US1094356A - System of automatic block-signaling for electric railways. - Google Patents

Description

S. M. YOUNG.

SYSTEM OF AUTOMATIC BLOCK SIGNALING FOB. ELECTRIC RAILWAYS.

APPLIOATION FILED IEB.B, 1906.

1,094,356. Patented Apr. 21, 1914.

Off/4M 7 IQ-I'ma? ATTORNEY K coLUMmA PLANOGRAPH CO..WASHINGTON. n. L.

SAMUEL MARSH YOUNG, OF NEW YORK, N. Y.

SYSTEM OF AUTOMATIC BLOCK-SIGNALING FOR ELECTRIC RAILWAYS.

Specification of Letters Patent.

Patented Apr. 21, 1914:.

Application filed February 8, 1906. Serial No. 300,166.

To all whom it may concern:

Be it known that I, SAMUEL MARSH YOUNG, a citizen of the United States, residing at New York city, county and State of New York, have invented certain new and useful Improvements in Systems of Automatic Block-Signaling for Electric Railways, of which the following is a specification.

My invention consists in a system of automatic block signaling for electric railways.

Heretofore, so far as I am aware, the only system of automatic block signaling for electric railways which has been proposed, involved giving up the use of one of the traffie rails, as one of the returns for the propulsion current. Such a system necessitated, the employment of a cable return, having approximately the conducting capacity of the rail so given up, and involved an extra construction expenditure of not less than two thousand dollars per mile; and further, was open to the objection, that if the single trafiic rail which was used as one of the returns for the propulsion current was broken, the whole system became inoperative.

My improved system, which I will now describe, involves the use of both of the traflic rails, as separate returns for the propulsion current. I To effect this result, I provide means for bonding the sections, and in such manner, that both traflic rails will act as continuous conductors for and freely transmit the propulsion current, and such bonding further serves to limit the action of the signaling current employed to the respective sections.

By reason of my improved construction, the propulsion current is normally divided between the traffic rails, and either rail may carry the whole of the propulsion current should the opposite rail be for any cause broken or otherwise put out of service. Further, owing to the fact that both rails are used as separate returns for the propulsion current, the interposed bonds may be so designed, that such current may be either direct or alternating, provided when an alternating current is used, it shall differ in phase or frequency from the signaling current impressed upon the rails of the respective sections; and further, cross bonding between the rails of a section or between the rails of parallel sections may be conveniently effected, thereby tending to equalize the propulsion current between the return conductors and thus reduce the resistance of such return conductors to the source of propulsion energy.

The object of my invention, concisely stated, is a signaling system which will give the required indications, and without involv mg any change in the conducting capacity of the traffic rails for the propulsion current from that now usual in electric railway systems.

The accompanying dia rams will serve to illustrate my invention, and show three distinct ways of arranging and bonding the traffic rails.

Referring to the diagrams Figures 1, 2 and 3 show different embodiments of my improved system.

5 indicates a source of propulsion current which may be either a direct or an alternating current as desired: 6 a source of signaling current which is an alternating current. In case the propulsion current is an alternating current, the phase or frequencies of the propulsion current and signaling currents should be different.

7 indicates propulsion feeder; 8 the signal feeder; 9, 10 trafiic rails which are divided into three sections A, B, G.

In Fig. 1, the rail 10 is shown as continuous and the rail 9 as divided into three sections separated by insulation 11. In Fig. 3, both rails, 9, 10, are divided into sections and separated by insulation 11. To make both rails conductive for the propulsion current there are introduced between the sections reactance bonds 13. These bonds may be variously constructed and connected. In Figs. 1 and 3, the bonds are shown provided with an iron core 14, around which is wound a coil 15. In Fig. 2, the bonds 13 are formed by coiling a metal conductor upon itself. In Fig. 1, the bonds 13 are connected across the trackway, z'. c.,a bond at each end of a section with bonds in adjacent sections joined at their point of meeting on the continuous rail 10. In Fig. 2, the construction is the same as in Fig. l. The reactance bonds whatever their type should be designed to freely transmit the propulsion current without saturation or loss of required reactance. In Fig. 8, where both rails are divided into sections, the bonds 13 are connected across the trackway at each end of a section and the rail 10 of one section connected to the rail 9 of an adjacent section by means of a conductor 16.

The bonds shown in Figs. 1 and 3, for the purpose of description, I call core bonds; those shown in Fig. 2, I call coreless bonds. The connection shown in Figs. 1 and 2,- I call a two-legged connection; that in Fig. 3, a zigzag connection. At the end of section A there is provided a bond 13 and leading from rail 10 is a conductor 17, which is connected to the source of propulsion current 5 and the source of signaling current 6. Located in the central section B is a motor car 18 from which leads a collector 19 bearing on propulsion feeder 7. The path of the propulsion current is as follows: generator 5, feeder 7, collector 19, wheels of car 18 to rails 9 and 10. The current,-Fig. 3upon rail 9 flows along rail 9, down bond 13, up conductor 16 to rail 9, where it divides, 'a part flowing along rail 9 to generator 5, and another part down bond 13 of the next section, along rail 10 to generator 5. The current upon rail-10 flows along rail 10, up conductor 16 to rail 9, where it divides, as has been described for the current on rail 9. It will further be seen, that the rails 9, 10, of a section with the bonds 13 at the opposite ends, form a closed circuit, and that the path of the power current from section to section is through a conductor connecting adjacent bonds. In Figs. 1 and 2, this conductor may be considered as formed by the rail 10; whereas, in Fig. 3, by the wire 16.

Located at the end of each section is a transformer 20, having its primary 21 con nected across the signal feeder 8 and the rail 10, and its secondary 22 connected across the rails 9, 10. By this means a difference of potential is excited between the rails 9, 10, which difference of potential is confined to the section in which it is set up, by means of the bonds 13, these bonds being of a type which will freely permit the passage of the power current, but interpose reactance to the passage of the signaling current. Situated at the opposite end of each section is a relay 2-3. Any suitable type of relay may be employed. In order to prevent the power current from flowing through the relay, I employ a transformer 24:, which has its primary 25 connected across the rails 0, 10, and its secondary 26 across the terminals of the magnet of the relay. This relay is adapted to open and close a local circuit 27 including a signal 28. It will be observed from the position of the semaphore arms that, reading from the left, the signals are respectively at clear, danger, and clear.

The operation of my system will be read ily understood. hen a motor vehicle enters a block, the secondary 22 of the transformer 20 is short circuited. This deenergizes the relay 23 and allows the signal to go to danger by gravity, as shown in section B. Normally, however, the alternating difference of potential across the rails 9, 10, causes the relay to close a local circuit and thus draw the semaphore arms to the clear position shown in sections A and C.

I wish it understood that I do not limit myself in anywise to the construction of the reactance bonds which may be employed, or to their method of connection in the traclc way, as any bond which will serve to freely permit the passage of the propulsion cur rent, thus making both rails serviceable as a return for the power current and which will practically confine the alternating difference of potential set up in a section to that section, thus effecting segregation of the sections for the signaling current, will be within the scope of my invention. Manifestly, the exigencies of practice will require long and short sections, hence in certain lengths of sections, I may use one form of bond, while in another, I may use another form of bond. Further, I may cross bond the rails of a section, or I may cross bond the rails of adjacent parallel sections, the object of such parallel cross bonding being to equalize the return propulsion current to the source of propulsion energy.

This application includes matter disclosed in my prior application tiled November 6, 1908, Serial No. 180,081, which issued as Patent No. 757,587, and which latter case was in certain respects a continuation of my prior application, Serial No. 154,275, filed April 25, 1903.

Having thus described my invention, I claim:

In an electric railway signal system: two lines of rails, each of said lines of rails having insulation inserted therein at intervals forming block signal sections, each insulation in one line of rails being located approximately opposite an insulation in the other line of rails; a source of signaling current; means for connecting said source across the rails of each block; translating devices, one connected across the rails of each block; signals, one for each block controlled by the translating device of the block; a car; a propulsion motor for the car; a source of propulsion current of a character diiferent from that of the first named source; means to connect one terminal of the second named source to one terminal of the propulsion motor of the car; connections from another terminal of the motor of the car to looth track rails; concally connecting the rails to another termi- 10 ductors, one connecting one rail of each nal of the source of propulsion current.

block with the diagonally opposite rail of In testimony whereof, I aifix my signature the adjacent block; reaotance coils, one conin the presence of two witnesses.

nected across the rails at both ends of each block, said reactance coils allowing the prac- SAMUEL MARSH YOUNG tically unimpeded flow of propulsion cur- Witnesses:

rent, but substantially preventing the flow FRANK OGoNNoR,

of signaling current and means for electri- M. G. CRAWFORD.

Copies of this patent may be obtained for five cents each, by addressing the Gommissioner of Patents,

, Washington, D. G.

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