US1055683A - Railway signaling. - Google Patents

Description

J. B. STRUBLB.

RAILWAY SIGNALING.

APPLICATION FILED PEB.28, 1912.

f. Patentealvla. 11, 1913.

5 SHEETS-SHEET 1.

...AM A AA v vv ATTORNEY J. Bi STRUBLE,

RAILWAY SIGNALNG.

APPLICATION FILED P3325, 1912.

.-VTNESSES ,f7 V INVENTOR Ji/ym@ M lJ. B. STRUBLE. RALWAY SGNALING.

APPLICATION FILED FEB.28,1912,

5 SHEETS-SHEET 3.

/" inviamo?, I "afi J. B. STRUBLB.

RAILWAY SIGNALING. APPLICATION PILBD'PEB.28,1912. Ly atned Mar. l, 1913 J. B. SITRUBLE, RAILWAY SIGNALING APPLICATION NLRB maza, 1912. g Patented Maf. n, ma.

5 SHEETS-SHEET 5.

NITNESSES BEST AVAlLABLE CUF" f UNITED lsTATEs PATENT oEEioE.

JACOB B. STBUBLE, OF SAN FRANCISCO, CALIFORNIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENN- SYLVANIA.

RAILWAY SIGNALING.

Application filed February 28, 1912. Serial No. 680,417.

To all whom, it may concern.

Be it known that I, JAoos B. S'TRUBLE, a citizen of the United States, residing at San Francisco, in the county of San Fran,

cisco and State of California, have invented certain new and useful Improvements in Railway Signaling, of which the following is a specification.

My invention relates particularly to automatic signaling systems that is systems in which the railway signals are controlled automatically' by the Ipassage of a car or train, for portion of single track over which trafiic moves in both directions; such for example as for stretches of track between passinfr sidin s.

I will describe several forms of automatic signaling system embodyin my invention, and then point out the nove features thereof in claims.

In the accompanying drawings, Figure 1 is a diagrammatic view of one form of automatic signaling-system embod ing m invention, showing the usual condition o circuits and apparatus with no car or train present. Figs. 2, 8 and 4 are views similar to Fig. 1 but showing the conditions of circuits and apparatus of the system during the passage o a car or train. Figs. 5, 6, 7, 8 and 0 are views of modifications of the forni of system shown in Figs. 1 to 4.

Similar reference characters refer to similar )arts throughout the several views.

Mi i invention relates to that class of automatic signaling systems in which a stretch of track is protected adjacent both ends by a signal or signals which govern tratlic from opposite directions through the stretch; the signal control being so arranged that as a car or train enters the stretch of track the signal at the entering end is caused to indicate caution, that is, it is caused to give au indication for succeedin cars or trains to follow through the stretc and the signal at the other end is caused to indicate dan ver or stop or is not affected ii.' it already indicates danger or stop; and the control hein so arranged that as the car or train procce s through the stretch of track the said indications of the si nals are maintained. With the signals giving the indications stated a succeeding car or train or any number of succeeding cars or trains may follow through the stretch of track under the protection of the caution indication,

o posin o? the sto which indication remains until all cars or trains have passed out of the stretch of track. Of course all train movements in the direction are prevented by reason or danger signal at the other end o the stretch of track.

I prefer that the railway signals at the two ends of the stretch of track should usually give what is known as their stop or danger indication, but I do not wish to be limited to this arrangement.

In the practice of my invention I provide at least two track relays for the stretch of track, one of which relays is o ened when a car or train enters the stretci of track to cause the signal at such entering end to indicate caution, the signal at the other end continuing to indicate stop, while the other of the track relays as the car or train proceeds farther is opened to maintain the same condition of the signals. These two track relays maybe energized from a single track circuit, in which case the source of signaling current will be located between them, or they may be ener ized from two or more track circuits. I a so provide an interlocking relay device comprising two relays each for the control of the signal at one end of 'the stretch of track, which relays aie controlled by the track relays.

Although a signaling system embodying my invention is equally well adapted for use on a railway on which any forni ot propulsion power is employed, I have for the sake of i lustration herein shown it applied to a railway using electric propulsion. In each of the views, T designates a trolley or third rail extending along the railway. Since the track rails of the railway are included in the circuit for the propulsion current and are also to contain insulated joints to form track circuits, I provide means for conducting tho ropulsion current around the insulated Joints from one track section tothe adjacent section. As here shown, this means com )rises inductive bonds 13, each of which is oi-such construe tion and arrangement as to ail'ord a path of low ohmic resistance to the propulsion current from the rails of one section to the rails of an adjacent section, and to offer a high im edance to the passage of alternating signa ing current between the opposite rails of a track section. A form of bond which I preferably employ is shown and described Patented Mar. 11,1913.

HEST AVAlLABLE CCFHl in United States Letters Patent No. 838,916;

granted to Louis H. Thullen on December 1s, 1906.

Referring now to each of the views, A designates a stretch of track, here shownas being a portion of sin le track between two passing sidings B and C. Tratiic through the stretch Ain opposite directions is governed by sio'nals S and S. As heregshown, these signals are each located a short distance in advance of the end of the stretchone hundred feet for example-for reasons which will be hereinafter ex lained. These signals may be of any desire type-for example, they ma`= be of the' sema hore t pe, or they may be of a type givingtiieir in icatioiis solely by the colors of lights.

In Figs. 1 to 7 inclusive I have shown signals of the semaphore type, und in Figs. 8 and 9 I have shown signals of the light type it is understood however that these ty es oi signals may be interchanoed as desire As pointed out hereinafter, the light signals are in many cases preferable to the semaphore type, for day indications as well as night.

Referrin(r now particularly to Figs. 1 to 4 inclusive, the stretch of track A is as here shown provided with one track circuit extending throughout the ent-ire stretch. 10 designates signalino mains which are connected with a suitable sourceof alternating signaling current (not shown) and from which current is supplied to the track rails at substantially the middle point of the stretch A throu h a transformer 14. Adja cent each end o? the stretch A are trackrelays 11 and 12, these relays bei which will respond to the alternating signaling current and not to the propulsion current; us here shown the are of the well known rane type. As is well understood, with a track circuit arranged as just described, a car or train entering the track circuit at one end immediately opens the track relay at that end, but will not open the track relay at the op osite or leaving end until the car or train ias roceeded some distance in the stretch; and tie relay at the entering end will a ain close while the car or train is still in tie stretch but n'ot unt-il after the relay at the leaving end has opened. This action of the track relays is due to the impedance offered by the track rails to the flow of the alternating signalin current.

R designates an interloc ring rela device of a usual and well known type. his device comprises two relays 15 and 16 each of which is provided with an armaturer 17 or 18. Each armature is provided with a back contact 17, 18 which when the armature is open engages a contact 21. It is under- .stood that these armatures are each biased by gravity or otherwise to the open Osition, that is, to such position that their ack contacts are in engagement with contact 21;

of a type' and-that when their magnets are energized the arma-tures are attracted into such posit1on that the back contacts do not engage with contact 21, that is, the armatures are then drawn into engagement with stops 1f) und y2O respectively. These armatures are interlocked in any suitable manner (as here shown by means of a hook carried by each armature) so that when one relay has been denergized and its armature has opened, and the other relay then becomes dcnergized, the second armature cannot open far enough to allow its back contact to engage with contact 21; and that when the first relay is then ao'ain energized, its armature is held so that its back contact remains in engagement with contact 9.1 until it is released by the second magnet becoming again energized and attracting its armature.

Each relay of the interlocking relay dcvice is as here shown provided with a circuit which includes asource ot current und a front armature contact of one of the track relays. As here shown, the source of current for each of these circuits is the propulsion current, the voltage being reduced to a suitableV value by connecting resistanccs Q2 and 23 between the trolley' wire or third rail T and the truck rails, and tapping these resistances at the desired points. For example the circuit of magnet 15 is from resistance 22 through wire Q4 armature of track relay 11, Wire 25, relay 15, wire Q6 to track rail and resistance 22. It will be seen that cach of the relays of the interlocking relay device is energized when the corresponding track relay is closed.

Each of the signals S and S is provided with a controlling circuit, and cach of these circuits is controlled by the buck contact of one of the armatures of the interlocking relay device. Tliese circuits are supplied with current from a resistance .27 connected between the trolley wire and a track rail. The circuit for signal S is from resistance Q7 through wire 28, contact 21 back contact of armature 17, wire 29, signal S, wire 80 to a track rail and resistance 27. The circuit for si rnal S is similar. It will be seen that w en both of the relays of the interlocking relay device are energized, the circuit for each signal will be open and both signals will indicate stop but when either relay de energized, the circuit for the corresponding signal will be closed and that signal will change to the proceed indication.

The operation of the system shown in Figs. 1 to 4 is as follows: lVlieu no car or train is present in the stretch of track A, the circuits and a )aratus will be in the conditions indicate@ in Fig. 1. Assume now that a car or train represented by the wheels and axle lV sec Fifi'. 2) enters the stretch A from the siding As this car or train comes upon the rails of the track circuit it lOO was): .sv/amistad: COP' i opens track relay 11, which in turndenergizes relay 15 and allows armature'17 to close the controlling circuit forsignal 1S, which then changes to its proceed indication. This signal, is, as hereinbefore stated located a short distance in advance of the beginning ofthe stretch A--for example about one hundred feet-the distance being such that just before thecar or train reaches theystretch A the driver is able to see the indication of lthe signal; and when the vehicle bridges the rails of the track circuit if the signal changes to the proceed indication, the driver is able to see the signal make the change. Having observed this change of indication, the driver of the car or train knows that the stretch A is unoccupied and that he may proceed at full speed through the entire stretch. Referring now to Fig. 3, when the car or train lV reaches a point near the connection of the source of signaling current with the track rails, track relay 12 opens, thereby opening the circuit of relay 16. But the armature of this relay cannot engage with contact 21 for the reason that its full stroke is prevented by armature 17. The circuit of signal S is therefore not closed, and this signal continues to indicate sto i. As the car or train proceeds past the point of connection of the source of current, track relay 11 closes, and the circuits and ap )aratus are then as indicated in Fig. 4. Although relay 15 is energized, its armature 17 is held in engagement with contact 21 by the hook of armature 18, and the signal S therefore continues to indicate proceed. lVhen the car or train passes o of the stretch A, track relay 12 closes thereby closing the circuit of relay 16 which then attracts its armature, releasing armature 17 from contact 21. Signal S then changes to stop indication, and the circuits and apparatus are again as indicated in Fig. 1. Assume now that a car or train has entered the stretch A from siding B, as just described, and that while this car or train still occupies the stretch A a following car or train approaches the stretch from the same siding. The driver of this followin car er train observing that signal S indi-` cates proceed before his car or train enters the stretch knows the stretch is already occupied by a car or train moving in the same direction, and the second car or train and similarly any number of following cars or trains may therefore proceed through the stretch with caution, expecting to find the car or train in advance at an point in the stretch A. Assuming now tiat while the stretch A is occupied y a car or train which has entered from siding B, another car or train enters the stretchA from sidin C. Signal S will not change to proceed indication because armature 18 1s prevented from moving into engagement with contact 2l by armature 17 which is already in engagement with contact 21. The 4driver of the second car or train observing that signal S continues to indicate stop, will know that the stretch is already occupied by a car or train moving toward his end of the stretch, and he will therefore back his car or train into siding C. Referring now to Fig. 5, in this modification the stretch of track A is divided by insulation into two track circuits, each of which is supplied adjacent one end with signaling current from the mains 10, and each of which is provided with a track relay adjacent the other end. In this system a car or train passing through ,the stretch in either direction will bridge the rails of the second track circuit before it leaves the rails of the first., so that the second track relay will be opened before the first is closed. This sequence gives the desired operation of the interlocking relay dcvice R, and the operation of the system is therefore the same as that of the system shown in Figs. 1 to 4.

In the modication of my invention shown in Fig. (i, the stretch of track A is divided into two track circuits each of which is provided with a relay at each end and a source of signaling current adjacent the middle. In this modification, the arma ture contacts of both track relays for one track circuit are included in the circuit of one of the relays of the interlocking relay device, and the armature contacts ot' both track relays of the other track circuit are included in the circuit of the other relay of the interlocking relay device. lt is clear that the operation of this modification ot' my invention is similar to that of the systems hereinbefore explained, hence no de` tailed explanation is necessary.

Referrlng now to Fig. 7, the system here shown is similar to that shown in Figs. 1 to 4, except that the two relays 15 and 1G ot' the interlockin relay device R are connected directly witi the track circuit at opposite ends of the stretch A. These relays are therefore of a type which will respond only to alternating signaling current, and as hereI shown they are of the vane type. lhe armatures 17 and 18 of these relays are provided with hooks which interlock in the same manner as in the preceding views. lhe operation of this modification will be obvious from the explanation of the system shown in Figs. 1 to 4.

The system shown in Fig. 8 is similar to that of Figs. 1 to 4 exce it that l have substituted electric lamps 2 and S for the semaphore signals. It will be seen that when the stretch A is unoccupied, both lamps S2 and Sa are extinguished. It, when the stretch is unoccupied, a car or taria cnters from either end, the driver will see the lamp at that end illuminate indicating that.

lOO

the stretch is free and that he may -proceed at full speed. A following car or train, and similarly any number offollowing cars or trains, will find thelam illuminated and their drivers will know t at they may proceed at caution expecting to find the precedin r car or train at any point in the stretci. After a caror train has entered the stretch'from one end, if a second car or train enters from the opposite end the lamp at the latter end will remain extinguished, indicating stop to the driver of the latter car or train. The use of lamps in this manner is simple and more economical than the semaphore signals shownin the preceding views, and the lamps are therefore preferalble in many cases to the semaphore sigllfl S.

In Fig. 9 I have shown a modification of the lamp indication system of Fig. 8. In this view I provide two, lamps giving different colored indications at each signal location; as here shown there isone red and one yellow lamp at each location. The red lamp S3 at one end of the stretch is connected in parallel with the yellow lamp S at the opposite end, and similarly red lamp Sls is connected in parallel with yellow lamp S. lt will readily be seen that all lamps are extinguished when the stretch is unoccupied; and that when the stretch is occupied by a car or train the yellow lamp 'behind the car or train and the red lamp at the opposite end are illuminated, indicating caution to a following car or train and stop to a car or train attempting to enter the stretch from the end opposite to that at which the first car or tram entered. In this view I have also shown two additional red lamps ST and SB located adjacent the -passing sidings B and C. These lamps are connected rcs ectively in parallel with red lam s Sa und) S and serve as repeating signa s for the latter lum is. When one of these additional lamps 1s illuminated it indicates to the driver of a car or train on the corresponding siding that stretch A. is occu ied by a car or train approaching that si ing,y and it is therefore unnecessary for the carv or train on the siding to enter the stretch A and then to back into the siding again:

after discoverin that the red 1am Sa or Sn is illuminateii. These -additiona lamps are particularly useful in case of fog or when for other reason the main signals are not visible to the driver of the ca-r or train' before the car or train has entered stretch before the car or train has entered stretch A.

Although I have herein shown and described only a few forms of signaling system embodying my invention it is under-v stood that various `changes and modifica-l tions may be made therein within the scope ot' the appended claims without departing from the spirit and scope of my invention.

,Havin thus described my invention, what I c aim is 1. In combination, a stretch of railway track between two passing sidings, track relays connected with said stretch, two signal relays each including a back contact, two circuits one for each signal relay the said circuits being controlled by the track relays so that during the passage of a car or train through the stretch one of the signal relays isopened then the other signal relay is opened and then the first signal relay is again energized; mechanical interlocking means between the armatures ot the signal rela s for holding closed the back contact of t e first signal relay until the armature of the second signal relay again closes, signals adjacent the ends of the stretch for governing the passage of cars or trains through the stretch the signals being located a short distance in advance of the ends but each within view from its end of the stretch, a controlling circuit for each signal each circuit including the back contact of one of the signal relays whereby both signals indicate stop when the said stretch of track is free from cars or trains and whereby when a car or train enters either end of the stretch the circuit for the signal adjacent that end is closed and that signal changes to proceed indication before it is reached by the car or train, and whereby as the ear or train passes through the entire stretch the said indication 1s maintained and the signal at the other end of the stretch continues to indicate stop.

2. In combination, a stretch of railway track, two signals governing trafiic through the stretch in opposite directions, two signal relays each normally energized and each havin a back armature contact, means controlle by the passage of a car or train through the stretch for successively de'energizing said relays, the relay lirst de'cnergized remaining denergized until after the second rela has been denergized, interlockin means included in the armatures ot said re nys for holding closed thc back contact of t e first relay until the second relay has again become energized, and a circuit for each signal each circuit including the back armature contact of one of the relays.

3. In combination, a stretch of railway track, two relays each normally energized and each comprising a back contact, means controlled by the iassage of a car or train through the stretch for successively deenergizing said relays, the relay first deenergized remaining de'energized until after the second relay has become denelg'ized, interlocking means controlled by the armatures of said relays for holding closed the back contact of the first relay until the second relay becomes again energized; a signal device adjacent cach end of the stretch each c'ircuitincludin'gftliel-back'-contacttof the ref a ay :fra adefeergizedf by carer. Ymin-1a tering the stretch-from j endfiadj acnt,

theco'rrespondingsign'al 4 t 4. lIn. fcombinatiom'a'fstretc gizin g said relays,the yrelay first .denergized'A remainingl denergizedv until after' the sec, ond relay has 4become denergize'd," interlocking means controlle'dibyfithe armatures of said relays orholdingfclosed thefback` con tact of Athe first relayjuntil the -second vvrelay becomes againj'energized;`a signalin device adjacent each endv of thestretch, eac device comprising a caution signal and a stop signal; a signal circuit :forv the caution signal at one end and the stop signal at the other end which circuit is controlled by the back contact of the relay first denergized by a car or train entering the end of the stretch adjacent the last-mentioned caution si al; and a second signal circuit for the remalning caution and stop signals which circuit is vcoitrolled by the back contact of the other re a 5V.`yIn combination, a stretch of railway tra'clnasignal located adjacent each end of tliejI stretch Afor governing the passage of crsy'pr v,trains through the stretch in opposite (directions, .two track relays one connected with-.fthe track rails adjacent each end of the ls,tr et'ch,;a' source of signaling current connecte'd with the track rails adjacent the lmiddle of the stretch, an interlocking relay having back contact oints, two control circuits for said inter ocking relay each of which includes an armature and front conltact"` point of one of the track relays and an ener 'zing coil of the interlocking relay, anda signal circuit for each signal each of vwhich includes the back contact point and armature of the interlocking relay which are controlled by the track relay at the same end'of the stretch as the signal.

In testimon whereof I afiix my signature in presence o two witnesses.

JACOB B. STRUBLE.

lVitnesses:

A. F. PETERSON, J. S. HoBsoN.

Qoptu of this patent may be obtained for ave cents each, by addressing the Commissioner of Patents,

Washington, D. C.

Images