US1206955A - Railway-signaling. - Google Patents

Description

H. A. WALLACE.

RAILWAY SIGNALING.

APPLICATION FILED MAR. 4, I912.

1,296,955. Pamnted Dec. 5,1916.

U (Q a wrmzssas MENTOR QJfiWg d? D STATES PATENT OFFICE.

HERBERT A. WALLACE, OF NEW YORK, N. Y., ASSIGNOR TO THE UNION SWITCH &

SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENN- SYLVANIA.

RAILWAY-SIGNALING.

Specification of Letters Patent.

Patented Dec. 5, 1916.

To all whom it may concern:

Be it known that I, HERBERT A. WALLACE, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Railway Signaling, of which the following is a specification.

My invention relates to signaling for single track over which traflic moves in both directions. It is particularly adapted for signaling of stretches of singletrack between passing sidings, although it 1s not limited to this particular adaptation.

I will describe one form of railway signaling system embodying my invention, and then point out the novel features thereof 1n claims.

The accompanying drawing is a diagrammatic view showing a stretch of track pro vided with one form of signaling system embodying my invention.

Referringto the drawing, A is a stretch of single track between two passing sidings B and C. r

P is a preliminary section extending from one end of stretch A. The stretch A is provided with signaling devices adjacent each siding for governing trafiic into and through the stretch in opposite directions.

Each signalin device is adapted to lndicate danger, caution and clear. As here shown each signaling device comprises a semaphore S or S and an auxiliary signal L- or L, the auxiliary signals as here shown being electric lamps. It is understood that each semaphore is also provided with a light in the usual manner for mght indications.

The stretch A is provided with a plurality of track relays arranged to be operated successively by the passagerof a car or train through the stretch; as here shown I accomplish this by providing for the stretch two track circuits a and a each of which comprises a source of signaling current and a track relay T or T. These track circuits are separated in any desired way; as here shown they arev separated by insulations w in the track rails. The sources of signaling current for the track cicuits a, a are here shown as being secondary windings 11 and 12 of a transformer U whose primary is connected with signaling mains M to which alternating signaling current is supplied from a suitable source such as a generator G. The transformer U is also provided with a third secondary winding 10 for purposes hereinafter explained. The preliminary section P is also provided with a track circuit comprising a track relay T and a secondary winding 14 of a transformer U, constituting the source of signaling current, whose primary is also connected with the mains M. The limits of this track circuit are also determined'by insulations. Transformer U also comprises an extra secondary winding 13 for purposes hereinafter explained.

Semaphore S is controlled by a circuit as follows.from secondary 13 through wires 15, 16 and 17, armature contact of relay T,

wire 18, armature contact of relay T wire 19, armature contact of relay T, wire 20, semaphore S, common wire 0 to secondary 13. It will be noted that this circuit is controlled by both track relays of stretch A and by the track relay of the preliminary section P.

Semaphore S is controlled by a circuit as follows.from secondary 10 through wires 21 and 24, front armature contact of relay T, wire 22, armature contact, of relay T; wire 23, semaphore S, common wire 0 to secondary 10. It will be noted that this circuit is controlled by both track relays of stretch A.

Operatively connected with semaphore S are three circuit controllers 25, 26 and 27; and operatively connected with semaphore S are three circuit controllers 28, 29 and 30. Circuit controllers 25 and 28 are each closed when the semaphore is in clear position and open when the semaphore is in danger position; circuit controllers 26 and 29 are each closed only when the semaphore is in clear position; and circuit controllers 27 and 30 are each closed only when the semaphore is in danger position.

In the arrangement of control here shown, lamps L and L are both illuminated when the adjacent semaphore is in clear position. The circuit for lamp L at this time is from secondary 10 through wires 21 and 31, circuit controller 26, wires 32 and 33, lamp L, common wire 0 to seondary 10. Similarly the circuit for lamp L is from secondary 13 through wires 15, 16 and 34:, circuit controller 29, wire 35, lamp L, common wire 0 to secondary 13.

stretch A from the West end.

a. I me For each lamp L and L I provide'a signal relay H and H. Each of these relays is normally open, train enters the stretch A from either end the signal relay at that end becomes closed and is held closed during the passage of such car or train through the entire stretch. To accomplish this I provide each signal relay With an energizing circuit and a holding circuit. The energizing circuit for each signal relay includes a back contact of the track relay adjacent the signal and circuit controller 25 or 28, so that as a car or train enters the stretch, it closes the signal relay at the entering end during the interval between the opening of the first track relay and the opening of circuit controller 25 orv 28. The holding circuit comprises an arma. ture contact of the signal relay itself and circuit controller 27 or 30; I

The energizing circuit for relay H is from secondary 10 through Wires 21- and 24k, back contact of armature of relay T, Wire 36, re lay H, Wire 37, circuit controller 25, common wire 0 to secondary 10. After relay H closes and circuit controller 25 opens, and While track relay T is still open, the holding circuit is from Wires 21 and 2a through, armature of relay T, Wire 36, relay H, Wire &0, armature contact of relay P, to common Wire 0. The back contact of track relay T is shunted by circuit controller 27 through wires 31 and 42, so that after track relay T closes and While semaphore S remains at danger the holding circuit of relay H re mains closed and this relay is therefore held closed. The circuit for lamp L controlled by relay H is from wire 21 through Wire a3, armature contact of relay H, Wire let, armature contact of relay T, Wires elf) and 33, lamp L to common Wire 0.

The energizing circuit for signal relay H is from Wire 15 through Wire 17, back contact of relay T, Wire 38, relay H, Wire 39, circuit controller 28, to common Wire 0. The holding circuit While relay T is open is from Wire 17through back contact of relay T, Wire 38, relay H, Wire 4:1, contact of relay H, to common Wire 0. Circuit controller 30 is in shunt to the back contact of relay T. The circuit of lamp L con-' trolled. by relay H is from Wire 15 through wire 4L6, contact of relay H, Wire -17, contact of relay T, Wires 4L9 and 35, lamp L to common ire O.

The operation of the system as fol*' lOWS :'Assume that a car or train enters the The opening of track relay T opens the circuit of semaphore S, thereby causing this semaphore to move to'danger position. This movement of semaphoe S opens the circuit of lamp L at circuit controller 29, thereby extinguishing that lamp. :Theopening of track relay T also opens the circuit of semabut When a car or.

" and this relay therefore closes.

W rich-normally energizes lamp L atcircuit controllerv 26 when semaphore S 'leaves the clear position, and the circuit for lamp L which is controlled by relay H. isopen att'rack relay T, hence this lamp is extinguished. After the entire car or train leaves-t ack circuit a track relay T closes, thereby closing the circuit for lamp L through the contacts of signal relay H and track relay T so that lamp L becomes illuminated. As the car or train passes into track circuit a, track relay T opens, but relay H does not close for the reason that i-tsenergizing circuit is open at circuit controller. 28. Hence, after the car or train leaves track circuit a and during its passage through the remainder of the stretch A lamp Z is illuminated, indicating to succeeding eastbound cars or trains that they may follow through stretch A- under caution. As the car or train proceeds into the preliminary section P, semaphore S continues to indicate danger, its circuit being held open by track relay T and lamp L continues to be illuminated. After the entire car or train has left track circuit a and passed into preliminary sectionP, the circuit for semaphore S becomes again closed, this semaphore moves to clear position, and lamp L becomes illuminated. After the entire car or train passes out of preliminary section P the circuit for semaphore S becomes closed and this semaphore moves to the clear position opening the holding circuit of relay '1 at circuit controller 27. Relay H then opens and lamp L is illuminated by reason ofits circuit being closed at circuit controller 26. The apparatus and circuits are then again in the conditions shown in the drawing.

Assume that a car or train enterspreliminary section P from the east; The opening of'track relay T opens the circuit of semaphore S which therefore moves to danger position, thereby opening circuit controller 26 and extinguishing lamp L. As the car or train enters the stretch A, it opens track relay T. thereby causing semaphore S to move to danger: position, which extinguishes lamp L by opening circuit controller 29. During the interval between the opening of relay T and the opening of circuit controller 28 signal relay H is closed but lamp L does not become illuminated because its circuit is open at track relay T. After the entire car or train leaves track circuit a, track relay T closes thereby closing thecircuit of lamp L contacts of relay H and relay T so that this through the iso lamp then becomes illuminated, thereby indicating to succeeding west-bound cars or trains that they may follow through the stretch A under caution. VVhile the car or train is in track circuit a it holds track relay T open thereby holding open the circuit of S. As the entire car or train leaves the stretch A the circuit for semaphore S is closed and this semaphore moves to clear position thereby opening the circuit of relay H at circuit controller 30. The movement of semaphore S to clear position closes circuit controller 29 thereby illuminating lamp L. The closing of track relay T also causes semaphore S to move to clear position and lamp L to become illuminated as heretofore explained. The apparatus and circuits are then again in the conditions shown in the drawing.

In the actual, operation of the system shown in the drawing, when a west-bound car or train proceeds through the preliminary section P and approaches the siding C, if the driver finds that the signaling device at this siding indicates either clear or caution he will continue on the main track, it being unnecessary to enter siding C. If, however, the driver finds that this signaling device indicates danger, he will enter the siding C and there wait until the car or train which occupies stretch A passes by.

If then the signaling device indicates,

clear, the car or train which is in the siding may enter the stretch A. The operation as to an east-bound car or train approaching siding B is exactly the same.

Although in the arrangement here shown both semaphores are normally in clear position and both lamps are normally illuminated, it is understood that this arrangement is merely illustrative, and that several other arrangements of indication may equally well be employed.

Although I have herein shown and described only one form and arrangement of apparatus and circuits embodying my invention, it is understood that various changes and modifications may be made therein within .the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is 1. In combination, a stretch of railway track, a signaling device adjacent one end of the stretch which device comprises a semaphore and an auxiliary signal, a circuit controller operatively connected with the semaphore and arranged to be closed when the semaphore is in clear position and open when the semaphore is in danger position, a second circuit controller operatively connected with the semaphore and closed only when the semaphore is in danger position, a track relay connected with the stretch and normally closed but opened by the presence of a car or train on the stretch adjacent the said end, a circuit for the semaphore which circuit is controlled by the said track relay, a signal relay for the control of the auxiliary signal, an energizing circuit for said signal relay which includes a back contact of the track relay and the first named circuit controller whereby when a car or train enters the stretch from the said end the signal relay is closed during the interval between the opening of the track relay and the opening of the first named circuit controller, and a holding circuit for the said signal relay including a front contact of the signal relay and the second named circuit controller.

2. In combination, a stretch of railway track, a signaling device adjacent one end of the stretch which device comprises a semaphore and an auxiliary signal, a circuit controller operatively connected with the semaphore and arranged to be closed when the semaphore is in clear position and open when the semaphore is in danger position, a second circuit controller operatively connected with the semaphore and closed only when the semaphore is in danger position, a track relay connected with the stretch and normally closed but opened by the presence of a car or train on the stretch adjacent the said end, a circuit for the semaphore which circuit is controlled by the said track relay, means controlled by the entrance of a car or train upon the stretch from the opposite end for opening the semaphore circuit before the car or train reaches the point at which it opens the said track relay, a signal relay for the control of the auxiliary signal, an energizing circuit for said signal relay which includes a back contact of the track relay and the first named circuit controller whereby when a car or train enters the stretch from the end at which the signaling device is located the signal relay is closed during the interval between the opening of the track relay and the opening of the first named circuit controller, and a holding circuit for the signal relay including a front contact of the signal relay and the second named circuit controller.

3. In combination, a stretch of railway track, a signaling device adjacent one end of the stretch which device comprises a semaphore and an auxiliary signal, a circuit con troller operatively connected with the semaphore and arranged to be closed when the semaphore is in clear position and open when the semaphore is in danger position, a second circuit controller operatively connected with the semaphore and closed only when the semaphore is in danger position, a plurality of track relays connected with the stretch and arranged to be operated successively during the passage of a car or train through the stretch, a circuit for the semaphore which circuit is controlled by each 01' the said track relays, a signal relay for the control of the auxiliary signal, an energizing circuit for said signal relay which includes a back contact of the track relay adjacent the signaling device and the first mentioned circuit controller whereby when a car or train enters the stretch from the said end the signal relay is closed during the interval between the opening of the first track relay and the first named circuit controller, and whereby when a car or train enters the Copies of "this patent may be obtained for five cents each, by addressing the stretch from the opposite end and passes Commissioner of Patents,

Washington, D. 0.

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