in front or and the other behind the car. As the car leaves the electri-.

fied section of track under discussion, switch 580 will be operated, which reverses battery 25, thereby making the electroinotive force of battery 25 oppose that of battery 2-l. The result is zero current flow the drop ping of relay armatures 4&8 and503 to the lower contacts which effects danger indications oi the respective semaphore arms.

Fig. 23 is merely a reproduction or Fig. 7. Fig. 24- shows the complete primary relay circuit connections required to effect the indicated semaphore positions. The arrows indicate the direction of current flow through the two circuits involved.

Where trains are required to operate in opposite directions over the same track sections, using turnouts or side. tracks at intervals alone the main line, it is necessary that the semaphore stations be so placed and operated that when two cars approaching each other come within dangerous proximity of one another there will be two semaphore stations effective between the approaching trains or cars. The distance between these stations must be such that un der the most unfavorable circumstances it will be impossible for the two cars to collide. This is effected in this system by the use of soecalled secondary relay circuits, and the simultaneous operation of two or more semaphore stations in conjunction with each primary relay battery station and reversing; switch, there being in all cases a reversing switch for each primary relay circuit battery.

Fig. 25 is intended to indicate the most unfavorable condition of operation; namely, two cars approaching each other at exactly the same speed. Both have actuated the battery reversing switches last passed at the same instant. As the diagram indicates, semaphore stations 800 and 900 are at danger. Both will be stopped automatically should they attempt to pass these stations. The distance between stations would be ample to bring the cars to a complete stop before they can collide. Fig. 26 shows in detail the electrical connections required to make this arrangement of the semaphore stations possible. It will be noticed that the battery reversingswitches are no longer placed at the semaphore stations but are midway between the two semaphores controlled from the re spective primary circuit relay. For instance, reversing switch. 880 is mid-way be tween semaphores 800 and 900. The diagram shows that when the current flow is as indicated, due to the reversing of batteries 26 and 28 relati e to battery 27, relay armature v113 is in the closed position, resulting in the energizing of the simple relay coil 115, which in turn raises arn'iature 703 against contact 704, giving a clear signal for that semaphore. The station preceding is also at the clear position because the simple relay controlling that station is in parallel with the one described. It will be noticed that the only addition in this, ar-' to the negative terminal of battery 117.

This constitutes a circuit complete in itself in every detail. It will be noticed that instead of the primary relay armature controlling the position of the semaphorearm by closing the different local semaphore circuits, these circuits are now controlledby a simple relay at eachsemaphore station which in turn are controlled by the primary .circuit relay located at the battery reversing switch between the semaphore stations. Primary relay armature 118 is in the opened position because the primary relaycircuits are energized as indicated by the arrows.

The result of course isthat the simple, relay armature803 and903 at semaphore stations 800 and 900 respectively are allowed to drop to lower contacts 819 and 919, which results in a-danger indication vof the semaphore arms as previously .dlescribed.. Between semaphore stations 1000 and 1100 of Fig.

26 is shown a secondary relay circuit energized-by the same battery that 1s used to energize the primary relay circuit. This is permissible since the two circuits are in no way connected electrically except through .the battery which supplies :current to both.

The arrangement shown, however, is that of a series circuit asfar as the semaphore relays,source of supply, and primary relay armature are concerned. The secondary re-v lay arrangement between semaphore'station 700 and the preceding one 600 190116 'WhlCll islthought to be the most practical of the two. In this case we have all the advantages of a parallel connection of the two semaphore relays with reference to .the source of supply without the disadvantage of an additional battery to energize the'secondary circuit relays. In this caseit'will be noticed that battery 86- supplies current to operate the secondary relay circuit as well as the primary relay circuit, the secondary relays being connected in parallel with reference to the source of supply. With this arrangement or that indicated forstations 800 and 900 in case one of the'semaphore relay circuits becomes open for any reason, it is the only one aifected. With this arrangement it is evident that any number of semaphore stations may be operated si- ,multaneously from the same primary. circuit relay. Thus the system adapts 1tself admirably to a wide range 'of track the operating requirements of the road.

Figs. 27 and 28 indicate the relative positions of battery reversing'semaphore stations at the beginning, intermediate stations, and end of a trackisection signalized by secondary relay controlled semaphores. It will be noticed that the relative arrangement of primary relay battery 21, reversing switch 180 and semaphore station are thesame as indicatedin-Fig. 1 for the more simple arrangement. At station 100 the primary relay controls the semaphore circults direct. At stations 600 and 700, however, the semaphore positions are controlled by simple relays which in turn are controlled by the differential relay in the primary relay circuit located mid-way between the semaphore stations near battery reversing switch 680. At the end of the signalized track section the arrangement of semaphore statlon and battery reversing switch isthe sameasat the end of the section indicated lnF 1g. 1.. These circuits are complete in every detail and will serve to show the electrlcal connections required not only 'forthe intermediate stations, such as 600, 700, 800,

900, 1000 and 1100 of Figs. 25 and26, but also the connections required at the ends of such a ,signalized section. 1 I

To be effective, a signal systemof this nature must be capable of interacting with control circuits which may be independent of the slgnal system proper. For instance, 1n the case of moving track sections, such tioned. Figs. 29 and 30 show a signal systcm in whichthe semaphores are controlled semaphore requirements made evident by ;.7O

as draws, turntables, or switches, it is necesi sary that when these partsare in a dangerdirectly by the differential primary circuit relayszat stations 1 100 and 1500, then by means ofsimple secondary relays-at stations 1600 and 1700. The two different signal circuit. arrangements are included to show the flexibility of this method ofinteraction with additional 1 control circuits. Fig. '29 shows a lift in a raised position. It will be noticed that semaphore stations 1500 and 1600 indicate; danger. The carshown appreaching Ythis lift will bestopped at'station 1500 should it attemptv to pass inspite of th dangerxindication. Should the "car now moving towards station 1700 attempt to back into the o'penfliftyit will'bestopped at semaphore station 1600 although in backing itwould actuate battery reversing switch 1640 which might be expected to operate semaphore 1600 to the clear position. It will be noticed, however, in tracing the electrical circuits or semaphore stations 1500 andj1600, that an additional relay has been provided at each of these stations. Th coils of these relays are included in acircuit consisting of a separate and independent battery 1852 of the closed circuit type, wire 1851, switch 1850, wire 1848, switch 1817, Wife 18 16,'relay coil 1845, wire 1855, relaycoil 185 1 and wire 1853. This circuit is normally closed when the track section 'is in a safe position and the locking device closed, for then switch 1850. and switch 1817 are both closed. In case either one of these are not in a iullyclosed position, the circuit just described will be open and relay armatures 1542 and 1642 will provide a circuit through the semaphore operating motors which will in all cases give a danger indication of the semaphores regardless of the position of the primary circuit relay as shown at station 1500 or the secondary circuit relay as shown at station 1600. A careful tracing of the circuits at these stations will show that in either case the relays used ordinarily to control the semaphore arm positionsare efi'ective in the circuit only when the auxiliary circuit relay armatures are in the raised position,corresponding to aclosed auxiliary control "circuit which is energized continuously when closed by a battery of the closed circuit type previously referred to as 11852. It is evident that in case this circuit is interrupted in any way, due to failure of the circuit closing switches 1850 or 18457, breakage of the line wires or other accidental or intended openings 'in the circuit, thesemaph ore stations under the control of this circuit, no, matter what their number, will "atonce' indicate danger, thus reducing to aminimum any uncertainty in the operation of such an important addition to the signal circuits proper. It is evident that any number of circuit closing switches, which must be closed in order to indicate a safe condition of the track section, may be inserted in this circuit, any one of which is as eiiective as th others in controlling the semaphore station operations, therefore, in-

isuring that everyitem which is supposed to be operated to give this safe "condition to the tracksection is in the required position before clear signals can be obtained at the -semaphore stations on either side of the movable track section.

Obviously, changes in the details of construction can be made within the scope of the following claims.

Whatfwe claim as new, and

Letters Patent, is:

desire to protect 1. n automatic signal system for railways comprising a series of semaphore arm signals disposed along the track of said railway, local circuits for each of said semaphore arm signals, primary relay circuits provided with simple and differentially wound relays for controlling said local circuits, a series of batteries for said primary relay circuits disposed at selected points along said railway, motors provided with limit switches for actuating said semaphore arm signals, switches o'peratively connected to said batteries, and means provided on the cars of said railways for engaging said switches and reversing the terminals of said batteries whereby said motors will be started and said limit switches will be caused to automatically break the circuit to and arrest said motors and provid circuits through the motor windings upon the completion of the new position of the semaphore arms whereupon when the original relay connections are made said motors will return the semaphore arms to their original positions and cause the said limit switches to be returned to their original positions.

2. In combination with a car an automatic signal system and train'st-op for railways comprising a series of semaphore signals disposed along the tracks of said railways and provided with impact members controlled by the clear and danger signals of said semaphores, emergency switch mechanism provided on said car for actuating said car brake mechanism, local circuits for each of said semaphore signals, primary relay circuits provided with simple anddifferentially wound relays for controlling said local circuits, a series of batteries for said primary relay circuits disposed at selected points along said railways, motors adapted "to actuate said semaphor signals, switches operatively connected to said batteries and impact members provided on said car for engaging said switches and reversing the terminals of said batteries whereby said semaphore signals will be actuated to register the clear ordanger signals, and whereby said emergency switch mechanism will be actuated by the impact members provided on said semaphores should said car attempt to pass said semaphores whenset at the danger signal. Y

Signed us at Seattle, VVashing'ton, this 29th day of May, 1918.

ROBERT ROCKWELL. I ERNEST G. HOWE. Witnesses a I R. J. Cook, D. C. 'KUHNS.

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