US1015778A - Automatic electrical signaling apparatus for railways. - Google Patents

Description

R. P. BROUSSON. AUTOMATIC ELECTRICAL SIGNALING APPARATUS FOR RAILWAYSx APPLICATION FILED A'PB..21,1911.

Patented Jan. 30, 1912 NTUR I W m ATTUHNZEYS 3 SHEETS-SHEET 1.

mm B) 4 wn WM WIT/{E5555 W7? R. P. BROUSSON. AUTOMATIC ELECTRICAL SIGNALING APPARATUS FOR RAILWAYS. APPLICATION FILED APR.21,1911.

1,015,778, Patented Jan. 30, 1912.

3 SHEETS-SHEET 2.

W A 'ATTUH/VEKS' APPLICATION FILED APR.21,1911.

' Patented Jan. 30,1912.

3 SHEETS-$HBET 3.

FIG'E.

INI/E/YTUH A 770/?NEY5 ROBERT PERCY BLOCK SIGNALLING COMPANY, LIMITED OF LONDON, ENGLAND.

.BROIII'SSON', OF LONDON, ENGLAND, ASSIGNOR TO AUTOMATEG ELECTRIC AUTOMATIC ELECTRICAL SIGNALING A PPARATUS FOR H-AELWAYS.

emme.

Specification of Letters Patent.

?aten.ted J an. 3t), 1912.

Application filed April 21, 1911: Serial No. 622,455.

To all whom it may concern:

Be it known that 1, ROBERT PERCY Bnousson, a subject of the King of Great Britain, and resident of 3 Highbury Place, I

England, electrical engineer, have 1nventedcertain new and useful Improvements in Automatic Electrical Signaling Apparatus for Railways, of which the following is a specification. p

This invention relates toau'tomatic elec tric signaling for railways worked on the sectional block system with normally clear signals commanding the entrace to electrically insulated track-sections, wherein the switches for controlling the respective circuits through which current. is conveyed for maintaining the signals in the clear condition are held normally closed, in opposition to gravity or spring pressure, .by means of solenoids whose energization is de: pendent upon that of relays 111 series, with the several track-circuits; the arrangement being such that on the one hand, the entrance of a train into any particular blocksection will bring about the interruption of the circuit of the solenoid which governs the switch appertainingto the signal atthe entrance tosaid section, with the result that this signal will be put to danger and the solenoid-controlled switch will thereupon become automatically locked in the corre sponding position, and that onthe other hand, the entrance of the train into a subsequent block-section and its final exit from the block-section first mentioned will bring about the re-closure of the solenoid circuit, the electro-magnetic release of the switchlock, and the consequent restoration of the signal to its normal or line clear condition.

been liable to cause considerable inconvenience 1n the trafiic arrangements. Thus, on.

the one hand, accidental failure of current in the circuit ofithe solenoid which governs London,

.to' be put to hence,

electro-magnet which co 'train) remaining locked at danger This electro-magnetic release of the switch-lock at the proper moment is effected" of an.:appropriate operative .latter passing into v manded by the signal already referred to;

any one of the signal-controlling switches,

' will result in said switch, not only assuming, but also becoming locked in, the position wherein it causes the corresponding signal danger i, so that thereafter, even if the supply of current be resumed, this signal will remain at danger and until the switch-lock has been released, no train wili be able to pass the signal without special precautions being adopted On the other hand, on. passing into the transmisof the to prevent accidents. failure of the vtrain, bloclcseotion in advance, to cause sion of current through the circuit trols the snitchlock (whether such failuri 36 due to accidental failure of currentsupply in said. circuit, or to faulty action on part of the treadle-device operated by the train) will result in that signal (which. commands the entrance to the block-section in rear of the so that, assuming a supply of current to be available in the circuit of the electro-magnet in question, it is necessary to despatch an other train over the line, under special precautions, in order to bring about the release of the switch-lock referred to and the res toration of the signaling apparatus to normal condition. According to the present invention, which is designed to overcome these defects, means are provided whereby, on'cessation of current in the winding of the solenoid which governs any signal-controlling switch, this switch, although permitted to assume an intermediate position wherein the signal which it controls is put to danger, it will be there arrested by a ;stop whereby the switch will be prevented -from passing to the final position wherein it becomes automatically looked as before until or unless certain conditionshave superv'ened. That is to say, the signal-controlling switch will remain in the intermediate or unlocked position until, in the ordinary course of working, a treadle-device (which may be the treadle-devi'ce employed to efi'ect the release of the switch-lock at the entrance of a block-section in rear of that commanded by the signal in question) has been brought into operation by the train on the the block-section comthe result of the operation of this treadledevice being to close the circuit of an elec- As a result of the present improvementfi in the event of the cessation of current in the solenoid-winding bein due, not to the passage of a train intov t e block-section commanded by the-signal to which such solenoid ap ertains, but to accidental and temporary ailure in the supply of current, the renewal of the current supply will at once and automatically bring about the restora tion of the solenoid-controlled switch to normal position and the consequent clearing of the signal. Furthermore, as the solenoidcontrolled switch remains unlocked. when in the intermediate position, subsequent I rent of low voltage) so as to attract its the entrance of the block-section in advance failure of the treadle-device, situated within of that occupied by the train, to effect the withdrawal of the switch-lock at the entrance of the section just vacated by the train, will not preventthe clearing of the signal in rear of the train; and hence such clearing will now' take place automatically so soon as thetra-in has finally left the section commanded by the signal.

In the accompanyin drawings,-Figure l is a diagram illustrating the invention as applied to an underground or other electric railway wherein the danger and line clear signalsrespectively consist of differ-v ently colored lamps, and wherein the track rails are not used for the conveyance of the traction-current. Fig. 2 is a similar diagram wherein the track rails are assumed to be used as traction-current conductors. Fig. 3 is" a detail view showing, in front elevation, the solenoid-controlled switch for governing a signal, together with the parts more immediately associated with I the switch itself;

Referring first to Figs. 1 and 2, each block-section A of the track, two complete block-sections B and O, and part of another block-section D; the direction of the trafiic beingfrom left to right. Inasmuch as the apparatus used for the/several block-sections is of identically similar character in all cases, correspondingparts or elements of the apparatus and connections, throughout all the sections, will be denoted (for the sake ofclearness) by similar reference symbols with the qualifying addition of the letter A, B, C or D appertaining to the particular section which for the time being is in question. In Fig. 3, which shows separately, a portion of the apparatus common to all the block-sections, the letters A, B, O, D, are omitted.

Referring now more particularly to Fig.

1, it will be seen that the one track-rail X- is continuous throughout all the sections of the line, and serves, electrically, as a common return' for the entire system, while the other rail is divided into insulated lengths YA, YB, Y0, and YD corresponding to the respective block-sections. Electric power for working the signals is derived from a cable'Z common to all the sections,

ed. through the windings of relays E,

whereof EB, EC and ED alone are shown. As usual, each relay is energized (by curtime the track-section to which the relay appert-ains is not occupied by a train; whereas, on cessation of current, either through failure in the supply or in consequence of the winding being short-.circuited. as the result of the presence of a train F in the section (as indicated in the case of section D), the rela becomes dee'nergized and its armature e fa ls. The several armatures e serve to'operate switches as at h controlling the supply of current. from thecable Z to the windings 'of solenoids. G, whereof GB, GO and GD alone are shown, one end of each solenoid-winding being connected to the cable Z through the corresponding armature-switch h, in such manner that only so long asthe corresponding. relay E is energized'will the connection be closed, while the opposite end of the solenoid-winding is connected directly to the common-return rail X. The entrances to the several block-sections of the line are governed by signals K, whereof KB, KC

and KD alone are'shown, each si nal comrisin a reen or safety signa -lam I [c End-a ed r danger signal-lamp he circuits of these lamps are in each case con-' trolled by a multiple-switch operated by the core-stem g of the corresponding solenoid G; the stem carrying for this purpose two conductive disks L and M. The core-stem 'g of each solenoid is-capable of occupying three positions. Of these" the raised or normal position (shown in the case of GB) wherein the disk-L closes at a air of con-. t acts l the power sideof the clrcuit of the green or safety lamp" [0 of the corresponding signal K, while the disk M closes at a pair of contacts m the return side of the same circuit, is maintained solely as a result Qf current passing in the-solenoid winding as heretofore. In the full lowered position (shown in the case of GO), wherein the disk L closes at a pair of contacts Z the power side of the circuit of the lower end of thestem g stem g is automatically locked by a gravityoperated (or spring-pressed) latch a which then engages over the top of the stem, and which is capable of being withdrawn from active position by means of an electro-magnet N as heretofore; the respective latches and the corresponding electro-magnets being shown at NB, NC, and

ing to the present invention the stem 9 is capable of occupying a third or. intermediate position (shown in the case of GD),

wherein the disks L and M close at Z and m respectively the power and return sides of the circuit of the red or danger lamp k as when in the fully lowered POSlhlOl'l;

this intermediate position being reached, however, before the stem 9 has descended so far as to become locked by the latch n. The intermediate position is determined. by the encountering and resting upon a stop- 0, which is'norinally presented (by gravity or spring-pressure) in the path of the stem, able of being withdrawn from such position by means of an electro-magnet O; the respective stops and the corresponding electro-magnetsbeing shown at OB, OO and OD. he circuit of each elect-ro-magnet N is controlled by means of a third conductive disk R carried (in addition to the disksL and M) by the core-stem g of the" solenoid G apperta ning to the multiple-switch which controls the signal commanding the entrance to the block-section in advance, this'disk B- being adapted to'close said circuit by bridging a pair of contacts r. The construction is such that the circuit in question remains broken at the contacts 1' so long as the stem -g is in the highest and intermediate positions, as indicated in the case of the solenoids when said stem reaches as indicated in the case ofthe solenoid GC. The completion of the circuit of each electro-magnet N is effected the action of the train, upon the latter passing clear within the block-section in advance; the train at the same time bringing about the closure of the circuit of the electro-magnet O appertaining to. I the multipleswitch which controls t-lie 'signal command- 7, mg the entrance to said. advance section.

. For this purpoSeftre'adledevices 2 JB, JC and J D aloneareshown) are placed alongside the track at points within the I'jentrances of the-respective block-sections as .rheretofo're, thesetradle-devices being severa'lly adapted, in conjunction with theappropriate operative member mounted on the rear of the .train, to admit current to the circuits referred to. Inthe example illustrated in Fig.1, the train carries at its rear ND. Accordand which is capsure line, ing pair v GB and GD respectively, and is closed at this point only the lowestposition,

(whereot ing stop 0 end a brush j which is to be understood as maintaining permanent contact with the return-rail X through the medium of the metallic frame, axle, and hind wheels oi the rear vehicle, this brushy' being adapted to establish connection with each of thetreadle-contacts JB, J C and JD in succession. The cont-act J B is connected to oneend of the winding of the electromagnet OB and also (in parallel therewith) to one of the correspondin pairs of contacts 1*, the other contact r of t is pair being: connected by a line-wire to one'end of the winding of theQelectro-magnet N appertaining to the solenoid (not'shown) at the entrance of the block-section A,- while theother ends of the winding of the .ame electro-magnet N and of the electro-magnet OB are connected to the power-cable Z. Similarly, the contact. J C is connected to one end of the winding of the electro-rnagnet 0C and also (in parallel therewith) to oneot the corresponding pair of contacts 1', the other contact 1 of this pair being connected by a line-wire to one end of the winding of the electromagnet NB, while'the other ends of the windings of the electro-magnets 0C and NB are connected to the cable Z; and so on as indicated. It is to be observedthat the-treadle-contacts J should be made of sufficient length to inective transmission of current'in succession through those electro-magnets O and N which are connected to the respective contacts J.

The normal working is as follows :-Assinning a train such as F to enter the blocksection .B from the block-section .A of the the entrance into section Bjof the lead of wheels f (which are as'sumed to be electrically connectefd through their axle) willcause the-relay EB to be shortcircuited, with the result that the circuit of the solenoid GB will be broken at the switch hi?) and the core-stem 913 of this solenoid will drop until arrested at theintermediate position by its stop 0, the fall of this stein g-causing current to be switched at L, M from the green lamp k of the signal to the red lamp is? of the same signal. On the brush j at the rear end of the train encountering the treadle-contact JB, the circuit of the electro-magnet OB will be completed and current'will be'transmitted through the winding-of this electromagnet, with the result that the correspondwill be withdrawn and the stem gB allowed to fall to the lowest position. In this position the disk R carried by the stem gB bridges the corresponding pair or. contacts 1", with the result that current will now be transmitted through the winding of the electro-magnet N appertaining to the solenoid at the entrance .to the block-section A, the efi'ectsof this being similar, as

regards said solencid, tothose about'to be described with reference to the solenoid GB.

011 the brush j leaving the treadle-contact J'B, the electro-magnet OB will cease to be energizedfland the correspondingstop will become free to return to normal position when the core-stem 9B of the solenoid GB is raised as hereafter described. After the train F has advanced so that its leading pair of wheels f enter the block-section G, 10 the conditions already brought about as above described with reference to section B Will continue so long as any pair of electrically connected wheels of the train re main still within section B, the red lamp 115 70 of the signal KB remaining lighted; but, the relay EC being now short-circuited by the presence of the train in section C, the solenoid GC will be deenergized and its core-stem 90 will drop to the intermediate position, with the result that, in the case of the signal K0, the green lamp 70 will be extinguished and the red lamp 70 lighted. On the last pair of wheels of the train passing out of the block-section B, the relay EB will cease to be short-circuited, and consequently the circuit of the solenoid GB will be again closed at the switch hB. Since, however, the core-stem 9B of this solenoid is locked in the fully lowered position by its latch n, the connections'already established by the disks L, M and R in the case of the solenoid GB will remain unaffected,

and the signal KB will still remain'at danger. On the brush j at the rear end of the train encountering the treadle-contact J (l, the electromagnet OC will become energized, and, thecorresponding stop 0 being withdrawn from under the core-stem 9C,

this stem will drop to -.the lowest position,

40 with the result that, while the signal KC will remain at danger ,"the'disk R carried by the stem gC will bridge the contacts '1' and the electro-magnet NB will become energized. Hence, the stop 9?. controlled by this electro-magnet will be withdrawn, and, the solenoid GB still remaining energized, the core-stem gB will be raised to the highest position, with the result thatthe red lamp k ofthe signal KB will be extinguished and the green lamp k} of the same signal re-lighted. At the same time the circuit controlled by the disk R carried by the stem gB wil be broken. On the brush'j leaving the tr'eadle-contact J C, the electro-magnet OC will cease to be energized, and the corresponding stop 0 will become free to return to normal position when the core-stem 9C is afterward raised.

Solong as a pair of wheels of the train remain in section'C, the signal KC will remain at danger but at the same time,

when the train has advanced so thatits leading pair of wheels enter section D, the rela ED will be short-circuited, the solelnoi GD will be deenergize'd, and the corethe two signals to which the particular stem 91) will drop, so that the green lamp of the signal KD will beextinguished and the red lamp k of the same signal will be lighted. On the last pair of Wheels oij' the train passing out of section 0, the relay 70 EC will cease to be short-circuited, and the" solenoid GO will again be energized, but its stem 90 will remain in the lowest position; this being the situation indicated in Fig. 1. The same sequence of operations will be repeated, during the progress of the train, every time the latter passes from one blocksection of the line to another, as will be readily understood. Let it now be assumed that an accidental failure of current takes so place in the circuit either of one of the track-relays E, or of one of the solenoids G. In either case the solenoid immediately concerned will become deenergize'd, and its core-stem 9 will drop so as to change the corresponding signal from line clear to danger. The core-stem 9 will, however,- be arrested in the intermediate position by its stop 0, so that, as the corresponding latch 11. will not have been permitted to come into operation to lock the stem 9, the latter will be able to rise again to normal position, so

as to restore the corresponding signal to line-clear, immediately a flow of current recommences in the circuit wherein failure occurred. In the event of a failure of current in the circuit of one of the electromagnets O, the stop 0 which it controls will not be withdrawn from operative position when the corresponding treadle-device J is actuated. Hence the core-stem g of the corresponding solenoid will not descend so as to become locked by its latch 02., but this fact will not affect the condition of the signal governed by said core-stem, inasmuch as this signal will be put to danger on the entrance of' a train into the block-section commanded by the signal, and will be returned to line clear on the exit of the train from said section,-as usual. In the event of failure on the part of the train to actuate one of the treadle-devices J, or defective working in the device J itself, neither of these will affect the condition ot treadle-device J ap ertains. That is to say, on the one hand, ailure of the tre'adle-device J to transmit current through the winding of the corresponding electro-magnet 0 will merely result in the sto 0 being left in operative posit-ion, with t e result that the core-stem g of the corresponding solenoid will not descend so as to becomelocked by its latch 11..- But the signal controlled by this solenoid will be put to den. ger and returned to line clear on the en- I trance and exit of a train into and from the block-section commanded by said signal, as

usual. On the other hand, the effect of the core-stern g (of the solenoid referred to) 130 employed to conve only serve to ca v the traclccircuit curbeing prevented from descending to its lowest position by the non-w1thdrawal oii c I "ly to Fig. 2., it will be observed he arrangementi-einains the same as $1.. gust described with Referring now i rdference to Fi 1 exec t re ards therails. That is to say, Whereas in Fig. 1 (wherein the t-ra, 'i:;rails X Y are not 37 the traction current but rent) it rail Y i "it divided into insulated lc r i iding to the respecin 2 (wherein the traclcrai carry the traction our-. rent) th continuous, while a contact-rail tt ngside of and parallel to it so as xerve tor track-circuit purposes only, i is contact rail. being divided into insulatedlengths corresponding to the respective block-sections, as indicated in the case g A, 15, G and 3 1). in both arrangements the track-rail X serves as a common return for the entire electrical system. Since, in the arrangement illustrated in Fig. 2 the sectional rail 31A, g B, etc, does not carry the train wheels, the train is provided at each end with a brush, as indicated at 3 adapted to contact constantly with said sectional rail; each brush y being in electrical connection with the rail X through the frame, an axle, and the corresponding wheel of the first or lastvehicle of the train, as the case may be, so as to cause the presence of tie train in any block section A, B, etc, of the line to bring about the short-circuiting of the correspond track relay EA, EB, etc, so long as any part of the train remains within the section.

It is unnecessary to describe the action of the apparatus with reference to Fig. 2, as this is identical with that already described with reference to Fig. 1. In both arrangements, the dotted rectangles VB, VC and VB indicate the casings wherein are housed the solenoids G and n:ultiple-switches for controlling the signals which command the entrances to the block-s-ctions D, C and D of the line respccti S indicate re is posed in the var .rus circuits.

Referring to F 1g. it will be seen that the pairs of contacts Z. F; m, m; and r, are all constituted by leaf-springs which normally extend in. a horizontal direction from their inc-es and T fuses interthe casing inclosing the solenoid G and the arts more immediately associated therewith, the free ends of the springs of the re spective pairs being presented in the paths of the corresponding disks L, M and R, which are fixed on the core-stem g but'insulaled therefrom and from each other. n and 0 are adjustable counterweights carried by the latch n and, stop 0 respectively, these being constituted by the armature-levers ot the respective electro-magnets N and O. The weights n .and 0 serve to maintain the latch n and stop 0 in normal or active position so long as the resp-ctive armatures are not attracted in consequence of the energization of the electro-magnets. In the highest position of the stem g, the disks L and Mrespectively bridge the spaces between 1 thefree ends of the pairs Z and m, while in the intermediate and lowest positions of the stem, the respective disks bridge the spaces between the free ends of the pairs Z an d of; the flexibility of the pairs of springs Z" and at being made suiiicient to permit of these springs bending so as to maintain contact with the respective disks L and M when the stem and disks descend by gravity so far below the intermediate position to enable not only the disk R to bridge the space between the free ends of thepair of springs 1*, but also the stem g to become locked by the latch n. Y

Claims:

1. An electrically operated, automatically acting, block-signaling system for use on a railway line, consisting in the combination of electrical track-circuits corresponding respectively to the several block-sections of the line; electrically operated signals for commanding the entrance to the respective block-sections; gravity-operated switches for controlling the circuits of the respective signals and capable of occupying three positions alternatively, namely, two extreme po sitions therein the corresponding signals are put to line clear and danger respectively and an intermediate position wherein said signals danger; solenoids for retaining the respective signalcontrolling switches in the position corresponding to line clear; electro-magnetic relays interposed in the respective track-circuits, and armatures therefor; switches, controlled by the respective relay-armatures, for normally closing the circuits of the corresponding solenoids;-

are also put to for, for withdrawing the respective stops from operative position; means adapted to cooperate with a train on the latter passing wholly within the respective block-sections, for controlling the circuits of the respective stop-withdrawing electro-magnets; and switches, movable as one with the respective signal-controlling switches, for closing the circuits of the respective latch-withdrawing stem 9; the solenoid G for holding said corestem in the extreme raised position; the latch n, and counterweight n for holding the same in position to prevent the rise of the core-stem g in the'extreme lowered position; the eleotro-magnet N for withdrawing the latch nfrom operative position; the stop 0, and counterweight o for holding the same in position to arrest the fall of the core-stem gv at an intermediate position the electromagnet O for withdrawing the latch o from operative position; the insulated conductive disks L,'M and R carried by the core-stem g; the pairs of electrical spring contacts Z and m adapted to be bridged 'by therespective disks L and M when in the fully contacts Z and m adapted to be bridged by the respective disks L and M when in both the intermediate and the fully loweredpositions; and the pair of electrical spring contacts 1' adapted to be bridged by the disk B when inthe' fully lowered position alone, substantially as described.

' ROBERT PERCY BROUSSON. Witnesses: 4 I p Y O. P. LIDDON,

H. D. JAMEBON.

. raised position; the pairs of electrical spring

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