US1126777A

US1126777A - Electric signal system.

Info

Publication number: US1126777A
Application number: US50746309A
Authority: US
Inventors: Elmer M Jones
Original assignee: JONES SIGNAL SYSTEM Co
Current assignee: JONES SIGNAL SYSTEM Co
Priority date: 1909-07-14
Filing date: 1909-07-14
Publication date: 1915-02-02
Anticipated expiration: 1932-02-02

Description

E. M. JONES. ELECTRIC Smm. SYSTEM. APPLICATION FILED JULY, 14, 1909.

Patented Feb. 2, 1915.

2 SHEETS-SHEET 1.

E. M. JONES.

ELECTRIC SIGNAL SYSTEM. APPLICATION FILED ,JULY 14, 1909.

1,126,777, Patentemm, 1915.

2 SHBBTSQSBEET 2.

Haj

ATT/YJ. I l

UNITED PATENT OFFICE.

ELMER M. JONES, 0F ATLANTA, GEORGIA, ASSIGNOR T0 JONES SIGNAL SYSTEIII COMPANY, 0F ATLANTA, GEORGIA, A CORPORATION 0F GEORGIA.

-To all whom it may concern:

Be it known that I, ELMER M. JONES, a

.Iy invention is Well adapted to operate' not only a visible signal along the trackway, but a cab signal in the locomotive, and also to automatically apply the brake under certain conditions.

The invention is hereinafter more fully described by means of diagrams and the essential features of the invention are set4 forth in the claims.

In the drawings, Figures 1 and 2 are diagrams ofthe track equipment, these figures being really portions of the same diagram, Fig. 2 being a continuation at the right hand end of Fig. 1; Fig. 3 is a diagram of a locomotive equipment.

Figs. l and 2 show one complete signal block designated B, and portions of the two adjacent blocks designated A and C. The

blocks are separated by insulation l0 betiveen theV ends of the rails. One rail is designated `T1, andthe other 12. At least one of these railsissseparated at preferably the -mid point by insulation, and both may beso separated. Both are shown as separated in the diagram by the insulation 13. Referring now more particularly` to the block B, there will be seen connecting the tw'o rails, near the tivo ends-of the block, lines passing through batteries 15, which I call the main track batteries, While near' the* midpoint on opposite sides of the insulation 13 are tivo pairs of conductors 16 and 17, connecting the tivo rails with the main magnets or relays T and T2. Each ofthese -relays is therefore normally on a closed circuit, including the two rails and the source of current at the far end of each half block. From-this construction, it will be apparent that wheneyer a vehicle enters a block from spe'ciacation of Letters Patent- Application filed July 14, 190B.

Patented Feb. e, 1915.

Serial No. 507,468.

either end, the corresponding magnet T or T2 Will immediately be denergized by reason of the axles of `the locomotive short-cir` cuiting the main battery 15.

Each of the relay magnets T and T2 op` erates a double contact, indicated by 20, 21. 22 and 23. IThe armature 21 is a terminal. the line 3l leading to a magnet which l de nominate the line relay Lf. From this magnet a line 34 leads to a common return line 35. From this common return a line 36 passes through a battery 37, an armature 38,

to the line 32, which leads back to the armature 22. The contacts 21 and 22 are normally connected by'a conductor a0. Accordingly,`

the line relay L is normally on -a closed circuit, which includes the contacts 21 and 22, the armature 38 of the protecting relay K, hereinafter to be described, and the battery 37. Under normal conditions, accordingly. the line relay L is energized. Similarly the contact 23 is a terminal of the line 33, which leads to the line relay L4, from Which a line i2 leads to the common return and from this return a line 44 leads through the bat` tery 45 to the armature 1G of the protecting relay I, and from this armature, the line 30 leads back to the contact 20, these two

con tacts

20 and 23 being normally connected by the conductor #17. Accordingly, the line relay L4- is also on a normally closed circuit which is openable by either of the armatures 2O 0r23 or 4G. T.

H', appearing-near the right hand end of the block A, indicates a suitable signal controller, and preferably a combined ramp and visible signal standing normally at dan` ger, but adapted to be swung to inactive or safety position by its motor when energized.

'I heiprojecting portion 50 of this particular Signat controller indicates the ramp proper` Which under danger conditions may project into the path of a suitable controlling lever depending from the locomotive. The signal arm 51, preferably in the normal or danger position. projects horizontally from a suit- .able stati', as is Well understood. The operation of the motor 1n this particular controln 1.12am? leads to the armature 56 of the line relay L', and from thence a line 57 leads throu h a battery 58 to the other terminal of t e ramp motor. This motor is accordin ly on a ciil'ruit which may be opened at eit er ot two points and is normally opened at one of4 them. I have described the connections for the circuit controler specifically with reference to the controllerrH, but the same conditions prevail at the'controller H* for the other end ofthe block B, as well as'for the controller H' for tli'` ri ht hand end of the block A, andI the contro ler H, for the` left hand end of the block C.

Each protecting relay (as K', K', K, K) has its terminals connected with the two track rails by two lines 60, this connection being near the end of the block, so that the protecting relay is normally closed on a circuit including these two lines, a portion of thetwo rails, and the adjacent main bat* terv 15.

n one of the rails as 11, on that side of the connection which is opposite to themain batery 15, I provide insulation 61,

andconnect the 'rails around this insulation by.,` |a. bond which includes resistance, these resistance bands in the diagram being desi nated RR, R', lt. The resistanceof eac of these bonds bears such relation to the resistance t the relay magnet that a short` circuit las rails by reason of the locomotive axle or otherwise beyond the bond will not denergize the protecting relay, the resistance being in series withthe axle. After' the axle has crossed the insulation 61, however, and stands between it and the battery 15, theaxle short-circuits the protecting relay without the interposed resistance, and such short-circuit is effective to denerg'ize the prftecting relay.

I will now describe the operation of the variouscircuits, and relays, heretofore referred to. Suppose first, that the track ahead be clear, and that a locomotive, indicated by 70, be on the block A, and running in the right hand direction, or toward the bltck B. While the resistance R' is bctiveen these axles and the protecting relay K', the shunt aroundthe relay thus proiided is ineilective, its the great majority of the current from themain battery 15 is passing through the magnet K. As soon,

however, as the axles cross the insulation. 61l and cut out the resistance, the axles effectively short-circuit the magnet K', which -is thus denergized..

This denergization drops the contact 54, which completes the circuit through the motor of the signal controller H', which at once swings that controller into safety position, ad rising the engineer that he` may pio coed. At the same time, thecontact 46 dropping from the protecting .relay K',

' ceed, the si `proper thereat, wh'ic i norma i danger, from the possibility fof being jmovedl 90` la s L' and lthis magnet L* to drop, opening the line through the motor of the signal controller H, so that it willbe im ossible for that controller Vto be moved rom its .normal danger .position to a safety position should any train approaching from the righthand end of the block C close the other gap in the motor circuit by short circuiting the protecting relay K. Accordingly, at the same time that the locomotive automatically throws the si al controllerl H' to safety position and a lows that locomotive to prol B0 al controller H', beyond the other end o the block, `is automatically revented from moving and locked'v in the dianger position.' The equipment is made.for`

trains running in both directions, and it will l be seen that the o eration is such tha'tfbefore a train enters a ilock, it protects 't'lra'blocltA at the far end by reventin theiignal 1 stands atv to safety. The locomotive' `also throws its own signal controller to safety. Det us now assume `that when a train `'70"is ap-"" proaching the block B, ythat that blc'ckis occupied. -The axles of a lvehicleoccupyd5 ing the right hand portion of the `blo`ck`will` short-circuit the relay T', while'an hinl occupying the left hand ortion wil sho circuit the magnet T'. n either' case, the if two

lines

30, 31, and 32, 33 will beopeneddiloo will denergize the line re''l i thereby opening the circuit o the circuit controller-motors at-thearm tures 56, whereby it will beimpossihle for" These openin the other closure ink the circuit to throw-10K l these controllers to safety.V Accordinglymf Whenever a'block is occupied, -thesignals are necessarilyv at danger: at` each send thereof.

Whenever the train 70 has reachedn the-110"A testing point before entering the block B, viz: when it crosses the insulation 61 at the' resistance bond R', it anytra'in is-onL the i olock C between the resistance bond'l, and

the adjacent endofthebloclc, it willbe im- 115 two trains are approaching the .block B 1'20 ctively, `thol from the blocks A and C respe one which reaches its test polnt R' or Rt' iii-sli, protects the block beyond thefar cndp i and has a free course to enter the block,

,while the other train is protectedhy its; -Signal controllerwrefusing to go to safety.

Assuming that the train on the/block C has reached its resistance 1i", first, It enters the 'block ll, and the other train` is held at the n controllerll.: .Aft soon, however, astthewmo train from the right reaches the resistance it", comparatively near the left hand end of the block B, it tests the signal controller H2, and the same rei-'uses to go to safety by reason of the train on block A. Accordinvly, the nearest which two trains running in opposite directions can get together, is the distance between the signal controllers on opposite sides of the junction of adjacent blocks. 'When trains are running in the same direction, inasmuch whenever a train enters a block, it protects the block behind it, and the rear train cannot approach closer rthan the. distance between the signal controller, and the end of the block. Each signal controller is located such distance fromthe end of the block that a train may be easily brought to a stop between that controller an'l the end of the block. Accordingly, the system provides perfect safety for operating trains whether running in opposite directions or in the same direction. The ramp associated with each signal controller may also operate mechanism on the locomotive to apply the vbrake,-sucli application of the brake beingr'eithen absolute to bring the train to a stop,or' being suchas would bring the train down to a safe maximum speed, for example, to -ve miles an hour.

The mechanism whereby the ramp of each controller described may operate a cab signal and apply the/brake, may be of any suitable form. 'lhe vmechaiiwism is shown herein as operating simply to give a signal within the'cab, it being understood that a similar lever engaging the ramp may actuate the brake 'mechanism 'Ihe visible indicator shown in `Fig. 3, together with the circuit and controlling lever' adapted to coperatc ,with the signal controllers along thejtraclvvay.

The locomotive signal equipment is shown in a simplied form in Fig. 3. There 8O represents a signal arm which is counterweighted at 8l to give it a tendency to assume the horizontal or danger position. The signal may be held at safety or the inclined position shown by a solenoid 82, the movable core S3 of which is linked to the blade. 85 represents a switch member which is adaptedv to be operated by a shoulder 86 on a depending lever 87. AA plunger 88 acted on by :i spring 89 bears against-the lever at two separated points out of alinement with its pivot to give the lever a Atendencv to return to normal position "hen it is displaced in either direction. #When the lower portion of the lever is swung toward the right in this figure, the 'up' 86 engages the end of the switch and moves the switch from contact point 90 to the point- 91. The point 90 is a terminal of the line 92 leading to the solenoid 82. The other line 93 from this solenoid leads via the line 94 to the areto be taken as anv illustration o' any locomotive mechanisma warning that probably ramp. If the Ais no change magnet 95, thence via the line 98 through the battery 99 to the switch lever 85. Accordingly, the normal position of the parts, shown in F ig. 3 leaves the magnet 82 on a closed circuit through the battery 99,'as well as through the key 97 and the magnet 95. The magnet 95, however, Ais so weak that it cannot overcome the air gap between it and the armature 85 and the resistance of the spring 100. On the swinging ofthe lever toward the right, the armature 85 is moved breaking the circuit at 90 and closing it at 91.' rlhis denergizes the magnet 872 and causes the-signal to go to danger, while at the same time the magnet 95 is placed on a short circuit which causes it to hold the armature against the Contact point 91 until this short circuit is relieved by hand, as 1t may be by pressure on the key 97, which opens the circuit and restores the parts to normal position.

The ramps heretofore described, in their danger position stand in the path ofthe de pending lever 87 on the locomotive so that whenever the ramp is in the danger position and the locomotive runs over it the' locomotive signal goes to danger.' Itis to be understood that there may be a similar lever controlling tlre application of the brake. 'When the locomotive runs backwardly over a ramp, the lever 87 simply swings idly toward the left. The ramps so far described are the home ramps or those of the home signal controllers. I also, provide distant ramps to operate the eab signal in advance of the These distant ramps normally home ramps. stand in safety position and are there held by the conditions in the circuit through the line relays. If that circuit is closed the circuit through the ramp mechanism is closed, which holds it at safety. Whenever the line circuit is open this distant ramp circuit is open, allowing the ramp to move to danger. Accordingly, the distant ramp serves to give a cab indication of what the condition at the home ramp will probably be. a If the block is occupied the distant ramp is in position to engage the lever 87 whereby 'the signal blade 80 goes to danger giving the engineer the home ramp will also be against him. have no visible track signal and it dees not operate to apply the brake but simply to warn the engineer,'by means of the cab signal, of what he may expect at the home ramp. If the distant ramp throws his cab signal to danger he proceeds under such control as will allow him to stop at the home distant ramp is at safety there in the eab signal from safety, and the engineer proceeds under' full Speed to the home ramp. Four distant ramos are' shown, D', D2, D3, and D, corresponding to the rest of the equipment indicated by aletter of the same exponent. Each distant ramo lll@ The distant ramp need signal controllers and electric actuating cir;v

lid

tery connected with the rails of each block,

insulation in one of therails, said' connections leading to the rails at pointbetween l5' the `batter ,ll and the insulation, and a resistance bond around such insulation wherebv an approaching locomotive may short cirm cuit such relay only when it reaches a detinite point.

O. The combination in'a locomotive signal system, of a track divided by insulation intoblocks, a main battery near one end of a block connected with the two rails, a track relayconnected with the two rails of the block near its other end, insulation in one ci' the rails between thc traclt relay and battery connections. a resistance bond about such insulation, and a protecting relay connected with the track between the resistance bond and ba..tery,

11. ln a railway signal system, the combination, with a trackway divided into blocks, main batteries near the ends of the blocks connected with the rails, track magnets connected with the rails at intermediate portions o'lE the blocks, line circuits ruimingr from armatures voli/'the track magnets :in each direction, line magnets in such circuits, protecting circuits including a portion of the trackway adjacent to the ends of the blocks. protectingl magnets in such circuits adapted to control the line circuits, movable cuits thereforunder the control both of the line magnets and the protecting magnets, and resistance bonds in the track for determining' the portion of the trackway at which the protecting circuits may be shortcircnited.

l2. l'n an electric signal system, the combination of a trackway divided into blocks, sources of current connected with the rails adjacent the ends of each block, magnets connected with the rails, line circuits extending to' the adjacent blocks and having circuitclosers operated by said magnets..

ramps located along; the trackway adapted to comet with means on a passing vehicle, and motors tor rendering the ramps noneti'ectire controlled under certain conditions by said line circuits.

2.3. in a railway signal system, the cornbination, with track rails, of a battery connccted V,with auch cgnet connected with the battery, instanties. one ot' the rails, and a resistance bond about such inf silation, whereby a vehicle on the track vwill not'short-circuit the magnet when the resistance bond is between the vehicle and battery but willl short-circuit said magnet when the 'vehicle is between the resistance bond and battery.

14. In' a railway signal system, the combination, with track rails, cfa battery conhavin;r track rails. a battery connected'with.

the rails of each block. insulation, in one of the rails' between the ends of each block` a resistance bond about such insulation. a magnet connected with the rails on the side of 'the resistance bond opposite the battery, line circuits lor each block-extending within the adioininfz blocks under the' oontrol of said magnets. micnets in said line circuits` combined-with sianals adiacent to the ends ot the respective blocks. controllers for said signals each comm'isi'nf.y the magnet in a line circuit of the adioinimz block. and a masaet connected with the battery of the sismals own block between the "resist ance bond and the battery.

16. l'n a railway signal system. the combination. with track rails. of a battery connected with such rails. insulation in one of the rails, a resistance bond about such insulation. a signal. and a controller therefor including two magnets one of which is connected with the rails between said' battery and said bond and the other of which is in a circuit from the adioining block.

17. In a railway signal system. the combination. with track rails, ot' a battery conner-ted with such rails. a magnet connected with the battery, insulation in one ot the rails, a resistance bond about such insniation, a signal,'a'local circuit therefor having two possible onenings in series. the said non, combined with signals and controlling magnets haying circuits-1conneeted mmm. i.

maar?? withytherailsbetween the bond and said way, e resistance bond in series with the signal controlling device, and a second signal controlling device connected `with the trackway between the bond and said source of current. Y

20.1' In an electric signal system, the combination ,with the rails of a trackway, a source'jof current connected with each of said rails, a signal controlling device connected with said rails, a resistance bond between the signal controlling device and the source of current, and a second signal controlling relay connected with the rails betweenthe bond andsaid source of current.

21. In an electric signal system, the combination with the rails of a trackway, of a source of currentconnected to said rails, a signal controlling device confiected with the rails, an electricgap in one of the rails between said circuit and the source of current, a resistance bond bridging the gap, and a sectuid` circuit connected to the rails between the resistance bond and the source of current whereby said second circuit may be short cireuitedby a vehicle only ata definite portioiiofA the truckway. y

j 22. Iii an electric signal system, the com- Abination of aV section of a trackway, asource of current connected with the rails of the traclgiivay neurone end vof the section and a magnet having an armature, connected with tlie 'i'a`ils, a signal circuit normally closed by the armature of `said magnet a resistance bond in one of the rails between the source of current and said magnet adapted to allow sufficient current to pass through said magnet to hold'its armature in position to close the circuit, a second magnet connected with the rails between the resistance bond and the source of current having an armature, and a signal circuit normally closed by said armature.

23. In an electric signalsystem, the combination with a conductor extending along the trackway, of a source of current connected with the conductor, a ap in the conductor, a resistance bond bri ging said gap, -andoI signal connected with the conductor and `adapted to be actuated only when a vehicle is between the bond and the source Of Current'. j

24. In anelectric signal system, the combinati of e 4ccmductor extending along the path o `moving vehicles, a source of current connected with seid conductor, a gap in said conductor, a resistance bond bridging said gap, a signal under 'the control o current passing through said bond,a signal connected with the conductor between the source of current and the bond, and means whereby a vehicle may actuate said signals by vcontacting with the conductor, said second named signal being actuated only when 'the vehicle is between the resistance bond and the source of current. In testimony whereof, I hereunto aiiix my signature in the presence of two witnesses.

, Ernten M. JONES.

Witnesses Ro'r. PA'rrnnsoN, JOHN C. BA'rrLE.