US1174229A - Railway signaling system. - Google Patents

Railway signaling system. Download PDF

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US1174229A
US1174229A US49466509A US1909494665A US1174229A US 1174229 A US1174229 A US 1174229A US 49466509 A US49466509 A US 49466509A US 1909494665 A US1909494665 A US 1909494665A US 1174229 A US1174229 A US 1174229A
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coil
current
switch
armature
relay
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US49466509A
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Clarence W Coleman
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Hall Switch & Signal Co
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Hall Switch & Signal Co
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Priority claimed from US602911A external-priority patent/US1174230A/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B61L23/08Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only
    • B61L23/14Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only automatically operated
    • B61L23/16Track circuits specially adapted for section blocking
    • B61L23/166Track circuits specially adapted for section blocking using alternating current

Description

C. W. COLEMAN.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAY 7, 1909.

Patented Mar. 7,1916.

3 SHEETSSHEETI $31376} awe-91 101 C. W. COLEMAN.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAY 7, 1909.

Patented Mar. 7,1916.

3 SHEETS-SHEET 2.

C. W. COLEMAN.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAY 7, 1909.

3 SHEETSSHEET 3.

wi tweo o c o 1474,2239. Patented Mar. 7,1916.

I STATES PATENT OFFICE.

I CLARENCE w. COLEMAN, or WESTFIELD, NEW JERSEY, assreuon, BY MESNE ASSIGN- "MEETS; T HALL SWITCH & SIGNAL COMPANY, or new YORK, N. Y., A oonronanon or MAINE.

RAILWAY SIGNALING SYSTEM.

. To a2; whom it concern Be" it known that I, CLARENCE W. COLE- MAN, a citizen of the United States, and a -'resident of \Vestfield, Union county, New

5. J ersey, have inventedcertain new and useful Improvements in Railway Signaling Systems, of which the following i s a sp eci fi; cation;

My invention relates to railway signaling systems of'that type in which a pulsating or alternating currentis used for controlling the signals;

",The object of the invention is to provide a railway signaling system in which the sig- 5- nals are. controlled by selective relays of the vibratory reed type.

My invention isshownin-eenneetionmith an alternating current signalingsystein for electric traction roads, the system being of that type in which the rails are electrically continuous, with the block limits determined cross bonds of negligible impedance between the rails. WVhile rhave'shovvnmy invention as applied to this system, it is ch vious that it may be used in connection with ,other types of alternating current signaling certain other alternating current signalins systems, in which two or more currents idiifering in character are connected to a trackwith which the relays are operatively connected, it is necessar to provide selective .relays, each of which will only be responsive to the current by which it is intended to be operated. ,F or use in both of these systems, it has been proposed to utilize the well lmownf gziotor types of relay, each having a coil oni one member connected to the track and a coil onf the other member connected to the signaling source intended to control the relay; but such relays are not onlyexpensive to construct. but have two coils which are subiect to the leakage of foreign currents.

In railway block signaling systems, the

Specification of Letters Patent.

Patented Mar. *7, 1916.

Application filed May 7, 1909. Serial No. 494,665.

blocks are usually of considerable length,

and since the signaling circuit along the rails of the block is twice the length of the block, the impedance of the iron rails, which ncreases with the frequency of thealternating signaling current, is so high that it re quires a relatively high voltage across the rails; winch is-vee a detrimental, due to the loss of current from leakage, at. It is necessary to have the propulsion current and the signaling current of different frequences so that they will not interfere one With'the other; but it is desirable to have only such difference between the frequences as will insure the non-interference of the two cur-- ing selective vibratory relays unless signal-- ung currents were employed of a higher frequency than is necessary to insure the non-- interference of the propulsion current with the signaling system; but by my invention, I am enabled to utilize a signaling current of much lower frequency without danger of the relay contacts being momentarily opened between current pulsations, which would result in a momentary false signal.

My invention involves the provision of a. relay so constructed that it will be actuated to maintain its circuit closed when, and only when, the current in its coil is of a, definite frequency. The relay may have but a single winding which may be connected directly across the track or to the secondary of a. relay transformer, but in either case the selective action is not dependent upon any apparatus external to the relay itself. Specifically I provide as the armature of the relay a vibratory permanentlv magnetized reed which will be caused to vibrate by the fieldmagnet of'the relay only when the field is energized by a current of a frequency corresponding substantially to the natural-period of vibration of the reed, and I cause the continued vibration of the reed to maintain the closure of a circuit which is independent of the reed. This is effected by causing the contact actuated by the reed to be slug ish in its movement, as by being connected to a dash-pot. Thus I obtain the selective action of such a vibratory reed armature'without vided with a longitudinally adjustable screw comp anying the be understood by the following on, taken in connection with the accompanying drawings, in which Figure 1 is a side elevation of my preferred form of the relay. Fig. 2 is a plan view of the same. Fig. 3 is a side elevation of a modification. Fig. 1 is a plan view of the same; and Fig.5 shows diagrammatically a signaling system embodying my invention.

Referring to the drawings, Fig. 1, 1 is a relay coil having a soft iron core 2, pref. erably secured toone end of a base plate in the form of a permanent magnet which 1s provided with standards 4 and 5 at each end forming part ofthe magnetic circuit. Upon the standard 4: is secured a projection 6, having a bifurcated vertical shoulder 7 pro- 8', adjusted by means of a nut 9. A vibrav .tory armature 10, in the form of a steel reed,

ta chably secured at its rear end to the screw 8, so that the armature may be moved back i and forth over the core of the magnet by macompletes the magnetic circuit and is denipulating nut 9.

The standard 4 preferably has its top surface cored out, as shown, toprovide shoulders 11 and 12, upon which thf armature 10 [1*'ests. ,QThejupper surface of these shoulders I s'hould'be substantially in the same horizon- 3'5 ,tal plane with the center of the screw 8, so

'that the armature will rest easily upon both.

i The standard 1 'is-providedwith the cored 1 out cap plate 513", having offset-shoulders justable contact 18, which is mounted in a block of insulating material secured to a vertical extension of the standard The switch 14: and arms 15 and 16 are also secured to a block of insulating material,

whichis pro'vided'with a pivot pin ournaledin the cupped ends of two adjustable screws, as shown. y 1

The extremity of arm '15 is preferably provided with a tip to receive the impulses from armature 10, while the outer end of arm 16 is pivotally connected with one ele-' ment of a dash-pot 17, the other element of which is secured to a projection from the base-plate. The dash-pot is filled with a' liquid; preferably alcohol, and. is for the purpose of retarding the movements of switch 14, so that its movements will be too sluggish to allow it to make and break c0n-.

circuit with I of armature 10. After the armature has tact in unison with armature 10, as a result of which the switch will be held 1n engage. ment with contact 18 during the vibrations been adjusted by the nut 9 to its supposed proper length, it is gripped tightly upon the shoulders12 and 13 by screwing down the cap plate, and the coill is energized. If

the natural period of vibration of the armature, as adjusted,'is in resonance with the period of magnetic vibration set up in the coil, that is, if the natural number of vibrations'fper-unit of timeof the armature be the same as the number of cycles per unit of time. of the, current in the coil, then the armature will i-espond to the sO-call'jd ma v 121};

netic vibrations set up by the coil, ma -win vibrate back and forth in unison withthe re-v versals of current inthe coil, thus giving a continuous rain of hammer blows upon the end of lever 15, forcing the switch 11in engagement with contact 18'to.close the signal circuit. The switch is held in its closed position bythe dash pot17, which checks the vibrations of the switch member so as to prevent any possibility of the switch vibrating in unison with the armature 10.

If the length of the armature-is such that its own periodof vibration is substantially different fronl the magnetic vibration set up in the coil,'then the armature will be unable to vibrate with suflicient amplitude to impinge upon the end oflever 15 to close the signal circuit, in which-case the cap plate 13 is loosened upand the armature readjusted; after which the cap plate is again tightened up, and so on until the proper adjustment is secured.

In Fig. 3, I have shown a modified form of relay, in which two vibratory armatures are utilized for operating the switch ld, one being mounted at each end of the permanently magnetized base-plate. These vibrating armatures being secured to opposite poles of the permanent magnet; are oppositely polarized, that is, the north pole of, one and the south pole of the other are situated over the relay core, so that for each complete magn'etic cycle in the core,the

switch 1% will receive two blows,'one from each armature, while with the single vibra: tory armature the switch receives butoneblow for each magnetic cyclein the core. The operation and adjustment of this relay is the same as that shown in Fig. 3, the only dilference in the relays being in the relative position of 'theparts to accommodate the second vibratingarmaturek" The standards #1 for carrying the vibrating arms, as shown in'Fig. 3, are mounted at the ends of the permanently magnetized base-plate, and secure'cl'to the same plate adjacent to one of the standards is an upright. 19, upon which is pivoted the switch 14, and at the upper end of which is secured the insulated contact 18. A second upright 20 is secured to the base-plate adjacent to the other standard and its upper end carries one member of the daslrpot 17. In this relay it will be seen that the core 2 is mounted at the. center of the permanent magnet and that the standards 4, uprights 19, operating lever 15 and vibrating armatures, complete the magnetic circuit. One advantage: of the two oppositely polarized vibrating armaturcs over the sin gle armature is that the period between blows upon switch 14- is reduced by half, since the blows are alternately struck by the two armatures, giving a more continuous action and thus preventing switch'14 from vibrating with either of them to make and break its circuit. M v I Another advantage iii 'the use of two armatures is that the. switch will be held. closed by the vibrations of one, should the other become broken or otherwise thrown out of order.

In Fig. 5 I have shown the relay as applied to a signaling system, in which 21 represents a track with electrically continuous rails, the block limits of which are determined by the cross bonds 22. Each block is supplied with alternating current by means of a transformer 23, the secondaries.

of which are connected across the rails; and atthe extremities of each block there is provided a coil 24: in inductive relation to the track circuit for supplying current to the relay 1. At the entrance of each block is a signal 25, having its operating motor in a local block circuit, which is providedlat each end of the block with one of the relay operated switches 14.

The operation of the system, as shown, is

i as follows: When the block is empty, each track circuit, including the block rails and two adjacent cross bonds, is normally energized through its transformer .13, which circuit supplies an alternating current to the relay 1 of the same frequency which is supplied by the transformer tothe track circuit. The armatures 10 of each relay being ad 'justed to vibrate synchronism with the vibrations set up in the relay coil, the switches 14 at the ends of the respective local circuits will be held closed as long as the blocksare empty, and thesignals will be held at safety. When a car enters a block (say at B the cross bond and rails at the entrance of the block are shunted out of the track circuit by the car axles, so that relay 1, at the entrance of the block, is de'e'nergized, allowing switch 14: to open, thus deenergizing the circuit 26 and allowing sig- At some};

nal 25 to gravitate to danger. point after. the car passes out of the first half of the'block, and t0 the right of transfibrmer 23,.the track circuit, including the and cross bond of the first half of the signal will remain at danger until'the rear truck of the car has passed out of the block and beyond the cross bond at the exit end, when the relay at this end will also be energized, closing circuit 26 'to clear thesignal It isobvious to those skilled in the art that various changes may be made in my invention without departing from the spirit of the same, and all such changes are intended to be covered by the following claims.

What I claim as new and desire to secure by Letters Patent, is:

1. in a railway signaling system, a cir cuit, a source of pulsating current supplying the same, a relay coil operatively related to said circuit, switch operating mechanism under the control of said coil constructed to respond only to a current in said coil of substantially the frequency of said source, and a switch actuated by said mechanism.

2. In a railway signaling system, a cir cuit, a source of pulsating current supplying the same, a relay coil operatively related to said circuit, an armature adjacent to said coil, and arelay switch actuated by said armature, said armature and switch being constructed to operatively respond oulygto current in said coil of a substantially pre determined frequency.

3. In a railway signaling system, a track circuit, a source of pulsating current supplying the same, a relay coil operatively related to said. track circuit, an armature adjacent to said coilronstructed to be operatively actuated only by a current in said coil of substantially the frequency of said source, and arelay switch mechanically opcrated. by said armature.

l. In a railway signaling system, a track circuit, a source of pulsating current supplying the same, a relay coil operatively re lated to said track circuit, a polarized armature adjacent to said coil constructed to be vibratory in synchronism with the current of said coil, and a relay switch actuated by the vibrations of said armature.

5; In a railway signaling system, the combination of a circuit, a switch member for controlling said circuit. a source of pulsating current, a relay coil operatively related to the same, and switch operating mecha nism for moving the switch. member by the force of a series of impulses and constructed to effectively actuate said ,switch only in response to a current in said coil of a substantially predetermined frequency.

6. In arailway signal'ng system, the combination of a source'of pulsating current, a

relay coil operatively related to the same, -means constructed to respond only to a current in said coil of a substantially predetermined frequency, and a switch member op- "erated the force of a series of impulses from said means and constructed to remaln' -1n-;a definite positlon during such mpulses.

7."In a' railway signaling system,- a circuit, asource. of pulsating current supplying tlie s'me, a relay coil operatively re-" "lated to said circuit, a core for said coil, a

permanent magnet, and switch operating gmechanlsm secured to'sald magnet and op- ,eratwely related to said core, constructed 'to'respond only. to a current in said coil of substantially the frequency of said source. 8-. In a railway signaling system, the combination of a circuit, a switch member for controlling said circuit, a source of pulsating current, a relay coil operatively related to the same, and switch operating mecha- "l nis m acting upon said switch and construct to effectuallyactuate said switch memher only in response to a current in said coil of a substantially predetermined frerquency.

, 9. In a railway signaling system, the combination of 'a circuit, a switch member for controlling-said circuit, a source of pulsating current, a relay coil operatively related to the same, and a polarized vibrating armature for said coil cooperatively related to said switch member to operate the same by for controlling said circuit, a source of put. I 40 a; series of blows and'constructed to operatively respond only to a current in said coil ,ofa substantially predetermined frequency.

a 10. In a railway signalingsystem, the combination of a circuit, a switch member sating current, a relay coil operatively related to the same, and a polarized vibrating armature for said coil cooperating with said switch-member andhaving a period of vibration substantially the same as the magnetic vibration set up by the coil and substantially differentfrom the period of vibration of said switch member.

11. In a railway signaling system, a circuit, a source of pulsating current supplying the same, a relay coil operatively related to said circuit, relay switch mechanism under the control ofsaid coil and constructed to respond only to a current in said coil ofsub'stantia-lly the frequency of said source,

a switch positively operated by said mechanism, and means for adjusting said switch mechanism.

12. In a railway signaling system, track 1 circuits, sources of pulsating current supplying the same, signals'and actuating mechanisms therefor, local. circuits controlling said actuating mechanisms, electromagnetic switches in said circuits, each comprising a switchactuatin-g coil operatively related to a track circuit, and switch mechanism adj acent to saidcoil constructed to respond only to a current in said coil of substantially the frequency of said sources.

13. In a railway signaling system, track circuits, sources of pulsating current supplying the same, signals and actuating mechanisms therefor, local circuits controlling said actuating mechanisms, electromagnetic switches in said circuits each comprismg a 0011 operatively related to a track circuit, an armature adjacent to sald coil, and

a relay switch mechanically operated by means of said armature, said armature and switch being constructedto operatlvely respond only to a current in said coilof a sub:.

stantially predetermined frequency.

-14. In a railway signaling system,=track circuits, sources of pulsating current supplying the same, signals and actuating mechanisms therefor, local circuits controlling said actuating mechanisms, electroma net-ic switches insaid circuits each comprising a coil operatively related to a track cir cuit, a vibratory polarized armature adjacent to said coil, and a switch actuated by the vibrations of said armature.

15. In a railway signaling system, track circuits, sources of pulsating current supplying the same, signals and actuating mechanisms therefor, local circuits controlling said actuating mechanisms, electromagnetic.

switches in said circuits each comprising-a coil operatively related to a track circuit, a polarized armature constructed to be vibratory in synchronism with the current of said source and adjacent to said coil, and a switch actuated by the vibrations of said armature.

16. In a railway signaling system, a. track circuit,a source of pulsating current supplying the same, a relay coil operatively related to the track circuit, a vibratory armature adjacent to said coil and a relay switch adjacent to said armature and adapted to be actuated by the movements of the armature but having a different character of movement, said armature being constructed and arranged to be effectively moved responsively only to currents 'in said coil of subhaving-a free vibration substantially in synchronism with the current of said source and an independently mounted relay switch member adjacent to said armature.

masses 19. In a railway signaling system, a track circuit, a SOUI'GQOIE pulsating current sup plying the same, .ai-relayl coil. operatively related to the track circuit, a polarized arma ture having a freevibration substantially in synchronism with the current of said source, a relay switch member adapted. to be moved by the vibration of said armature, and means 'fordampening the movement of said switch member.

2-20. In a railway slgnaling system, a track circuit, a source of pulsating .current'supplymgthe same, a relay coil operatively related towth'e track circuit, a polarized armature having a free ibration substantially in synchronism withthe current of said source,

a relay-switch member in the line of move- Yment of said armature and a dash-pot for same, and a plurality of oppositely polarized holding saidswitch member in a definite po- 21. In a railway signaling system, the combination of a source of pulsating current, a relay coil-cooperatively related to the .sition While said. coil is energized.

yibrating armatures for said coil constructed to operatively respond only to a current in said coil of a substantially predetermined frequency, and'a'switch controlled by said armatures.

22. In a railway signaling system, the

,combination of a source of pulsating current, a relaycoilcotiperatively related to the same, anda pluralityof oppositely polarized vibrating armatures for said coil constructed tooperati-vely respond only to a current in said coil of asubstantially predetermined frequency, and a switch member mechani callyop'erated'by the. vibrations of said armatures.

23. In a railway signaling system, the

combination of asource of pulsating current, a relay coil coiiperatiyely related to the a same, and a plurality ofoppositely polarized vibrating armatures for said coil construct ed to operatively respond only to a current insaid coil of a substantially predetermined frequency, and a switch member adjacent said armatures arranged to be moved to a given position and there maintained by the turea, fl V M H p a 24. In a railway slgnalmg system, the

force of a seriesof impulses from said armacombination of a circuit, asource of pul'sating current, a relay coil connected to the same, a switch member hav ng a comparatively slow period ofvibration, apolarized vibrating armature for said 0011 cooper atively related to said switch member and having a substantially (llfiGTEIlt-PQIJOd of a polarized vibrating armature adjacent said coil, means for supporting the armature, means for varying the operative length out said armature, and means for clamping the armature to its support at a plurality of points along its length.

26. In a block signal system, a source of alternating current connected to the track rails, a truck relay comprising a winding supplied with current. from said source through the track rails and a vibrating polarizedmagnetic member disposed in the magnetic field produced by current in said winding and tuned to a natural period of vibration corresponding to the frequency of the current normally delivered by said source, and a signal controlled by the vibration of said member..

27. In a" block signal system, a source of alternating current connected to the track rails, a track relay comprising a winding supplied with current from said source through the track rails and a vibrating polarized magnetic member disposed in the magnetic field produced by current in said winding and tuned to a natural period of vibration corresponding to the frequency of the current normally delivered by said source, contacts actuated by the vibration of said member, and a signal controlled by said contacts.

28. in a block signal system, a source of alternating current connected to the track rails, a. tr'ackrelay comprisinga winding supplied with current from said source through the track rails and a member adapted to bevibrated by an alternating current in said winding and tuned to a natural period of vibration corresponding to the frequency of the current normally delivered by said source, and a signal controlled bythe vibration of said member.

In testimony whereof, have signed my name to this specification, 1n the presence of two subscribing witnesses. v

CLARENCE COLEMAN. Witnesses:

EDWIN Susan, SAMUEL M. WARD, Jr.

US49466509A 1909-05-07 1909-05-07 Railway signaling system. Expired - Lifetime US1174229A (en)

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US49466509A US1174229A (en) 1909-05-07 1909-05-07 Railway signaling system.
US602911A US1174230A (en) 1909-05-07 1911-01-16 Relay.

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2730592A (en) * 1951-02-10 1956-01-10 Westinghouse Air Brake Co Code following relay with frequency decoding contacts
US2918548A (en) * 1956-12-21 1959-12-22 Olin Mathieson Control device
US3134868A (en) * 1961-10-09 1964-05-26 Bell Telephone Labor Inc Multiple contact arrangement with force transmitting mechanical connector

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2730592A (en) * 1951-02-10 1956-01-10 Westinghouse Air Brake Co Code following relay with frequency decoding contacts
US2918548A (en) * 1956-12-21 1959-12-22 Olin Mathieson Control device
US3134868A (en) * 1961-10-09 1964-05-26 Bell Telephone Labor Inc Multiple contact arrangement with force transmitting mechanical connector

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