US1211140A - Railway signaling. - Google Patents

Description

H. W. GRIFFIN- RAlLWAY SIGNALING. APPLICATION men mull. 1913.

1.21 1 ,140. Patented Jan. 2, 1917.

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H. W. GRIFFIN.

RAILWAY SIGNALING. APPLICATIONIHLED JAN. 27. 1913.

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H. W. GRIFFIN.

RAILWAY SIGNALING. APPLICATION FILED JAN. 27. ms.

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1,21 1,140. Patented Jan. 2, 1917.

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L EL A N m EL 0 t5 E N Q N ||i} O v 3 m Mg 1 K D N \1 m Q: s 21' Q wrmzsszs N INVENTOR ETNFEEE STATES FATENT @FFEQE HENRY W. GRIFFIN, OF NEW YORK, N. Y., ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPOBATIGN OF PENNSYLVANIA.

RAILWAY SIGNALING.

Application filed January 27, 1913.

To all whom it may concern:

is it known that I, HENRY W. GRIFFIN, 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 railway signaling and is particularly adapted for signaling on stretches of single track over which traffic moves in both directions.

I will describe several forms of railway signaling embodying my invention and will then point out the novel features thereof in claims.

In the accompanying drawings, Figure 1 is a diagrammatic view showing a stretch of track having applied thereto one arrangement of apparatus and circuits embodying my invention. Figs. 2, 3, 4t and 5 are views similar to Fig. 1 but showing modifications of the apparatus and circuits shown in Fig. 1.

Similar reference characters refer to similar parts in each of the several views.

Referring first to Fig. 1, A designates the tracl; rails of a stretch of railway track over which traffic moves in both directions. he track rails of the stretch A. are electrically separated from the adjoining track rails by insulations 27. The stretch A is provided with a track circuit comprising the track rails, a source of current connected with the track rails adjacent the middle point of the stretch and two track relays it and R connected with the track rails adjacent the ends of the stretch. As here shown the source of current is a transformer T whose secondary is connected with the track rails and whose primary is connected with a suitable source of alternating signaling current, not shown. Inasmuch as the signaling current is alternating, the track relays, R, R are preferably of a type responsive only to alternating current; as here shown, they are of the vane type.

With a track circuit arranged as just described, it is well known that when a car or train enters the track circuit from either Specification of Letters Patent.

Patented Jan. 2, 1917.

Serial No. 744,367.

end, it first opens the relay adjacent that end but the relay adjacent the other end is not opened until the car or train reaches a point near the point of connection of the source of current with the track rails; after the car or train has passed a short distance beyond the point of connection of the source of current with the track rails, the relay first opened again closes, but the other relay, of course, remains open until the car or train leaves the track circuit.

Trafiic into the stretch A is governed by two end signals S and S, located respec tively adjacent the ends of the stretch. I also provide intermediate signals 13 and B; signal B is located in advance of signal S but in the rear of the shunting point of track relay it, and similarly signal B is located in advance of signal S but in the rear of the shunting point of track relay It; as here shown, the distance of each intermediate signal B, B from the adjacent end of the stretch is about one quarter of the distance from the end of the stretch to the middle, although I do not wish to limit myself to this particular location of these signals. T.

itach of the four slgnals is adapted to indicate stop and proceed; as here shown, all four of the signals are of the semaphore type, but it is understood that other types of signal may equally well be employed. The two signals S and B adjacent one end of the stretch are controlled by the track relay It at the other end of the stretch, and the end signal S is also controlled by the adjacent track relay B. As shown in Fig. 1, this control of the signals S and B is accomplished as follows: Signal 13 is provided with control circuit comprising source of current 11, armature contact 12 of relay R, wire 13, signal B, wire 14, common wire 0 to the source 11. Operatively connected with the signal B is a circuit controller 10 arranged to be closed or open according as the signal B indicates proceed or stop. Signal S is provided with a control circuit as follows: From source of current 21 through wire 22, circuit controller 10, wire 23, armature contact 24 of relay R, wire 25, signal S, wire 26, common wire 0 to source of current 21. Hence, it will be seen that signal B is controlled by track relay R, and that signal S is controlled by track relay B- and by circuit controller 10 operated by signal B,

traced. V I

The operation of the system shown in Fig. 1 is as follows: Assume that a car or train passes through the stretch A from west to east. As this car or train enters the stretch, it'opens track relay R, thereby causing signals S, B and S to indicate stop. The opening of relay B- does not, however, affect signal B, and this latter signal continues to indicate proceed until after it has been passed by the car or train. When the car or train reaches the shunting point of track relay B, this relay opens, thereby causing signal B to indicate stop. As the car or train proceeds still farther through the stretch it reaches a point where relay B closes, and signal B then changes to proceed indication. lay R, however, remains open, hence signals S, B and S continue to indicate stop until the car or train passes out of the stretch. The operation of the apparatus for the "passage of a car or trainthrough the stretch from east to west is similar to that just explained. If two cars or trains moving in opposite directions should enter the stretch A at the same time, it is obvious that neither car or train would receive a stop indication at signals S and S, hence for several reasons, viz., first, so that the distance between each end signal and the adjacent intermediate signal can be made uniform for both long and short blocks;'second, so that a car or train will not be required to back up too far in case it finds theintermediate signal indicating stop; third, so that when a car or train approaches an intermediate signal the driver will not be under the impression that he is'approaching a new block section.

Referring now to Fig. 2, the modification 1 7 here shown is similar to that shown in Fig.

1 except that instead of controlling'signal Both signals 'B' and B would,

S by a circuit controller'operated by signal B, the circuit for signal S is a branch of the circuit for signal B. The circuit for signal B is from source. of current 11 through armature contact 12, wires 13 and 15, signal B, wire 16, common wire 0 to source 11. The circuit for signal S is the same as that just traced for signal B up to and including wire 13, then through wire 17, armature contact 18 of relay B, wire 19, signal S, wire 20, common wire 0 to source 11. The control of; signals S and B is similar to the control of signals S and B. The operation of the system shown in Fig. 2 is substantially the same as that shown in Fig. 1, hence, it need not be explained in detail. 7

Referring now to Fig. 3, the apparatus and circuits here shown are similar to the apparatus and circuits shown in the preceding views except the intermediate sig nals are of the light type instead of the semaphore type, as shown in the preceding views. I have here designated these intermediate signals as G, C. Each signal G, C comprises two electric lamps r and g. The lamps are provided with lenses or glasses of different colors; for example, lamp 1* may be provided with a red lens or glass, and lamp g'may be provided with green lens or glass. It is understood that, as usual, when the red lamp is illuminated the signal indicates stop, and when the green lamp is illuminated the signal indi-,

cates proceed. Each signal C, C is controlled by a signal relayDor D, and the control of each of these signals is such that when the corresponding relay is energized the green lamp 9 is illuminated and when the correspondlng signal relay 1s deenergiZed the red lamp 1? is illuminated. For example, the circuit for the green lamp 9 of signal C is from thesourcexof current 28,

through armature contact 29 of relay D, wlre 30, lamp 9, w1re18l, common wire O to source 28. It will be seen that this circuit is closed only when relay D, is energized, The circuit for red lamp 7 of signal C is from source 28 through armature con-f tact 29, wire 32, red lamp-r wire 31, common wire 0 to source 28. 'It will be seen that this circuit is closed only when the relay D is deenergized. The circuits for signal 0 are similar tothose just traced for. signal 0. Signal S and signal relay D are each controlled by relay R, and signal S is also controlled by relay B. As'here shown, this control is the same as the control of signals S and B n the arrangement shown in Fig. 2, that 1s, signal S andrelay V D are included in multiple branches of the same circuit. Similarly signal S and signal relay D are each controlled by track relay R and signal S is also controlled'byt'raclr relay R. r r 1 r The operation of the system shown in Fig. 3 will be evident from the explanation given hereinbefore as to the preceding views.

Referring now to Fig. 4, the arrangement of track circuit and signals is the same as that shown in Fig. 3. In Fig. 4, however signals C, C are controlled respectively by polarized relays E and E. The circuit for red lamp 0" of signal C is from source of current 28 through wires 33 and 34, contact 35 of polarized armature, wire 36, lamp 1', wire 37 to source 28. It will be seen that this circuit is closed only when the relay E is energized in such direction as to close contact 35. This circuit is provided with a branch around polarized armature contact 35, which branch comprises wire 42, contact 43 of neutral armature, and wire 44; hence, it will be seen that the red lamp 1 is always illuminated when the relay E is deenergized. The circuit for green lamp 9 is from source 28 through wire 33, contact 38 of polarized armature, wire 39, contact of neutral armature, wire 41, lamp g, wire 37 to source 28. It will be seen that this circuit is closed only when the relay is energized in such direction as to close the contact 38 of the polarized armature. The circuits for the lamps 1" and g of signal C are similar to these just explained for signal C. 46, 46, are sources of current whose middle points are connected with common wire 0 and whose terminals are connected respectively with wires 47 and 50. Operatively connected with each end signal S and S is a circuit controller 45 adapted to connect one wire or the other wire 47 with a wire 57 according as the sig nal indicates proceed or stop The circuit for relay E is from one terminal or the other of the source 46 at the east end of the stretch, through wire 47 or 50, circuit controller 45, wire 57, armature contact 12 of track relay R, wire 48, relay E, wires 49, 37 and O to source 46. It will be seen that relay E is energized in one direction or the other according as signal S indicates proceed or stop; when the signal S indicates proceed, as shown in the drawing, relay E is energized in such direction that its polarized contact 35 is closed and contact 38 is open, hence, the red lamp 1' of signal C is illuminated and green lamp 9 is extinguished. In the form of control here shown, signal S is controlled by a neutral armature contact of relay E. The circuit for signal S is from source 28 through wire 51, contact 52 of neutral armature of relay E, wire 53, contact 54 of track relay R, wire 55, signal S, wires 56 and O to source 28. Hence, it is seen that signal S is controlled both by signal relay E and by track relay R. The control of signals S and C is similar to the control of signals S and C just explained. It will be noted that when the stretch A is free from cars or trains, end signals S and S indicate proceed and intermediate signals C and C each indicate stop.

The operation of the system shown in Fig. 4 is as follows: Assume that a car or train passes through the stretch A from west to east. As this car or train enters the stretch A it opens track relay R, thereby causing signal S to change to stop indication. The opening of relay R also opens the circuit of relay E so that this relay opens. The opening of relay E opens the circuit for signal S thereby causing this signal to change to stop indication. This operation of signal S reverses circuit controller 45, thereby reversing the current through relay E, so that the polarized armature of this relay is reversed. Contact 38 of relay E is then. closed and contact 35 is opened so that the red lamp r of signal C is extinguished and the green lamp 9 of this signal becomes illuminated.

It will be seen from the foregoing explanation that signals C, G normally indicate stop and that the change of indication of signal C from stop to proceed when an eastbound car enters the stretch A, depends upon the change of signal S from proceed to stop indication. Hence, as the eastbound car or train proceeds into the stretch and finds that signal C indicates proceed, the driver of such car or train knows that signal S at the opposite end of the stretch indicates stop As the eastbound car or train asses beyond the middle of the stretch, it rst opens track relay R and later permits track relay R to close. The opening of relay R opens the circuit of relay E, which latter relay then opens. The opening of relay E causes the green lamp 9 of signal C to be extinguished and the red lamp 1" of this signal to be illuminated. The opening of relay E also opens at contact 52 the circuit of signal S so that this signal continues to indicate stop; and the opening of relay R opens the circuit of signal S so that this signal also continues to indicate stop. The closing of relay R permits relay E to close but this has no effect on the signals. When the car or train leaves the stretch A, the closing of relay R closes the circuit of signal S which then changes to proceed indication; it also closes the circuit of relay E, and this latter relay in closing closes the circuit of signal S, which signal then also changes to proceed indication. The movement of signals S and S to proceed position reverses contacts 45, thereby momentarily deenergizing' relays E and E so that the neutral contacts of these relays open momentarily. Means must be provided for preventing this momentary opening of the contacts from releasing signals S and S and permitting the signals to return to stop position; and this may be prevented by means well known in the art-for example by providing thesignalswith slow-releasing holding devices which will not permit the signals to return to stop position upon a momentary interruption of the operating current. 7 I 7 Referring now to Fig. 5', the apparatus and'circuits here shown are similar to those shown in F g. 1, except that in Fig. 5 the' stretch A is provided with two trackcircuits a and a electrically separated by insulations 27. The two track circuits areifed with alternating signaling current by two transformers T and T, respectively, located adjacent the junction of the track circuits. The operation of the apparatus shown in this view is exactly the same as of that shown in Fig. 1, except that in Fig. 5 when an eastbound car or train passes through the stretch, the track relay 3 is not opened until the car or train enters track! circuit a, and track relay It closes as soon as the car or train leaves track circuit a. r

The arrangement of track circuit shown in Figs. 1 to at, inclusive, that is, a single track circuit for each stretch having a source of signaling current adjacent the middle and a track relay adjacent each end, is preferably employed when the stretch is of medium length. When the stretch is comparatively short, the arrangement of two track circuits per stretch as shown in Fig. 5 must be employed, because, if a single center-fed track circuit were employed, a car or train entering the stretch might open the relay at the, other end and thereby block its own progress by causing the intermediate signal, which it is approaching, to indicate stop. Also when a stretch is too long to permit of a single track circuit because of limitations or" track circuit apparatus, it is necessary to employ at least two track circuits, as shown in Fig. 5. In case the stretch is too long for only two track circuits, it may, of course, be divided into a larger number of track circuits.

shown in Fig. 5 is the equivalent of that shown in Fig. 1. It is also understood that arrangements of signal control shown in F igs. 2, 3 and t may equally well be employed with the track circuit arrangement shown in Fig. 5.

Although I have herein shown and described only five forms of railway signaling embodying my invention, it is understood 7 that various changes and modifications may be made therein within the scope of the appended claims without depart Having thus described my invention,

what I claim is:

1. In combination, a stretch of railway track, two relays one connected with the tra'ckrails adjacent each end of the stretch,

It is understood, however, that for track circuits of medlum length, the arrangement ing from the a source of signaling current, connected with the rails adjacent the middle of the stretch,

two end signals one located adjacent each end of the stretch, two intermedlate signals located respectively in advance of the two ends of the stretch but in the rear of-the point at which a car or train passing through the stretch from the adjacent end causes the track relay at the opposite end of the stretch to open, a signal circuit for each intermediate signal which signal'cin cuit is controlled by the track relay at the other end of'the stretch, a circuit controller operatively connected with each interme-' diate signal and arranged to be closed or open according as the signal indicates pro- 7 ceedor stop, and a signal circuit for each end signal which signal c1'rcu1t 1s controlled by the circuit controller for the adjacent in-' through the stretch, the relay first opened.

remaining open until after the other relay has opened, means for energizing said re-' lays, two end signals located respectively adjacent the ends ofthe said stretch 'for governing the entrance of cars or trains into'the stretch, twointermediate signals located re- 7 spectively in advance of the end signals but in the rear of the point at which a car or train passing through the stretch from the said end opens therelay at the opposite end, a signal circuit for each intermediate signal which circuit is controlled by the relay first 7 opened by a car or train entering the stretch from the other end, a circuit controller operatively connected to each intermediate sig nal and arranged to be closed or open according as thesignal indicates proceed or stop, and a signal circuit for each end signal which circuit is controlled by the circuit controller'for the adjacent intermediate signal and by the relayfirst opened'by a car or train entering the stretch from the adl j acent end.

3. In combination, a stretch of r'ailway track, two track relays connected with'the track rails adjacent the ends of the stretch respectively and arranged to be opened successively by a car or train passing through the stretch, the relay first opened remaining open until after the other relay has opened, each of said relays being mechanically independent of the other, means for energizing said relays,two' end signals located respectively adjacent the ends of the stretch, and two intermediate signals located respectively in advance of the end signals but in the rear of the point at which. a-car or train passing through the stretch fromthe adjacent end causes the track relay at the op- In testimony whereof I aflix my signature posite end to open, and means for controlin presence of tWo Witneses. ling each end signal by both track relays, HENRY W. GRIFFIN. and means for controlling each intermediate Witnesses:

5 signal by the track relay at the other end of ARTHUR HOFFMAN,

the stretch but not by the adjacent relay. ARTHUR G. HOWGILL.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C.

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