US1097197A - Railway signaling system. - Google Patents

Description

J. G. 6: L; H. THULLEN. RAILWAY SIGN ALING- SYSTEM. APPLIQATIOH nun snr r. 10, 1903.

Patented May 19, 1914.

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Patented May 19, 1914,

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J. O. & L. H. THULLEN. RAILWAY SIGNALING SYSTEM. APPLICATION FILED SEPT. 10, 1903.

1,097,1 97, Patented May 19, 1914.

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JOSEPH o. THULLEN, OFLEETONIA, OHIO, ND LOUIS H. THULLEN, or EDGElWOQD PARK, rENNsYLvANIA, AssIenons TO THE UNION SWITCH & SIGNAL COMPANY, or swIssvALn, PENNSYLVANIA, A conroRA'rIoN or PENNSYL ANIA. 4

RAILWAY SIGNALING- SYSTEM.

' Specification of letters Patent.

Patented May 19, 1914.

To all whom it may concern A Be it known that we, J osErH C. THULLENQ and-Louis H. TI-IULLE'N, citizens of the United States, residing at Leetonia, county of Columbiana, and State of Ohio, and at Edgewood Park, county of Allegheny, and State of Pennsylvania, respectively, have invented or discovered new and useful Improvements in. Railway Signaling Systems, of which the following is a specification.

()ur invention relates to systems of railway signaling wherein the signalsare operable by alternating currents of more than one phase and wherein both rails are utilized as a return for the propulsion currents of the car mot-prs. Heretofore it has not been found feasible to utilize the sectional rail as a return for the direct current while usin the rail to cfiififthe alternatin curh u D On the drawings, Figure 1 shows dia-' grammatically one form which our. invention may assume.

Fig. 1, except there are two relays for a section. Fig. 3 shows diagrammatically a system employing relays operable only by the combined action of two alternating currents of different phases.

Fig. 4 shows diagrammatically a system employing an alternator enerating currents of two phases, the relays being connected to the rails and the transformers. Fig. 5 is a view similar to Fig. 4-, except the relays are connected to the mains instead of the transformers.

- 1 represents an alternator or source of alternating current, and 2, 2- are the mains across which the. alternator is bridged. Across said mains is bridged the primary coil 3 of the stationary transformer 4: having the core 5. The said coil is connected across the mains by theleads 6.

'Z is the common rail of an electric railway track and forms a continuous electric Fig. 2 shows diagram mat1cally a system similar to that shown by conductor for the return of the car propulsion current, and 8, 9, and 11 form the other rails of said track and are insulated from each other and. the rail 7, except as hereinafter stated. The rails 8 to 11 divide the track into block sections 12, 13, 14, and 15, the ends of adjacent sections being indicated by 16 and 17.

The secondary coil 18 is wound over the primary coil 3 and has one end connected to the end 17- of the rail 9 by the lead 19 and theother end to the common rail 7 by the lead 20, containing the resistance 21. The transformer qthas also a second secondary coil 22 wound preferably on the side of the core 5 opposite the secondary 18.

One end of the secondary 22 is attached at 23 to the lead between the resistance 21 and the secondary 18, the other end being connected by lead 24 to the end 16 of the rail 8. I

25 represents a pair of wheels and an axle of a trolley car andmay be considered as a diagrammatic representation of such a car.

26 isth'e trolley connected by wire 27' to the car and contacting with the trolley wire 28, to which current for propelling the car is supplied by the dynamo 29 in circuit with the sections of the sectional rail.

Bridged acrossthe rail 7 and the rail 9 is a relay 30 of any approved type, that shown being a diagrammatic representative of a mot-or relay, whereof 31 is the armature composed of aluminum or copper, and 32, the circuitcloser or switch secured to the armature. The relay is connected to the rails 7 and 9 by the leads 33.

34; is a signal, shown diagrammatically as a semaphore, though it may be of any other type. The signal has two leads 35, whose circuit is closed by said switch 32. The re lay 30 is not operable by the direct current returning by the rails.

The.adjacent ends of block sections 13 and 14 are provided with a transformer and electric connections precisely the same as those shown at the adjacent ends of block sections 12 and 13, except the core is open atone side and has aninternal central projection 36 extending toward the open side thereof. \Ve have placed on the last named transformer and its. connections the same the trolley wire and the rail 7 and one of reference characters as on the first named ones, but with prime marks. The adjacent ends of block sections 14 and 15 are provided with a transformer and connections the same as the other two, except the core is closedand has two internal projections 36 extending-toward. each other and the reference characters which appear thereon are the same as those on the first one named above but with second marks.

The windings of the main and auxiliary secondarycoils 18 and 22 are, as described, shown to be such that the return propulsion passes through the lead 19, both secondaries, and the lead 24. The main secondary 18, when the primary coil 3 is energized, is acted on by more lines of force thanr the other secondary, as a larger number of the lines of force close their circuits without passing through the coil 22. The current therefore generated in the winding 18 is out of phase with that generated in winding 22. The same is true of the windings having the same numerals with prime and second marks. The current generated by the wind-' ing 18' traverses the lead 20, the common rail 7, the lead 33, the relay 30, the lead 33, the rail 9,, and the lead 19 back to'the winding 18; The current generated by the windin 22 traverses the lead 20', the common rail 7, the lead 33, the relay 30, the rail 9, and the lead 24' back to the winding 22'. The relay 30 is of such acharacter that it will be actuated to cause the switch to close the local signal circuit 35 when the alternating currents of different phases from the windings18 and 22 act conjointly, or also by currents from each winding separately.

' The resistance 21 can be either inductive or non-inductive, as the case may require, or can be omitted, if the conditions demand it. The object of the resistance, if non-inductive, is to limit the current flowing through the secondary windings 18 and 22, either direct or alternating, or from the secondary windings themselves or from either the rails conveying the return propulsion current from the cars or from any other source.

Transformers at and 4" by reason of. the projections 36 and 36' furnish paths for the return of magnetic lines of force, which will divert more of said lines from the secondary 22' and more lines will be diverted from the secondary 22" than from the secondary 22. Hence the phases of the currents produced by the secondaries will not only differ in each transformer, but the currents in each transformer will differ in phase from each other. Of course, all the transformers may be alike, if preferred.

The cores can be composed partly of good, and partly of poor, magnetic substances, as wood, brass, zinc, or the like, inserted in the out gap between the sides of the core or 'ber of turns from one to three.

the projections therein. We do not limit ourselves to a core of any particular shape or material. v

The transformers do not show all the kinds of transformers which will produce alternating currents of different phases in fact, the alternating currents may be producedin different ways, as by the insertion of a non-inductive resistance in one circuit and an inductive resistance .in another, or otherwise. The secondaries also furnish a path of low resistance for the return of the car propulsion current in addition to that furnished by the common rail, by utilizing the insulated rails 8 to 11 of the block sections. This has not been done heretofore to our knowledge.

The purpose of utilizing both rails of the track is to make a return of much lower resistance than if only the continuous rail were used. The path of the return current through the secondaries of the transformers is materially of greater resistance, as the turns of the coils are few; their cross-section large, and their material preferably copper.

'lne wire of the coil might possibly be one and a half inches in diameter and the num- However these dimensions and arrangements are to be varied from to meet the conditions which have generally to be determined specially for each case.

The operation is as follows :,No trains being ona block section, the alternator 1 will through the transformers cause the relay to close the local circuit of the si nal for that section, showing that the trac is clear. When a train enters a blockthe wheels and axles short circuit or shunt the relay for that block, causing it to open the local circuit of the signal, which thereupon displays a danger indication. the train passes off the block the signal again shows a clear track. This it will do even if one of the leads connected to the ends 16 and 17 be broken, as the relay is such as to operate as well with each alternatin current as with both.

Re erring now to Fig. 2, the reference numerals are the same as-on Fig. 11, where the elements are the same, the additional relay having the same numerals as in Fig. 1,

but with the exponents 2. In. Fig.2 the parts are the same except that a second relay 30 is bridged across the rails at the end of the block opposite that where the relay 30 is. More than two relays can be so bridged if desired. The purpose of a plurality of relays is that, if the bond wires or the rails of the track should break, still the signal would be shunted by a train.

'When no train is on the track, the switches of both relaysclose the sema hore circuit, and-if either is shunted, the anger signal is displayed, as is evident.

As soon as meme? The-reference numerals on Fig. 3 are as on Fig. 2 so far as the elements are the same. Fig. 3 is like Fig. 2, except the relays and their connections. In Fig. 3, the relay 37 is'shown also of the motor type and can be actuated only by the combined action of two alternating currents of difit'erent phases. It receives one phase from the rails 7 and 9, as in Figs. 1 and 2, and the other phase from the secondary 22 by. means of ited to obtaining an alternating current from rent of one phase such transformers as shown, but the cur rents of different phases may be obtained from some other source, such as a direct lead from a dynamo, as shown in Fig. 5, or any apparatus'giving a phase different from that supplied through the block rails by the transformer at the end of the block.

In Fig. 3 the relay is not operated by means of alternating current traversing the.

block section and supplied thereto by the winding 18, but is only operated by the alternating current furnished by the transformer at the other end of the block section and another current having such an angle. of phase difierence that the currents will together operate the relay in the de-= sired direction.

In Fig. at, the reference numerals are the same as in Fig. 3, so far. as the same are applicable. In Fig. 4c the alternator 1' generates alternating currents of two phases which are led to the three mains 2'. The relaysare connected to the remaining parts of the system as in Fig. 3, but the leads of the primaries 3 and 3" each have one limb connected to the middle main and the other limb connected to one of the other mains, the last named limb of each primary being connected todifierent wires of the mains, so that the primaries receive current of different phases.-

- In Fig. 5 the reference numerals are the same as in Fig. 4: so far as the same are applicable. In Fig. 5, 1 is an alternating current generator furnishing an alternating current of two phases to the three mains 2'. The leads furnishing the relays with ourare bridged across the rails as in Fig. 3, but the leads 38 which furnish the relays the other current of a different .phaseare bridged across the middle or common wire of the mains and one of the other wires. The relays are shown connected to one phase of the alternator or other source of alternating E. M. F. and the transformer to the other. The relay 37 is only actuated by means of the combined action of the current from winding 18 of the transformer ia and-the current from the winding 22 of the transformer 4" combined to form a resultant current of one phase for the relay, and

the current from the alternator or source of alternating current supply connected to the leads 38 has such a phase angle to the resultant of the two said windings as to make the relay operative. Also the phase of the lower leads 2' have such an angular relation to the phase from the winding 22", exclu- 'sive of the phase from the winding-13 as to actuate the relay, but it is at such an angle as to be inoperative by the combined action of current from the lower leads 2 and the winding 18. The alternator is merely illustrative of a source of any kind other than the transformers ifor supplying the relays.

We do not limit ourselves to any particular angle that the two alternating currents may have to each other, but to such a phase angle as will operate the relays to the-best advantage. In Fig. 5 the primaries. are shown connected to the same pair of mains.

The advantages of using both rails as a return path for the propulsion car current may be secured even when the signals are all operable by alternating currents of the same phase.

Having described our invention, we

, claim 1. In combination, an electric railway the track rails of which are included in the circuit for the propulsion current, track sections comprising insulated rail sections, connections between adjacent rail sections for conducting 'the propulsion current from tracksection to track section, means comprised in said connections for supplying alternating signaling currents to the rails of the track sections, and signals for the currents in the track rails.

. 2. In combination, an electric railway the trackway of which is included in the circuit of the propulsion current, a plurality of block sections including insulated rail sections corresponding to the block sections, a signal for each section, connections between adjacent rail sections, means'in said connections for supplying alternating signaling currents to the track rails of'the sections for the control of the signals, said connections and the rails of the insulated rail sections furnishing a path for the propulsion current.

3. In an'electric railway signaling system, a continuous rail and a series of insulated rail sections forming the track rails for a car, a signal for each section, connections between the insulated rail sections, and means in said 'conn'ections for supplying alternating signaling current to the rails of the sections for the control of the signals, said continuous rail and said rail sections .and the said ons track sections controlled by said alternating power circuit 4. In'an electric railwa phases, a means including transformers for supplying1 each section with aplurality ofcurrents' aving a difierence in base and capable of controlling said signa the seconda'ries of said transformers furnishing a return for the cars. y i

5. In an electric railway signaling system, a'plurality. of block sections comprisinsulated rail sections corresponding to the block sections, a signal for each section,

a transformer for each section having a plurality of secondary windings, a source of current to supply the transformers, the secondary windings of the transformers being connected and wound so as to act with the insulated rail sections as a return for the car propulsion current.

6. A system of automatic signaling for electric railway comprising a generator, a eluding the rails of the trackway as a return, a lurality of transformers, a trackway divi ed into a series of sect1ons by dividing one rail and introducmg between its ends a conductor which forms a winding of one of said transformers.

7, A, system of automatic signaling for electric railways, comprising a generator, a power circuit including both rails of the trackway, a trackway having one continuous railand one sectional rail, a transformer located at each division of the sectional rail and having a winding connected across the divisions of the sectional rail, means for creating a difference in potential in each section of the trackway, and a si aling device in each section normally excited by such difference of potential but adapted to be short circuited when a car moves onto a section;

' 8. In combination, a railway track one of the lines ofrails of which is electrically continuous and the other of which is divided by insulation to form track sections, a source of propulsion current, a source of alternating signalin current, a transformer adjacent an ins ated point and com rising .a

primary winding connected with t e source -of signaling current and two secondary (windings one of which is connected across the opposite lines of rails of one adjacent track section and the other of which is connected across the opposite lines of rails of the other adjacent track section, the two secondary windings being wound in opposite directions and having-their connectlons to the continuous line of rails electrically com I 55 nected so that the secondary windings serve propulsion current of the to conduct propulsion current, from either of the adjacent insulated rails to the other without substantially magnetizing the transformer core. v a

- i 9. In combinatiomarailway track one "of the lines of ralls of which \is electricall continuous and the other'of which is divi ed by insulation to form track sections, a source of propulsion current, a source of alternating signaling current, a transformer adjacent an insulation point and comprising a rimary winding connected with the source o si aling current and two seconda win ings connected respectively across t e opposite lines of rails of the two adjacent track sections, the two secondary windings being oppositely wound and connected in series between the insulated rails .of the two adjacent sections so as to conduct the ropulsion current between the two said insIBated rails without substantially magnetizing the transformer core.

10. In combination, a railway track one of the lines of'rails of which is electrically continuous and the other of which is divided by insulation to form track sections. a source of propulsion current, a' source of alternating signaling current, a transformer adjacent an insulated point and comprising a primary winding connected with the source of signalingcurrent and two secondary windings one of which-is connected across the opposite lines of rails of one adjacent -track section and the other of which is connected across the opposite lines of rails of the other adjacent track section, the two secondary windings of each transformer being so connected with respect to each other that the magnetic effect of the pro ulsion current flowing through the secondary windings from one adjacent insulated rail to the other will be substantially neutralized.

1-1. In combination, a railway track one of the lines of rails of which is electrically continuous and the other of which is divided by insulation to form track sections, a source of propulsion current, a source of alternating signaling current, a transformer adjacent an insulated point and comprising a primary winding connected with the source of signaling current and two secondary windings one of which is connected across .the opposite lines of rails of one adjacent track section and the other of which is con-.

nected across the opposite lines of rails of the other adjacent track section, the two secondary windings of each transformer being so connected with respect to each other that I the magnetic effect of the propulsion current flowing through the secon windin from one adjacent insulated rail to the other will be substantially neutralized, track relays connected with the track rails and responsive to the signaling-current impressed on said rails by the transformer secondaries, 130

and signals for the track sections controlled by said relays.

12. In combination, a railway track one of the lines of rails of which is electrically con tinuous and the other of which is divided to form block sections, a source of propulsion current connected with said rails, a transformer adjacent each junction of two sections, each transformer having two secondary windings one of which windings is connected across the rails of one adjacent section and the other of which windings is connected across the rails of the other adjacent section, the two secondaries of each transformer being so connected with respect to each other that the magnetic efi'ect of the Q propulsion current flowing through said secliondaries from one divided rail to the other is neutralized.

tions, means for supplying to the rails of each section a plurallty of alternating signaling currents difi'erin in phase, a relay for each section comprlsing two windings one of whichis connected with the rails of the section and the other of which is supplied with alternating'current from a source other than said rails, said rela being responsive only to the combined .mfluence of the said signaling currents in'the rails and the signaling current from the said other source and signals for the block sections contro led by said relays.

Signed by us, JOSEPH C. TriULLEN and LOUIS H. THULLEN, at Leetonia 0. this 5" day of Sept, 1903.

\ JOSEPH O. THULLEN. LOUIS H. THULLEN. Witnessesz.

J. M, HAZEN, H. D. STRA'rroN.

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