[go: up one dir, main page]
More Web Proxy on the site http://driver.im/

US2020146A - Train reporting mechanism - Google Patents

Train reporting mechanism Download PDF

Info

Publication number
US2020146A
US2020146A US682251A US68225133A US2020146A US 2020146 A US2020146 A US 2020146A US 682251 A US682251 A US 682251A US 68225133 A US68225133 A US 68225133A US 2020146 A US2020146 A US 2020146A
Authority
US
United States
Prior art keywords
relay
contact
group
contacts
wheel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US682251A
Inventor
Martin A Johnson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to US682251A priority Critical patent/US2020146A/en
Application granted granted Critical
Publication of US2020146A publication Critical patent/US2020146A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02Indicating or recording positions or identities of vehicles or trains
    • B61L25/023Determination of driving direction of vehicle or train
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02Indicating or recording positions or identities of vehicles or trains
    • B61L25/026Relative localisation, e.g. using odometer

Definitions

  • My invention relates to mechanism which will automatically operate when a ⁇ rain reaches preselected points or stations along the right-ofway and will provide a predetermined sign'al,- both as to direction and location,--in the train dispatchers oflice at a point remote from the location of the train, under normal train operation where trains are generally run in one direction on a given track.
  • My invention is to be used on railroads where east and west bound or north and south bound tracks are used and equipped with automatic block signals and where the operating rules refor to them as such. With this in view, it is all that I claim by the expression directional.
  • the invention involves mechanical and electrical means whereby the train dispatcher, or party interested in the location and movement of trains, will be informed, by means of an established electrical communicating line, of the direction of movement and the location of the train.
  • the mechanism is intended to automatically report the passing and direction of trains at points along the right-of-way and intermediate 01' stations where station agents are located who are therefore capable of notifying the train dispatcher.
  • the invention more specifically stated involves the shunting of a relay in a track signal circuit by means of the car wheels, which action in turn closes a contact of a second circuit which involves a motor and other signal producing elements and connects it to the dispatchers telephone circuit, the mechanism being adapted to provide buzz signalspreferably in Morse codewhich will indicate the direction in which the train is going and the station or point the train is passing; each station or point having a previously assigned signal.
  • the invention also has for its object the provision of means whereby the reporting mechanism will automatically be shut ofi after a reporting operation although the train is still in the block and whereby separate train reporting operations induced by two trains on separate tracks, will be successively performed.
  • Figure l is a diagrammatic View of my improved mechanism.
  • Figure 2 is a detail perspective view of the signal inducing element.
  • Figure 3 is a detail view in side elevation of a circuit breaking element.
  • Figure 4 is a diagrammatic view of a portion of my mechanism illustrating a modification.
  • Figure 5 is a detail diagrammatic view of a modified method of wiring the first control relay in the mechanism.
  • a pair of tracks with insulated rail joints are represented at A and B intended for trains operating in opposite directions; and these tracks are electrically connected into the system; the two rails of track A by means of wires 10 and II; and the rails of track B by means of wires I2 and I3.
  • the wires II), II and I2, I3 represent the circuit control wires for operating the mechanism from tracks depending upon track conditions, as, for example, single or double and whether signal operated, viz.: First, if the railway consists of a double track with east bound trains operating on one track only and west bound trains operating on the other with no automatic block signal operating through the rails, the insulated joints will be installed in the four rails and wires I0, I I and I2, l3 connected to said sections, as shown at a, a and b, b. g
  • the mechanism in the specific embodiment illustrated in Figure 1 involves a number of relays, namely the seven relays indicated at l6, l1 and I8 which are controlled by the train movements along track A; and the relays I9, 20 and 2
  • the mechanism involves a motor 24, preferably a 12 volt direct current reduction gear type, which, when in operation and through the medium of a. worm on its armature, rotates shaft 25 by means of worm gear 26; shaft 25 being operated at a speed of five revolutions per minute, when the motor is set in operation; time being regulated to suit.
  • a motor 24 preferably a 12 volt direct current reduction gear type, which, when in operation and through the medium of a. worm on its armature, rotates shaft 25 by means of worm gear 26; shaft 25 being operated at a speed of five revolutions per minute, when the motor is set in operation; time being regulated to suit.
  • the discs or wheels 21 and 28 are of predetermined diameter and preferably are formed with smooth perimeters, as more clearly shown in Figure 2 (a perspective view of wheel 29), except for a notch 3
  • the wheels 21 and 28 are each provided with cam action surfaces pref erably in the form of segments which are re-' movably secured to the discs or wheels at predetermined points and in prearranged groups.
  • cam elements are shown at 32, 33, 34, 35, 36, 31, 38 and 39, and as they are intended to be arranged on one-half the circumference they are preferably of the sectoral type shown in order that they may be more closely arranged; and these elements are shown removably secured in place by screws; the discs or wheels throughout onehalf the circumference may be provided with closely placed screw receiving holes which will permit a rearrangement and different number of elements when desired.
  • the elements at the perimeter of the wheel have portions which extend transversely of the perimeter of the wheel.
  • the wheels with the cam elements control the buzzes on the dispatcher's line which will indicate direction and location.
  • Discs or wheels 29 and 30, located on the same shaft 25, are each provided with a cam action element 40 and 4
  • all of the armatures are swingingly mounted and are preferably pivoted intermediate of their ends so that when the relays are energized to attract one end of each armature, the other end will force certain of the contacts into contact with others and other contacts out of contact with still others; the contacts being of the well known flat spring type to permit ready flexing and also to cause the contacts to spring back to normal position; while the armatures also automatically swing back to inoperative positions as soon as the respective relays are deenergized.
  • a pair of contacts 53 Located adjacent wheel 29 is a pair of contacts 53, one of which is shown provided with a pin provided with an enlarged end or head as at 54.
  • the head of this pin is intended normally to be disposed adjacent to the perimeter of wheel 29; and as wheel 29 is intended to rotate in clockwise direction as viewed in Figure l, the end of cam ele- 11 ment 4! is shown slightly beveled as is also the head of pin 54, so as to permit the cam 40 to move pin 54 away from the wheel and allow wheel 29 to continue its rotation. It is apparent that when pin 54 is moved to the left in Figure 1, the 1: two contact points of group 53 will be in contact with each other and close the circuit in which these contacts are located.
  • the contacts are, of course, made to automatically break contact and move back to normal as soon as the cam 40 has 2
  • 55 represents a group of three contacts, the intermediate one of which is provided with a pin having an enlarged end or head as shown at 56.
  • the lower end of the contact with the pin or plunger 54 of group 53 is shown grounded to a 2: portion of the frame shown at 58.
  • the intermediate contact spring of group 55 is made to normally move to the right in Figure 1 as shown, but such movement is prevented by the head of plunger or pin 56 being in contact with 3 the perimeter of wheel 21.
  • This wheel at a predetermined point, namely just in advance of the first segment or cam element, is provided with a beveled notch at 51; the pin-head being shown in the notch in Figure l, which allows the points of 3. intermediate contact and the right-hand contact to contact with each other as shown and complete the circuit.
  • the intermediate contact will be in neutral position.
  • a group of contact springs similar to group 55, is shown with the intermediate contact spring, like in the group 55, provided with a 51 plunger or pin 6
  • wheel 30 is a pair of contact springs 6
  • are in contact and that portion of the circuit is closed; the right hand spring of group 6
  • with their correlated contacts and the motor driven control and impulse producing discs or wheelsiill and 28 constitute the reporting mechanism (in conjunction with relay 22, its contact springs, the vibrator mechanism and current supply or battery) when a train on the east bound track B reaches a certain block or preselected point.
  • the operation of the reporting mechanism will be as follows when a train is on track A and the circuit of my mechanism is closed through the car-wheels and axle, viz.:
  • relay I6 is energized and operates causing the three pairs of contacts to close due to the movement of the relay armature.
  • the respective contacts of relay l6 and of all the other relays cannot properly be identified by reference characters and therefore I will speak of them as first, second, etc., reading upwardly or in a direction away from the main portions of the relays.
  • the contacts of relay iii are normally open; while the two upper pairs, namely the third-fourth and fifth-sixth contacts of relay I! are normally closed.
  • the first contact will apply negative battery to the second contact and thence by wire 52 to the upper or sixth contact of relay l1 and as the sixth and fifth contacts of relay I1. are' closed the circuit is carried through wire 63 to relay 22 and through its coil to positive side of battery C by means of wire 64, thereby operating relay 22. With the third-fourth contacts of relay l6 having been closed, a negative battery charge is carried to the coil of relay H by means of wire 55, through this coil to the first contact of relay [1, which is normally open, and by means of wire 66 to the sixth contact of relay l8.
  • the uppermost or seventh contact of relay IB is. connected by wire 61 with the left hand contact of group 53.
  • relay is has operated; relays l1 and I8 are unoperated, while relay 22 has operated; that is to say, the armatures of relays i6 and 22 havelbeen actuated and the respective con-- tact points affected.
  • Relay 22 having operated, the closing of the first and second contacts started motor 24 through wire 12; and as the third-fourth and fifth-sixth contacts are also closed, my improved reporting mechanism is connected to the dispatchers linel4-i5-through the medium of wire 13 from the fourth contact and wire 14 leading from the sixth contact.
  • the motor 24 is set in operation thus causing the discs or wheels 21, 28, 29 and 30 all mounted on the same shaft 25, to turn in the same direction, namely clockwise in Figure 1.
  • the notch '51 in wheel '21 reaches the head or enlarged end of plunger or pin 55, the head of the plunger 56 enters the notch as shown, thus allowing the intermediate contact spring of group 55 to spring into contact with the right hand contact of group 55.
  • the wheels 21 and 28 are provided with the segments or cam action elements, which, as previously described, are of predetermined widths and arranged in predetermined relation so as to provide desired Morse designations. on these wheels 21 and 28 regulate the buzzes produced by vibrator 45 on the dispatchers line and which at the dispatchers ofiice may be repeated by a loud speaker.
  • sender contact with plunger 56 engages the respective segments or cam action elements on wheel 21 causing the intermediate contact to contact with the contact at the left.
  • the circuit through the vibrator as explained above is operative. As the vibrator reed is in motion, the coils of the vibrator naturally are electrically charged and discharged.
  • This induction coil has a very low ohmage primary winding and high ohmage secondary winding which is connected through adjustable resistances 43, contacts 3, 4 and 5, 6 of group 52 through microfarad condensers to dispatcher's circuit by way of lines
  • the vibrator reed of vibrator 45 is adjusted to operate very fast, causing amplified signals through the induction coil to give a tone or audible signal.
  • the spacing of the segments or cam action elements determines the number of times the vibrator operates. :For illustration,"the code set up The segments on wheel 21,the first segment adjacent the end of plunger 56 will cause the vibrator 45 to produce one long buzz, which indicates westward movement of the train. This is followed by a pause as plunger 56 rides between the first segment and the next one; and as the plunger rides over the following segments, they will cause two long and one short buzz to be produced by vibrator 45, thereby indicating the letter G in Morse; then a short pause and three short buzzes indicating the letter S in Morse. The total operation or combined buzzes gives or suggests-westward train passing G --which designates the point the train is passing. After wheel 21 has revolved far enough to have all its segments pass the plunger 56, wheel 29 with segment or cam element 46 will then be in position to engage plunger 54, causing the two contacts of group 53 to close and relay H to operate.
  • relay H has a locking feature similar to that of relay l8, viz.: positive battery on contact 2 of group 41 through contact I and coil of relay
  • 1 remains operated, provided the circuit from the track is closed (that is if the train is still on the block).
  • 1 having operated and locked itself, opens the third-fourth and fifth-sixth contacts on relay H.
  • the opening of the third and fourth contacts at this time opens the circuit to relay l8 and it releases its contact group controlling armature HP; and the breaking of the fifth and sixth contacts of relay
  • relay I9 in connection with a train passing along the east bound track B or track going in a direction opposite to that on track A, establishes a circuit between lines l2 and I3 through the Wheel and axles of the train, relay I9 is energized and its armature l9 actuated causing the three sets of contacts of group 49 to be closed.
  • the first contact, adjacent the relay, will supply negative battery current to the second contact and thence by wire 18 to the topmost or sixth contact of group 56 of relay 20.
  • relay 22 As the fifth and sixth contacts of relay 26 are normally closed, the current is carried to the coil of relay 22 by means of wire 63, thence through the coil to the positive side of the battery, causing relay 22 to close or operate which, of course, induces operation of its armature 22 and hence affects the various contacts of contact group 52.
  • the third and fourth contacts of relay is, also having been closed, a negative battery charge is carried to the coil of relay 20 by means of wire 19, thence through this coil to the first contact of group 50 thence to the sixth contact of relay 2
  • a negative battery charge is carried to the third contact of relay 20 by means of wire 8
  • Relay 22 having been operated, its first and second contacts were thereby closed and motor 24pendingto operation. With the third and fourth and fifth and sixth contacts of relay 22 having also been closedfthe mechanism is thereby connected into the dispatchers line indicated at
  • takes place after the various segments or cam action elements of wheel 28 have actuated plunger and caused a preselected code or number of buzzes to have been transmitted over the dispatchers telephone line indicated at
  • wheel 28 not only differs from wheel 21 in the placing of the segments or cam action elements on the opposite side or half, but wheel 28 is provided with two broad faced segments or cam action elements 32 and 33 adapted to give two long buzzes which indicate east bound direction of train, instead of one long directional buzz as is provided with wheel 21.
  • the wheel and cam action elements is more clearly seen in the detail view Figure 2, where it will be seen that in addition to the directional signals produced by segments 3233, the wheel is provided with two long or wide segments and one narrow or short segment in the first group, as indicated at 34, 35 and 36.
  • Figure 4 I illustrate a modification of what might be termed the sender end or portion of the mechanism, namely a modification of relays l8 and 2
  • relays l8 and 21 instead of relays l8 and 21,
  • relays 84 and 85 are substituted and the armatures 84- and 85 of these two relays are shown carrying a pair of contact springs 86 and 81 normally arranged in open position.
  • One end of the armature 84 has a knurled wheel 88 journaled therein so as to be free to rotate and on one side of the wheel is a coil spring 89, one end whereof is fixedly secured to the axle of the wheel so as to wind thereabout while the other end is fixedly secured to the armature 84.
  • the motor driven shaft 25 is provided with the segment carrying wheels 21 and 28, but instead of wheels 29 and. 38 the shaft 25 is shown provided with knurled wheels 98, 98 which are adapted to rotate knurled wheels 88 when either one of the latter is brought into contact or mesh with its adjacent knurled wheel 98. This is accomplished through actuation of the armature, which carries the wheel 88, effected when the relays 84 and 85 are energized through operation of the preceding portion of the circuit of the mechanism in the manner-heretofore described in connection with Figure 1.
  • relay l6 and relay 22 With a train west bound on track A, the operation of relay l6 and relay 22 is as has been described in connection with Figure 1.
  • a negative charge is carried to the coil of relay l1 and its contact.
  • the charge from the first contact of relay I! is carried by wire 88 to the right hand contact carried by the armature 84*.
  • Negative battery charge is also brought from the fourth contact of relay I1 and is carried by wire 59 to the coil of relay 84 and thence through the coil to the third contact (reading upwardly) of relay 8! and back through the second contact of this relay to the contact 9
  • knurled wheel 88 into mesh with knurled wheel 90 so that the knurled wheel 88 will be rotated in a counterclockwise direction.
  • a pair of fingers 93 and 94 Secured to the spindle or axle of the knurled wheel 88 are a pair of fingers 93 and 94 which are preferably adiustably secured to the axle so as to rotate with the knurled wheel 88.
  • Finger 93 is so positioned relative to the relation between knurled wheels 88 and 98, that finger 93 will be brought into engagement with the contact springs carried by the armature 84 after the last segment or cam action element on wheel 21 has passed the point of spring contact member 92.
  • Finger 93 of knurled wheel 88 having contacted with the right hand'contact spring on armature 84" causes the two contact springs on the armature to close, thereby causing the coil of relay ll to be energized which in turn actuates its armature and affects the various contact springs associated with said relay which in turn disrupts the circuit to the 5 motor 24 and hence stops operation of the impulse producing means, namely operation of wheel 21 with its associated impulse producing surfaces.
  • Figure 5 I illustrate, diagrammatically, another method of wiring the first control or relay H5 in the one instance and relay I9, in the other instance.
  • the time interval may be too short for proper operation of the mechanism on a. short block or track circuit and therefore, in order to ensure the circuit of my mechanism to respond and to remain in operative condition until a complete signal has been given certain arrangements of wiring and of relay H5 (or iii) have been provided.
  • wire ll carries positive battery to one side of the track or signal relay contact (just as shown in Figure 1).
  • a train entering on the block closes a circuit and the positive battery current is established in wire l8, then to first contact of relay l8 (reading upwardly from relay) via wire 95 through coil of relay I8 to negative battery via wires 95 and 95
  • the outlet end of the relay coil is connected with the third and fifth contacts by means of wire as to furnish T negative battery for operation of relay l1 and operation of relay l8.
  • the directional and station or location signals or signal producing impulses will be completely given as soon as the initial control relay when wired as shown, either 16 or been afiected by a train reaching a prearranged point.
  • the construction disclosed in Figure 5 provides means whereby the mechanism will be operated and a complete signal obtained regardless of the length of the track section and regardless of the train length and of the speed at which the train is traveling; relay IS in reality becoming a stick relay whereby the mechanism is maintained in closed condition until the complete signal is given.
  • Train reporting mechanism comprising, in combination with a pair of track rails, the telephonic portion of a dispatchers circuit, an electric motor and a source of electrical energy.
  • a plurality of relays each having a plurality of contacts adapted to be controlled through movement of the armatures of the relays, one of said relays being energized and closed by a train on said track rails whereby current through a pair of normally closed contactsof a second relay is supplied and a third relay energized whereby the motor is placed in operation and the telephonic portion of the dispatchers circuit established in inductive relationship with electric signal providing means
  • the closing of the first relay also causes a current charge through certain of its contacts, through a second set of normally closed contacts of the second relay and to the coil of a fourth relay and also supplies current charge from certain other contacts of the first relay to and through the coil of the second relay, to a certain contact of the second relay and also to a certain contact of the fourth relay, said electric signal providing means connected with certain contacts of the fourth relay and with the negative
  • Train reporting mechanism of the character described comprising, in combination with 1 track rails and the telephonic portion of a dispatchers circuit, a source of electrical energy, electric circuits adapted to be established by trains on preselected sections of the rails, electrically operated circuit controlling elements, an electric motor adapted to be automatically controlled by said electric circuits, one portion of said elements being operated by trains on said track rails and adapted to control current flow to the motor and to establish an inductive connection with the telephonic portion of the dis patchers circuit to transmit the indication directly to the dispatchers receiving medium, im-
  • pulse producing means rotated by the motor and provided with a preselected number and grouping 3 of actuating surfaces, sound producing means electrically arranged for inductively transmitting the signals over said telephonic portion of the dispatchers circuit and operative through a second portion of said elements, contact points 5 adapted to be actuated by said actuating surfaces and electrically connected with said second portion of said elements and with the source of electrical energy, and means adapted to permit current fiow'to and through a third portion of 4 said elements to actuate the same to thereby open the circuit to the motor and disconnect the inductive connection with the telephonic portion of the dispatchers circuit after said rotating impulse producing means has rotated a predeter- 4 mined degree independently of the condition of the circuit established by the train.
  • a train reporting mechanism of the character described comprising a source of electrical energy; a plurality of relays, each provided with a plurality of contact points, said relays being operatively arranged in two groups whereby each group may be electrically controlled from a different track; a relay common to both groups, sound producing means common to both groups and adapted to be inductively connected to the telephonic portion of a dispatchers circuit through the energization of the relay common to both groups; an electric motor adapted to be operated when the relay common to both groups is energized; separate impulse producing means for each group operated by said motor and electrically connected with the sound producing means through the control contacts of one of the relays of each group, the impulse producing means of the two groups being adapted to produce code signal impulses with the impulse producing means of both groups arranged to operate at spaced intervals in the operation of the motor when the relays of both groups are functioning; means electrically connected with a relay of each group and controlled through the operation opened, after the impulse producing means of said group has operated.
  • a train reporting mechanism comprising a source of electrical energy; a plurality of relays, each provided with a plurality of contact points, one of said relays being adapted to be electrically connected in a track circuit; signal producing means adapted to be inductively connected to the telephonic portion of a dispatchers circuit through the energization of a second relay; an electric motor adapted to operate when said second relay is energized; impulse producing means operated by said motor and electrically connected with the signal producing means through the control contacts of a third relay; and means a fourth relay and controlled through the operation of the motor whereby said fourth relay is energized and the open its normally closed circuit to the motor and to the signal producing means is opened after the impulse producing means has operated regardless of the energized or deenergized condition of said first relay.
  • Signal operating mechanism comprising a source of electrical energy; a plurality of relays, each provided with a plurality of contact points, one'of said relays constituting the starter relay; signal producing means adapted to be operatively connected to a communication circuit through 10 the energization of a second relay which is adapted to be energized by said starter relay; a motor adapted to operate when said second relay is energized; impulse producing means operated by said motor and electrically connected with the signal producing means through the control contacts of a third relay which is adapted to be energized through operation of the motor; and means electrically connected with a fourth relay and controlled through the operation of the motor whereby said fourth relay is energized causing said second and third relays to be deenergized and the circuit to the motor and to the signal producing means thereby opened after the impulse producing means has operated regardless of the energized or deenergized condition of said starter relay.
  • Signal operating mechanism comprising a source of electrical energy; a plurality of relays each provided with a plurality of contact points, said relays being operatively arranged in separate groups; one relay of each group constituting the starter relay; a relay common to all groups; signal producing means common to all groups and adapted to be operatively connected to a com- 3 munication circuit through the energization of the relay common to said groups and which is adapted to be energized by the starter relay of a group; a motor adapted to operate when the relay common to all groups is energized; separate impulse producing means for each group operated by said motor and electrically connected with the signal producing means through the control contacts of a second relay in the same group which is adapted to be energized through operation of the motor, the impulse producing means of the diiferent groups being arranged to operate at spaced intervals in a continuous operation of the motor when the relays of the respective groups are functioning; and means electrically connected with a third relay of the respective group and controlled through the operation of the motor whereby said
  • Signal operating mechanism comprising a 59 source of electrical energy; a plurality of relays arranged in operative groups and each provided with a plurality of contact points, one relay of each group constituting the starter relay; signal producing means common to all groups adapted G5 to be operatively connected to a communication circuit through the energization of a relay common to all groups which is arranged to be energized by the starter relay of a group; a motor common to all groups adapted to operate when said common relay is energized; impulse producing means operated by said motor and electrically connected with the signal producing means through the control contacts of a second relay of the same group which is adapted to be energized through operation of the motor, said impulse producing means comprising a rotatable portion provided with preselected groups of actuating surfaces spaced to operate at different moments in a cycle of rotation; and means electrically connected with a third relay of the respective groups, controlled through operation of the motor and operative at the conclusion of opera-' tion of each group of actuating surfaces whereby the third relay of

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Description

Nov. 5, 1935. M. A. JOHNSON TRAIN REPORTING MECHANI SM Filed July 26, 1953 ZSheets-Sheet 1 Nov. 5, 1935. M A. JOHNSON TRAIN REPORTING MECHANISM Filed July 26, 1953 2 Sheets-Sheet 2 Patented Nov. 5, 19 35 UNITED STATES PATENT OFFICE 8 Claims.
My invention relates to mechanism which will automatically operate when a {rain reaches preselected points or stations along the right-ofway and will provide a predetermined sign'al,- both as to direction and location,--in the train dispatchers oflice at a point remote from the location of the train, under normal train operation where trains are generally run in one direction on a given track.
My invention is to be used on railroads where east and west bound or north and south bound tracks are used and equipped with automatic block signals and where the operating rules refor to them as such. With this in view, it is all that I claim by the expression directional.
On most double track railroads where direction of travel is reversely to normal, the automatic signals and operating rules are against the train movement, but this is accounted for and regulated by the train dispatcher who would likewise associate the opposite signal from my device if and when such train movement is warranted.
The invention involves mechanical and electrical means whereby the train dispatcher, or party interested in the location and movement of trains, will be informed, by means of an established electrical communicating line, of the direction of movement and the location of the train.
Primarily, the mechanism is intended to automatically report the passing and direction of trains at points along the right-of-way and intermediate 01' stations where station agents are located who are therefore capable of notifying the train dispatcher.
The invention more specifically stated involves the shunting of a relay in a track signal circuit by means of the car wheels, which action in turn closes a contact of a second circuit which involves a motor and other signal producing elements and connects it to the dispatchers telephone circuit, the mechanism being adapted to provide buzz signalspreferably in Morse codewhich will indicate the direction in which the train is going and the station or point the train is passing; each station or point having a previously assigned signal.
The invention also has for its object the provision of means whereby the reporting mechanism will automatically be shut ofi after a reporting operation although the train is still in the block and whereby separate train reporting operations induced by two trains on separate tracks, will be successively performed.
The objects and advantages of my invention and the structural characteristics will be readily comprehended from the following detailed description of the drawings, wherein:
Figure l is a diagrammatic View of my improved mechanism.
Figure 2 is a detail perspective view of the signal inducing element.
Figure 3 is a detail view in side elevation of a circuit breaking element.
Figure 4 is a diagrammatic view of a portion of my mechanism illustrating a modification.
Figure 5 is a detail diagrammatic view of a modified method of wiring the first control relay in the mechanism.
In Figure 1, a pair of tracks with insulated rail joints are represented at A and B intended for trains operating in opposite directions; and these tracks are electrically connected into the system; the two rails of track A by means of wires 10 and II; and the rails of track B by means of wires I2 and I3.
In the particular embodiment of my invention it will be noted that there are three pairs of wires to be connected to outside sources or outside of the device itself; namely the two pairs connected to the rails A and B and a third pair indicated at I4 and I5 which are intended to connect into the train dispatchers telephone circuit. The wires II), II and I2, I3 represent the circuit control wires for operating the mechanism from tracks depending upon track conditions, as, for example, single or double and whether signal operated, viz.: First, if the railway consists of a double track with east bound trains operating on one track only and west bound trains operating on the other with no automatic block signal operating through the rails, the insulated joints will be installed in the four rails and wires I0, I I and I2, l3 connected to said sections, as shown at a, a and b, b. g
The mechanism in the specific embodiment illustrated in Figure 1, involves a number of relays, namely the seven relays indicated at l6, l1 and I8 which are controlled by the train movements along track A; and the relays I9, 20 and 2| 65 which are controlled by movement of trains along track B; while the relay 22 is a line and motor control relay that operates from either or both track relay circuits which are shown connected by wire 23 with a source of electrical energy or battery indicated at C.
The mechanism involves a motor 24, preferably a 12 volt direct current reduction gear type, which, when in operation and through the medium of a. worm on its armature, rotates shaft 25 by means of worm gear 26; shaft 25 being operated at a speed of five revolutions per minute, when the motor is set in operation; time being regulated to suit.
Fixedly secured to shaft 25 are combination wheels or discs 21, 28, 29 and 30 which constitute signal impulse providing means and circuit inter.- rupting means.
The discs or wheels 21 and 28 are of predetermined diameter and preferably are formed with smooth perimeters, as more clearly shown in Figure 2 (a perspective view of wheel 29), except for a notch 3| cut in a prearranged manner and at a predetermined point relative to the direction of rotation of the wheel. The wheels 21 and 28 are each provided with cam action surfaces pref erably in the form of segments which are re-' movably secured to the discs or wheels at predetermined points and in prearranged groups. The cam elements are shown at 32, 33, 34, 35, 36, 31, 38 and 39, and as they are intended to be arranged on one-half the circumference they are preferably of the sectoral type shown in order that they may be more closely arranged; and these elements are shown removably secured in place by screws; the discs or wheels throughout onehalf the circumference may be provided with closely placed screw receiving holes which will permit a rearrangement and different number of elements when desired.
The elements at the perimeter of the wheel have portions which extend transversely of the perimeter of the wheel. The wheels with the cam elements control the buzzes on the dispatcher's line which will indicate direction and location.
Discs or wheels 29 and 30, located on the same shaft 25, are each provided with a cam action element 40 and 4|, preferably also removably seduction coil 44; a vibrator indicated at 45 and the various contact points associated with the relays heretofore mentioned and controlled by the movements" of the pivoted armatures of these relays; together with contact points controlled by the contour of the perimeters of wheels 21, 28, 29 and That is to say, the armature |6 of relay l6 controls the group of contact points 46; armature l1 of relay l1 controls the group of contacts 41; armature l8 of relay I9 controls the group of contacts 48 armature I9 of relay l9 controls group of contacts 49; armature 2|] of relay 2 controls the group of contacts 50; armature 2|='= of relay 2| controls the group of contacts 5|; and armature 22 of relay 22 controls the group of contact points 52.
It is understood that all of the armatures are swingingly mounted and are preferably pivoted intermediate of their ends so that when the relays are energized to attract one end of each armature, the other end will force certain of the contacts into contact with others and other contacts out of contact with still others; the contacts being of the well known flat spring type to permit ready flexing and also to cause the contacts to spring back to normal position; while the armatures also automatically swing back to inoperative positions as soon as the respective relays are deenergized.
Located adjacent wheel 29 is a pair of contacts 53, one of which is shown provided with a pin provided with an enlarged end or head as at 54. The head of this pin is intended normally to be disposed adjacent to the perimeter of wheel 29; and as wheel 29 is intended to rotate in clockwise direction as viewed in Figure l, the end of cam ele- 11 ment 4!) is shown slightly beveled as is also the head of pin 54, so as to permit the cam 40 to move pin 54 away from the wheel and allow wheel 29 to continue its rotation. It is apparent that when pin 54 is moved to the left in Figure 1, the 1: two contact points of group 53 will be in contact with each other and close the circuit in which these contacts are located. The contacts are, of course, made to automatically break contact and move back to normal as soon as the cam 40 has 2| passed. 55 represents a group of three contacts, the intermediate one of which is provided with a pin having an enlarged end or head as shown at 56. The lower end of the contact with the pin or plunger 54 of group 53 is shown grounded to a 2: portion of the frame shown at 58.
The intermediate contact spring of group 55 is made to normally move to the right in Figure 1 as shown, but such movement is prevented by the head of plunger or pin 56 being in contact with 3 the perimeter of wheel 21. This wheel, at a predetermined point, namely just in advance of the first segment or cam element, is provided with a beveled notch at 51; the pin-head being shown in the notch in Figure l, which allows the points of 3. intermediate contact and the right-hand contact to contact with each other as shown and complete the circuit. When the head of pin 56 rides on the smooth perimeter of Wheel 21, the intermediate contact will be in neutral position. On 4 the other hand, when wheel 21 begins rotation, the segments or cam elements will successively be brought into contact with the pin-head and thereby force the intermediate contact spring to move to the left where its contact-point will con- 4; tact with the contact-point of the contact spring at the left end of the group and thereby close another electrical circuit; it being understood that this contact or circuit is successively broken as the pin-head rides into the spacing between the 5: respective cam elements or obtrusions on the perimeter of the wheel 21.
At 59 a group of contact springs, similar to group 55, is shown with the intermediate contact spring, like in the group 55, provided with a 51 plunger or pin 6|], which is shown riding on the perimeter of the wheel or disc 28 and therefore the intermediate contact spring is out of contact with the right hand contact spring.
Controlled by the cam element 4| on disc or 6| wheel 30 is a pair of contact springs 6|, similar to 53, with the right hand spring provided with a plunger or pin 6 I which is still in engagement with cam action element 4|. As a result the contacts of this pair 6| are in contact and that portion of the circuit is closed; the right hand spring of group 6|, like that of group 53, being grounded to a part of the housing frame 58.
In the exemplification there are three pairs of -wires to be connected to outside sources; one pair, 7|
l4 and I5, connects to the dispatchers telephone circuit, while the other two pairs |0|| and |2|3 connect to the back contacts of east and west, or north and south, track relays at any semaphore or direct to a track circuit, depending 7| on the location desired. For purposes of description, we will assume that A represents the west bound track and therefore the portion of the circuit involving relays I6, I! and It with their correlated contacts and wiring and the motor driven control and impulse producing discs or wheels 29 and 21 in reality constitute that part of the reporting mechanism which becomes active or into play-(together with relay 22, its contact springs, the vibrator mechanism and current supply or battery) when a train reaches a certain block or preselected point on west track A. On the other hand, the relays i9, 20 and 2| with their correlated contacts and the motor driven control and impulse producing discs or wheelsiill and 28 constitute the reporting mechanism (in conjunction with relay 22, its contact springs, the vibrator mechanism and current supply or battery) when a train on the east bound track B reaches a certain block or preselected point.
In the particular embodiment as illustrated in Figure l, the operation of the reporting mechanism will be as follows when a train is on track A and the circuit of my mechanism is closed through the car-wheels and axle, viz.:
The circuit being closed by a car on track A, relay I6 is energized and operates causing the three pairs of contacts to close due to the movement of the relay armature. In view of lack of space on the drawings the respective contacts of relay l6 and of all the other relays cannot properly be identified by reference characters and therefore I will speak of them as first, second, etc., reading upwardly or in a direction away from the main portions of the relays. The contacts of relay iii are normally open; while the two upper pairs, namely the third-fourth and fifth-sixth contacts of relay I! are normally closed.
The first contact will apply negative battery to the second contact and thence by wire 52 to the upper or sixth contact of relay l1 and as the sixth and fifth contacts of relay I1. are' closed the circuit is carried through wire 63 to relay 22 and through its coil to positive side of battery C by means of wire 64, thereby operating relay 22. With the third-fourth contacts of relay l6 having been closed, a negative battery charge is carried to the coil of relay H by means of wire 55, through this coil to the first contact of relay [1, which is normally open, and by means of wire 66 to the sixth contact of relay l8. The uppermost or seventh contact of relay IB is. connected by wire 61 with the left hand contact of group 53.
The fifth and sixth contacts of relay l6 having been closed as previously described, negative battery charge is carried to the third contact of relay l1 by means of wire 68, thence through the fourth contact of relay I! to the coil of relay l8 by means of wire 69, thence through the coil of relay l8 by wire 10 to the third contact of relay l8 and back through the second contact of this relay l8, by means of wire I l to the right hand contact of group 55 and which may be termed the sender means.
At this point, relay is has operated; relays l1 and I8 are unoperated, while relay 22 has operated; that is to say, the armatures of relays i6 and 22 havelbeen actuated and the respective con-- tact points affected.
Relay 22 having operated, the closing of the first and second contacts started motor 24 through wire 12; and as the third-fourth and fifth-sixth contacts are also closed, my improved reporting mechanism is connected to the dispatchers linel4-i5-through the medium of wire 13 from the fourth contact and wire 14 leading from the sixth contact.
As before described, the motor 24 is set in operation thus causing the discs or wheels 21, 28, 29 and 30 all mounted on the same shaft 25, to turn in the same direction, namely clockwise in Figure 1. When the notch '51 in wheel '21, reaches the head or enlarged end of plunger or pin 55, the head of the plunger 56 enters the notch as shown, thus allowing the intermediate contact spring of group 55 to spring into contact with the right hand contact of group 55.
It will be recalled that the right hand contact of group '55 is completing a circuit through the coil of relay l8 because relay i6 is operated by virtue of a train being on the block. The intermediate contact of group 55 being connected to positive battery; relay l8 operates when plunger 56 falls into notch 51 as wheel 21 revolves. Impression might be left that relay It! operates and releases due to plimger 56-1eaving notch 51 as wheel 21 revolves, but this is not true for the reason that contact I of group 48 has positive battery connection and as soon as the armature Iii causes contact I to engage contact 2 relay I8 is locked and contact 2 is open. This locked position of relay l8 closes the fourth and fifth contacts to complete the circuit through wire 15 from the left hand contact of group 55 of what is called the sender" to the vibrator'indicated at 45,
The wheels 21 and 28 are provided with the segments or cam action elements, which, as previously described, are of predetermined widths and arranged in predetermined relation so as to provide desired Morse designations. on these wheels 21 and 28 regulate the buzzes produced by vibrator 45 on the dispatchers line and which at the dispatchers ofiice may be repeated by a loud speaker.
As wheel 2'! continues to revolve, sender contact with plunger 56 engages the respective segments or cam action elements on wheel 21 causing the intermediate contact to contact with the contact at the left. As the intermediate contact of group 55 is connected to the positive side of the battery C, the circuit through the vibrator as explained above is operative. As the vibrator reed is in motion, the coils of the vibrator naturally are electrically charged and discharged. The
kick or magnetic flux is distorted to such a degree that the charge and discharge is absorbed by the condensers 11 and primary winding of the induction coil 44. This induction coil has a very low ohmage primary winding and high ohmage secondary winding which is connected through adjustable resistances 43, contacts 3, 4 and 5, 6 of group 52 through microfarad condensers to dispatcher's circuit by way of lines |4l5. The vibrator reed of vibrator 45 is adjusted to operate very fast, causing amplified signals through the induction coil to give a tone or audible signal.
The spacing of the segments or cam action elements determines the number of times the vibrator operates. :For illustration,"the code set up The segments on wheel 21,the first segment adjacent the end of plunger 56 will cause the vibrator 45 to produce one long buzz, which indicates westward movement of the train. This is followed by a pause as plunger 56 rides between the first segment and the next one; and as the plunger rides over the following segments, they will cause two long and one short buzz to be produced by vibrator 45, thereby indicating the letter G in Morse; then a short pause and three short buzzes indicating the letter S in Morse. The total operation or combined buzzes gives or suggests-westward train passing G --which designates the point the train is passing. After wheel 21 has revolved far enough to have all its segments pass the plunger 56, wheel 29 with segment or cam element 46 will then be in position to engage plunger 54, causing the two contacts of group 53 to close and relay H to operate.
It will be recalled that during the first operation of relay I6, a negative battery current was provided in the first contact of group 41 of relay l1, also in the sixth contact of group 48 of relay l8. Relay |8 now having been operated, the circuit from the sixth contact through contact 1, via wire 61, is extended to the left hand contact of group 53. After wheel 21 has revolved far enough to have all its segments pass the plunger wheel 29 with segment or cam element 40 will then be in position to engage plunger 54, causing the two contacts of group 53 to close and relay H to operate. Wheel 29 revolving allows cam element 40 to engage with plunger 54 only for an instant, therefore relay H has a locking feature similar to that of relay l8, viz.: positive battery on contact 2 of group 41 through contact I and coil of relay |1 via wire 65 to contact 4 of group 46 and relay |6 having been closed contact 4 of relay l6 engages with contact 3 which is connected to the negative side of battery C. This relay |1 remains operated, provided the circuit from the track is closed (that is if the train is still on the block).
Relay |1 having operated and locked itself, opens the third-fourth and fifth-sixth contacts on relay H. The opening of the third and fourth contacts at this time opens the circuit to relay l8 and it releases its contact group controlling armature HP; and the breaking of the fifth and sixth contacts of relay |1 opens the circuit to relay 22, causing motor 24 to stop; while breaking contact between the third and fourth and between the fifth and sixth contacts of relay 22, disconnects the reporter mechanism from the dispatchers line |4| 5.
It will be understood that the operation of the mechanism, in connection with a train passing along the east bound track B or track going in a direction opposite to that on track A, establishes a circuit between lines l2 and I3 through the Wheel and axles of the train, relay I9 is energized and its armature l9 actuated causing the three sets of contacts of group 49 to be closed. The first contact, adjacent the relay, will supply negative battery current to the second contact and thence by wire 18 to the topmost or sixth contact of group 56 of relay 20. As the fifth and sixth contacts of relay 26 are normally closed, the current is carried to the coil of relay 22 by means of wire 63, thence through the coil to the positive side of the battery, causing relay 22 to close or operate which, of course, induces operation of its armature 22 and hence affects the various contacts of contact group 52.
The third and fourth contacts of relay is, also having been closed, a negative battery charge is carried to the coil of relay 20 by means of wire 19, thence through this coil to the first contact of group 50 thence to the sixth contact of relay 2| by means'of wire 80. With the fifth and sixth contacts of relay I9 closed, a negative battery charge is carried to the third contact of relay 20 by means of wire 8|, thence through the fourth contact of group 50 to the coil of relay 2| by means of wire 82; thence through the coil of relay 2| to the third contact of said relay, namely group 5|, back through the second contact of relay, 2|, by means of wire 83 to the right hand contact element of group 50 known as the sender group. Relay 22 having been operated, its first and second contacts were thereby closed and motor 24 putinto operation. With the third and fourth and fifth and sixth contacts of relay 22 having also been closedfthe mechanism is thereby connected into the dispatchers line indicated at |4| 5. The motor 24, as previously described, operates the shaft 25 containing wheel 28 and wheel 36. Wheel 28 corresponds to wheel 21 heretofore described in connection with a west bound train operation, except that it will be noted that the segments or cam action elements on wheel 28 are located on a different portion or half of the wheel from that on which similar elements on wheel 21 are located.
When the notch in the perimeter of wheel 26 reaches the end of plunger 60, the latter will drop into the notch, because the intermediate spring contact of group 59, like of group 55, is normally made to shift to the right, but is prevented from doing so by the normal perimeter of wheel 28. The end of the plunger dropping into the notch 3| of wheel 28 permits the intermediate and right hand contact springs to contact, thereby closing the circuit to relay 2|. The right hand contact spring of group 6| is grounded to the frame or positive side of the battery by means of wire 83; and this contact spring is provided with plunger 62 which is adapted to be engaged by cam member 4| on wheel 30 which rotates in the same direction as wheel 28. The engagement of cam 4| with plunger 6| it will be understood, takes place after the various segments or cam action elements of wheel 28 have actuated plunger and caused a preselected code or number of buzzes to have been transmitted over the dispatchers telephone line indicated at |4-|5. It will be noted that wheel 28 not only differs from wheel 21 in the placing of the segments or cam action elements on the opposite side or half, but wheel 28 is provided with two broad faced segments or cam action elements 32 and 33 adapted to give two long buzzes which indicate east bound direction of train, instead of one long directional buzz as is provided with wheel 21. The construction of the wheel and cam action elements is more clearly seen in the detail view Figure 2, where it will be seen that in addition to the directional signals produced by segments 3233, the wheel is provided with two long or wide segments and one narrow or short segment in the first group, as indicated at 34, 35 and 36.
These segments will provide two long buzzes and oneshort buzz indicating the letter G" in CAD Morse code and then followed by a pause which i is succeeded by three narrow or short segments 31, 38, 39 which will give three short buzzes indicating the letter S in Morse; the total operation of wheel 28 transmitting a message in buzz form readingeastward train passing GS- designating the point the train is passing.
It will be understood that the circuit in connection with track B through the respective contacts and relays is similar to that heretofore described in connection with the circuit controlled by track rails A and that further detailed description thereof need not be entered into.
In Figure 4 I illustrate a modification of what might be termed the sender end or portion of the mechanism, namely a modification of relays l8 and 2| and their armatures and contact elements shown in Figure l, and a modification of the contact groups 53 and 8|, and the controlling wheels 29 and 30. Instead of relays l8 and 21,
relays 84 and 85 are substituted and the armatures 84- and 85 of these two relays are shown carrying a pair of contact springs 86 and 81 normally arranged in open position. One end of the armature 84 has a knurled wheel 88 journaled therein so as to be free to rotate and on one side of the wheel is a coil spring 89, one end whereof is fixedly secured to the axle of the wheel so as to wind thereabout while the other end is fixedly secured to the armature 84.
The motor driven shaft 25 is provided with the segment carrying wheels 21 and 28, but instead of wheels 29 and. 38 the shaft 25 is shown provided with knurled wheels 98, 98 which are adapted to rotate knurled wheels 88 when either one of the latter is brought into contact or mesh with its adjacent knurled wheel 98. This is accomplished through actuation of the armature, which carries the wheel 88, effected when the relays 84 and 85 are energized through operation of the preceding portion of the circuit of the mechanism in the manner-heretofore described in connection with Figure 1.
With a train west bound on track A, the operation of relay l6 and relay 22 is as has been described in connection with Figure 1. Upon the closing of the contacts of relay l8, namely the third and fourth contacts, a negative charge is carried to the coil of relay l1 and its contact. The charge from the first contact of relay I! is carried by wire 88 to the right hand contact carried by the armature 84*. Negative battery charge is also brought from the fourth contact of relay I1 and is carried by wire 59 to the coil of relay 84 and thence through the coil to the third contact (reading upwardly) of relay 8! and back through the second contact of this relay to the contact 9| of what may be termed the "sender".
with the wheel 21 rotating in clockwise direc tion, when the notch 51 reaches the tip of contact spring 92, the latter, by reason of its construction, will drop into the notch and thus cause contact spring 92 to contact with spring 9| and thereby close the circuit of the coil of relay 84 which causes the armature 84 to swing to the right in Figure 4.
This brings knurled wheel 88 into mesh with knurled wheel 90 so that the knurled wheel 88 will be rotated in a counterclockwise direction. Secured to the spindle or axle of the knurled wheel 88 are a pair of fingers 93 and 94 which are preferably adiustably secured to the axle so as to rotate with the knurled wheel 88. Finger 93 is so positioned relative to the relation between knurled wheels 88 and 98, that finger 93 will be brought into engagement with the contact springs carried by the armature 84 after the last segment or cam action element on wheel 21 has passed the point of spring contact member 92. Finger 93 of knurled wheel 88 having contacted with the right hand'contact spring on armature 84" causes the two contact springs on the armature to close, thereby causing the coil of relay ll to be energized which in turn actuates its armature and affects the various contact springs associated with said relay which in turn disrupts the circuit to the 5 motor 24 and hence stops operation of the impulse producing means, namely operation of wheel 21 with its associated impulse producing surfaces. As soon as the two contact springs carried by armature 88 have been brought into contact with 10 each other, the circuit through relay 84 is dis- 1 rupted, causing armature 84 to swing back to normal position as shown in the drawings thereby moving knurled wheel 88 out of engagement with knurled wheel 98,v at which time spring 89 comes into play and rotates knurled wheel 88 back to normal position which is determined by finger 24 coming into contact with one of the contacts 86 carried by the armature 84 and which contact may be of, a stiff type so as to act as a stop for finger 94,.
This prevents too far reverse rotation of knurled wheel 88.
It will be understood that the operation of the mechanism at the bottom of Figure 4 in connection with an oppositely moving train is the same as, that just, described, except that the impulses are produced by wheel 28 which, in this instance, is shown provided with two directional impulse producing segments or cam action surfaces, namely the segments at the right hand side of wheel 28; the disruption of the motor circuit in this instance being effected through finger 93 being brought into contact with one of the contact springs 81" which effects the same condition as recited in connection with contact springs 86.
It will be understood that when the contact springs carried by armatures 84 or 85' are closed, the circuit to motor 24 is not only interrupted but at the same time connection with the dispatchers line is also interrupted and hence the dispatcher is not annoyed with unnecessary repetition of the signal impulses.
In Figure 5 I illustrate, diagrammatically, another method of wiring the first control or relay H5 in the one instance and relay I9, in the other instance. It will be noted that the time interval may be too short for proper operation of the mechanism on a. short block or track circuit and therefore, in order to ensure the circuit of my mechanism to respond and to remain in operative condition until a complete signal has been given certain arrangements of wiring and of relay H5 (or iii) have been provided.
In this event, wire ll carries positive battery to one side of the track or signal relay contact (just as shown in Figure 1). A train entering on the block closes a circuit and the positive battery current is established in wire l8, then to first contact of relay l8 (reading upwardly from relay) via wire 95 through coil of relay I8 to negative battery via wires 95 and 95 This operates relay l6 and it will remain so operated irrespective of the condition of the contacts originating its operation because negative current from wire 95 through coil of relay l6 wire 95 to contact I of relay IE will now pass through contact 2 (contact I engaged contact 2 when relay is closed) via wire 62 tocontacts 8 and 5 on relay ll via wires 83 and 63 to and through coil of relay 22 to 7 positive battery via wire 64, thus holding thev device in full operative condition until released by the closing of contacts in group 53. The outlet end of the relay coil is connected with the third and fifth contacts by means of wire as to furnish T negative battery for operation of relay l1 and operation of relay l8.
It will be noted that lead from the outlet/end of the relay coil viz. 96, from the fourth contact point namely 65, as well as the leads from the second contact point, namely 62 and the leads of the sixth contact point namely 68, are as shown in Figure 1, thus enabling the arrangement shown in Figure 5 to take the place of control relays l6 and I9 when desired, without necessitating any further changes in the mechanism as previously described. With the arrangement shown in Figure 5, operation of the mechanism is ensured the moment a train reaches the block or preselected point in the track, even though the train should reverse its direction without having completely gone through a block. With the arrangement shown in Figure 5, the directional and station or location signals or signal producing impulses will be completely given as soon as the initial control relay when wired as shown, either 16 or been afiected by a train reaching a prearranged point. The construction disclosed in Figure 5 provides means whereby the mechanism will be operated and a complete signal obtained regardless of the length of the track section and regardless of the train length and of the speed at which the train is traveling; relay IS in reality becoming a stick relay whereby the mechanism is maintained in closed condition until the complete signal is given.
In order to prevent sparking at the contact points of the vibrator, I show the mechanism provided with the combination of a resistance at 91 and a condenser at 98.
For purposes of exempliflcation, I have illustrated my invention in connection with a pair of tracks, but it will be understood that the mechanism may be employed with a single track and adapted for separate operation by trains moving at different times in opposite directions; and while the drawings and specification are believed to present the best embodiments of the invention, certain modifications are possible and may be made without, however, departing from the spirit of my invention.
What I claim is:
1. Train reporting mechanism comprising, in combination with a pair of track rails, the telephonic portion of a dispatchers circuit, an electric motor and a source of electrical energy. a plurality of relays, each having a plurality of contacts adapted to be controlled through movement of the armatures of the relays, one of said relays being energized and closed by a train on said track rails whereby current through a pair of normally closed contactsof a second relay is supplied and a third relay energized whereby the motor is placed in operation and the telephonic portion of the dispatchers circuit established in inductive relationship with electric signal providing means, the closing of the first relay also causes a current charge through certain of its contacts, through a second set of normally closed contacts of the second relay and to the coil of a fourth relay and also supplies current charge from certain other contacts of the first relay to and through the coil of the second relay, to a certain contact of the second relay and also to a certain contact of the fourth relay, said electric signal providing means connected with certain contacts of the fourth relay and with the negative side of the source of electrical energy, members rotated by the motor and provided with prearranged surcuits of the third and the fourth relays are faces, circuit controlling elements electrically connected with certain contacts of the fourth relay and with the positive side of the source of electrical energy and adapted to be controlled by said members whereby said fourth relay is closed and said signal providing means actuated in prearranged manner, and means actuated by the motor whereby the circuit of the second relay is closed and said relay operated whereby the ciropened and operation of the motor discontinued and the inductive connection with the telephonic portion of the dispatchers circuit disconnected.
2. Train reporting mechanism of the character described comprising, in combination with 1 track rails and the telephonic portion of a dispatchers circuit, a source of electrical energy, electric circuits adapted to be established by trains on preselected sections of the rails, electrically operated circuit controlling elements, an electric motor adapted to be automatically controlled by said electric circuits, one portion of said elements being operated by trains on said track rails and adapted to control current flow to the motor and to establish an inductive connection with the telephonic portion of the dis patchers circuit to transmit the indication directly to the dispatchers receiving medium, im-
pulse producing means rotated by the motor and provided with a preselected number and grouping 3 of actuating surfaces, sound producing means electrically arranged for inductively transmitting the signals over said telephonic portion of the dispatchers circuit and operative through a second portion of said elements, contact points 5 adapted to be actuated by said actuating surfaces and electrically connected with said second portion of said elements and with the source of electrical energy, and means adapted to permit current fiow'to and through a third portion of 4 said elements to actuate the same to thereby open the circuit to the motor and disconnect the inductive connection with the telephonic portion of the dispatchers circuit after said rotating impulse producing means has rotated a predeter- 4 mined degree independently of the condition of the circuit established by the train.
3. In train reporting mechanism of the character described, the combination of track rails r and the telephonic portion of a dispatchers circuit; an electric motor; a source of electrical energy; an electric circuit adapted to be established by trains on preselected sections of the track rails; a plurality of relays grouped so that certain of the relays are adapted to be electrically controlled from the rails of one track while others are grouped and adapted to be electrically controlled from the rails of the other track; said relays each having a plurality of contacts adapted to be controlled through movement of the armatures of the relays; one of the relays of each group being energized by a train on its respective track and its contacts closed to supply current to and through a pair of normally closed contacts of a second relay of said group and to energize a relay common to both groups to thereby placesaid motor in operation and automatically establish an inductive connection with the telephonic portion of the dispatchers circuit; the closing of the contacts of the first relay also causes current flow through certain of the contacts of said relay and through a second set of normally closed contacts of the second relay of the respective group, thence to the coil of a 7 electrically connected with third relay of the respective group, and also supplying current through certain other contacts of the first relay of the respective group to and through the coil of the second relay of said group to a certain contact of the second relay and also to a certain contact of the third relay of said group, thereby preparing these relays for operation; sound producing means electrically connected with certain contacts of the third relay of each group and with the source of electrical energy; members arranged in said electric circuit adapted to be actuated by said motor to provide a preselected number of impulses; circuit controlling elements electrically connected with certain contacts of the third relay of each group and with the source of electrical energy and adapted to be actuated by said last mentioned members whereby said third relay of the respective group is closed and said sound producing means actuated in prearranged manner; and means actuated by the motor whereby the circuit through the second relay of the respective group is closed, its armature actuated to close certain of its contacts and to contacts thereby opening the circuit through the common relay and the third relay of the respective group, discontinuing operation of the motor and disconnecting the connection with the telephonic portion of the dispatchers circuit.
4. A train reporting mechanism of the character described comprising a source of electrical energy; a plurality of relays, each provided with a plurality of contact points, said relays being operatively arranged in two groups whereby each group may be electrically controlled from a different track; a relay common to both groups, sound producing means common to both groups and adapted to be inductively connected to the telephonic portion of a dispatchers circuit through the energization of the relay common to both groups; an electric motor adapted to be operated when the relay common to both groups is energized; separate impulse producing means for each group operated by said motor and electrically connected with the sound producing means through the control contacts of one of the relays of each group, the impulse producing means of the two groups being adapted to produce code signal impulses with the impulse producing means of both groups arranged to operate at spaced intervals in the operation of the motor when the relays of both groups are functioning; means electrically connected with a relay of each group and controlled through the operation opened, after the impulse producing means of said group has operated.
5. A train reporting mechanism comprising a source of electrical energy; a plurality of relays, each provided with a plurality of contact points, one of said relays being adapted to be electrically connected in a track circuit; signal producing means adapted to be inductively connected to the telephonic portion of a dispatchers circuit through the energization of a second relay; an electric motor adapted to operate when said second relay is energized; impulse producing means operated by said motor and electrically connected with the signal producing means through the control contacts of a third relay; and means a fourth relay and controlled through the operation of the motor whereby said fourth relay is energized and the open its normally closed circuit to the motor and to the signal producing means is opened after the impulse producing means has operated regardless of the energized or deenergized condition of said first relay.
6. Signal operating mechanism comprising a source of electrical energy; a plurality of relays, each provided with a plurality of contact points, one'of said relays constituting the starter relay; signal producing means adapted to be operatively connected to a communication circuit through 10 the energization of a second relay which is adapted to be energized by said starter relay; a motor adapted to operate when said second relay is energized; impulse producing means operated by said motor and electrically connected with the signal producing means through the control contacts of a third relay which is adapted to be energized through operation of the motor; and means electrically connected with a fourth relay and controlled through the operation of the motor whereby said fourth relay is energized causing said second and third relays to be deenergized and the circuit to the motor and to the signal producing means thereby opened after the impulse producing means has operated regardless of the energized or deenergized condition of said starter relay.
7. Signal operating mechanism comprising a source of electrical energy; a plurality of relays each provided with a plurality of contact points, said relays being operatively arranged in separate groups; one relay of each group constituting the starter relay; a relay common to all groups; signal producing means common to all groups and adapted to be operatively connected to a com- 3 munication circuit through the energization of the relay common to said groups and which is adapted to be energized by the starter relay of a group; a motor adapted to operate when the relay common to all groups is energized; separate impulse producing means for each group operated by said motor and electrically connected with the signal producing means through the control contacts of a second relay in the same group which is adapted to be energized through operation of the motor, the impulse producing means of the diiferent groups being arranged to operate at spaced intervals in a continuous operation of the motor when the relays of the respective groups are functioning; and means electrically connected with a third relay of the respective group and controlled through the operation of the motor whereby said third relay is energized causing the second relay to be deenergized and the circuit to the motor and to the signal producing means of said group to be opened after the impulse producing means of said group has operated regardless of the energized or deenergized condition of the starter relay of said group.
8. Signal operating mechanism comprising a 59 source of electrical energy; a plurality of relays arranged in operative groups and each provided with a plurality of contact points, one relay of each group constituting the starter relay; signal producing means common to all groups adapted G5 to be operatively connected to a communication circuit through the energization of a relay common to all groups which is arranged to be energized by the starter relay of a group; a motor common to all groups adapted to operate when said common relay is energized; impulse producing means operated by said motor and electrically connected with the signal producing means through the control contacts of a second relay of the same group which is adapted to be energized through operation of the motor, said impulse producing means comprising a rotatable portion provided with preselected groups of actuating surfaces spaced to operate at different moments in a cycle of rotation; and means electrically connected with a third relay of the respective groups, controlled through operation of the motor and operative at the conclusion of opera-' tion of each group of actuating surfaces whereby the third relay of the respective group is energized causing the second relay of said group to be deenergized and the circuit through said group to the motor and to the signal producing means to be opened after the impulse producing means of said group has operated regardless of the energized or deenergized condition of the starter relay of said group.
MARTIN A. JOHNSON.
US682251A 1933-07-26 1933-07-26 Train reporting mechanism Expired - Lifetime US2020146A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US682251A US2020146A (en) 1933-07-26 1933-07-26 Train reporting mechanism

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US682251A US2020146A (en) 1933-07-26 1933-07-26 Train reporting mechanism

Publications (1)

Publication Number Publication Date
US2020146A true US2020146A (en) 1935-11-05

Family

ID=24738884

Family Applications (1)

Application Number Title Priority Date Filing Date
US682251A Expired - Lifetime US2020146A (en) 1933-07-26 1933-07-26 Train reporting mechanism

Country Status (1)

Country Link
US (1) US2020146A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2555258A (en) * 1947-10-25 1951-05-29 Acro Mfg Co Switch
US3176125A (en) * 1961-05-29 1965-03-30 Gen Signal Corp Recording system for vehicle traffic

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2555258A (en) * 1947-10-25 1951-05-29 Acro Mfg Co Switch
US3176125A (en) * 1961-05-29 1965-03-30 Gen Signal Corp Recording system for vehicle traffic

Similar Documents

Publication Publication Date Title
US2020146A (en) Train reporting mechanism
US1342635A (en) Railway-traffic-indicating apparatus
US2163520A (en) Railway signal device and train control
US2271305A (en) Traffic signaling system
US189999A (en) Improvement in electro-magnetic railroad-signals
US1434776A (en) Railway signaling system
US2231504A (en) Railway signaling apparatus
GB292169A (en) Improvements in and relating to train dispatching systems
US2073580A (en) Centralized traffic controlling system for railroads
US1593143A (en) Automatic train control
US1604539A (en) Automatic train control
US936405A (en) Wireless railway signal system.
US2088768A (en) Automatic train control
US1182100A (en) Crossing-signal.
US2285880A (en) Signaling apparatus
US920654A (en) Railway signaling system.
US1291473A (en) Auxiliary time-key for selective railway signaling systems.
US2071640A (en) Train describing and recording system
US384811A (en) williams
US1230030A (en) Train signaling and stopping device.
US1742188A (en) Train-control system
US1345176A (en) Railway signaling system
US1942154A (en) Animated track diagram for railway systems
US1294928A (en) Train-despatching system.
US2095861A (en) Time measuring apparatus