US1216369A - Railway signaling. - Google Patents

Description

J. E. SAUNDERS.

RAILWAY SIGNALING.

APPUCATION FILED SEPT. 12. m4.

Patented F61). 20, 1917.

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J. E. SAUNDERS.

RAILWAY SIGNALING.

APPLICATION FILED SEPT. 12. 19m.

Patented Feb. 20, 1917.

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1. E. SAUNDERS RAILWAY SIGNALING.

APPLICATION FILED SEPT I2. 19M.

Patented Feb. 20, I917.

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JOHN E. SAUNDERS, EDGEVTGOD BOROUGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SINISSVALE, PENNSYLVANIA, A COR- PORATION OF PENNSYLVANIA.

RAILWAY SIGNALING.

Specification of Letters Patent.

Patented Feb. 2th, 191?.

In the accompanying drawings, Figure 1 is a view partly in side elevation, partly sectioned and partly diagrammatic, showing one form of railway signal mechanism embodying m invention. Fig. 2 is a diagrammatic view showing a stretch of railway track having applied thereto one form of signaling system embodying my invention and including signal mechanisms of the kind shown in Fig. 1. Fig. 3 is a view similar to Fig. 1, but showing a modified form of signal mechanism embodying my invention. Fig. t is a diagrammatic view similar to Fig. 2, but including signal mechanisms of the kind shown in Fig. 3.

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

Referring first to Fig. 1, the structure here shown comprises an operating mechanism M and a semaphore 88 controlled thereby.

The mechanism M comprises a suitable framework 39 in which an operating arm is trunnioned at point 43. This arm is operatively connected with the semaphore 88 by a means which I will describe here inafter. The arm 42 is operated by an electric motor 52 mounted in the framework 39 and operatively connected through gearing with two chains and 51. These chains are provided with rollers or studs 41-9 adapted to engage a fork 18 carried by the arm 42 and to thereby swing the arm upwardly around its pivotal point 4E3. llhe arm 42 is arranged to occupy three distinct positions, namely, its lowest position (in which it is shown in the drawing), an intermediate position in which it is held by a stop 46 and an upper position (which I have indicated in dotted lines), in which it is held by a stop 47. The arm is moved from its lowest position to the intermediate position by one of the rollers 19 on the chain 50, and from its intermediate position to its highest position by one of the rollers 19 on the chain 51. The fork 48 is at times held rigid with respect to the arm 42 by means of a suitable and wellknown toggle mechanism 55, which 'is controlled by an armature 56 of a magnet 57 mounted on the arm 42. 58 and 58 are contacts of a circuit controller operated by the arm 42 (as indicated diagrammatically by a dotted line) for the control of the circuits of the motor 52 and of the holding magnet 57, which circuit controller operates as hereinafter explained. 59 is a circuit controller for the control of the circuit of motor 52, which circuit controller is normally closed, but is adapted to be opened by a block 80 of insulation on the arm 42 when the arm reaches its highest position. As indicated in the dotted position of the arm, block 80 raises spring 60 away from spring 60 53 is a bailing device for cushioning the return movements of the arm 12 and of the semaphore 88 inausual and wellknown manner.

It will be seen from the foregoing that the arm 42 is capable of assuming three distinct positions, which, in a single mechanism of the ordinary type, correspond to the stop, caution, and clear positions of the semaphore. In the mechanism shown in Fig. 1, however, the semaphore 88 is capable of assuming two positions only, namely, the caution and clear positions; to prevent the semaphore from moving to the stop position I provide a mechanical stop, which, as here shown, comprises a clamp 84: attached to the signal post 40, which clamp carries a stud 87 adapted to engage the spectacle casting of the semaphore when the latter is in the caution position. It will be seen, therefore, that the semaphore moves only between the bore 76* and into the bore .76 to this rod inside of the member 7 6 is a colvice L and the semaphore 88.

lindrical body member 76 having a large bore 76 extending inwardly fromone end and a smaller bore 7 6 extending inwardly from the other end. Screwed into the upper end of member 76 is a rod 75, which is pivotally connected with the semaphore at point 73; this rod is held in place in the body member 7 6 by a lock nut 77. Screwed into the lower end of the member 76 is a nut 70, provided with a bore of the same size as the smaller bore 7 6 A rod 44 is pivotally connected to the operating arm 42 at point 73 and extends upwardly through Fixed lar 76, which bears against a helical spring 78 located in the large bore 7 6. The rod 44 is provided with a shoulder. 73, which is adapted, when the arm 42 is raised a sutli cient distance, to engage with the lower surface of nut 70 and to thereby raise the de- The lostmotion device L is so adjusted that while the semaphore is in the caution position the arm 42 may move between its lowest position and-its intermediate position without engagement of the shoulder 73 with nut 70, so that the arm then has no influence on the device L other than to .compress and release the spring 78. During the movement of the arm 42 from its intermediate position to its highest position, however, the shoulder 73 engages nut 70 and raises the semaphore from its caution position to its clear position.

The mechanism shown in Fig. 1 is controlled by a relay R having a neutral armature contact 13 and a polarized armature contact 14. i

The operation of the apparatus shown in Fig. 1 is as follows: I will assume first that when the parts are inthe positions shown in the'drawing, relay R becomes energized in such direction that its contact 13 is closed and that its contact 1414 remains also closed. Motor 52 is then energized through vis energized to movethe arm from its lowest position to its intermediate position. hen the latter position is reached the circuit for the. motor is opened at contact 58", but arm 42 isheld in. this position by the stop 46 as long as magnet 57 continues to be energized. During this movement ofthe arm 42, rod 44 has been raised, but shoulder 73 has not ongaged nut 70 hence the semaphore has not been moved. If now relay R is energized in such direction as to swing its polarized contact 14 to the right, the motor will be energized through a circuit which extends from battery 41, through wire 61, contact 13, contact 14- l4 wires 81 and 82, circuit con troller 59, wires 74 and 68, motor 52, and wires (39 and 65 to battery 41. As soon as the arm 42 begins to move above the intermediate position, the circuit which formerly energized the holding magnet 57 will be broken at contact 58 but the holding magnet will then be energized through another circuit which extends from battery 41,

7 through wire (31, contact 13, contact 1,414",

wires 81 and 71, contact 5S", and thence thnough the magnet 57 as before. As soon as the arm 42 rises above the intermediate position, shoulder 73 on rod 4-1- engages nut 70, and the semaphore is moved from its caution position to its clear position as hereinbefore explained.

When the semaphore is in the clear posi tion, if the polarity ofthe current which energizes relay R is reversed so that contact 14 swings to the left, the circuit for magnet 57 will be opened so that fork 48 will be released, and the semaphore 88 and arm 42 then fall by gravity. Just before the caution position is reached the holding magnet 57 becomes energized by the circuit first traced for this magnet, so that the fork 48 catches on stop 46 and holds the arm 42 in its intermediate position. Then if relay R-becomes de'energized it again opens the circuit of magnet 57 so that fork 48 is again released. Arm 42 then returns to its lowest position under the influence of gravity and of the spring 78.

Referring now to Fig. 2, I have here shown a stretch of railway track divided. into successive sections AB, B-C, etc. Located adjacent the entrance ends of the sections are signals S, S S, etc, each of which is similar to the signal shown in Fig. 1 and hereinbefore described. In Fig. 2 I have not shown all parts of the signal mechanisms, but only the semaphore 88, the lost motion device L, and the operating arm 42; the motor and circuit controllers are omitted and the circuits for the control of arm 42 are led directly to the arm in the same manner as these circuits are generally led to the SGlIlztPllOl'G arm itself. in diagrammatic views of this character. Each signal is controlled, as in Fig. 1, by a. relay R, which in Fig. 2 is a track relay connected with the rails of the section through which the corresponding signal governs trafiic. Current is supplied to the track rails of each sect-ion by a battery 7, the polarity of the current at the rails being controlled by a pole-changer P operated by the arm 42, of

the signal next in advance. The polechanger for each signal is so arranged that it is reversed each time the arm 42 moves from its lowest position to its intermediate position or vice-versa, but is not affected by movement of the arm between its intermediate and its highest positions.

The operation of the system shown in Fig. 2 is as follows:

Block section 0-1) is occupied by a train 1V, consequently relay R is deenergized so that arm 42 for signal S is in its lowest position and signal. S therefore indicates caution. Pole changer P is therefore in such position that polarized contact 14 of relay R is swung to the left, so that arm 42 of signal S occupies its intermediate position and signal S therefore also indicates caution. Pole-changer F is therefore in such position that polarized contact 14 of relay R is swung to the right so that arm 42 of signal S is in its highest position and signal 9/ therefore indicates clear. As the train 1V passes out of section CD it will de'eln ei'gize relay B so that arm 42 of signal S will return to its lowest position and signal S will therefore change to caution. During this movement of arm 42 of signal S, polechanger P will be reversed, so that relay R will he energized in such direction that arm 42 of signal S will change to its intermediate position, but signal S will continue to indicate caution. During the movement of arm 42 of this signal from its lowest to its intermediate position, pole-changer P is reversed so that relay R then becomes energized in such direction as to cause arm 42 of signal S to move to its highest position, thereby causing signal S to change to clear position. During this movement of arm 42, however, pole-changer P is not reversed, consequently relay R and signal S are-not affected.

Itwill be seen from-the foregoing that with the arrangement of apparatus shown in Fig. 2 a train is always protected by two signals in its rear indicating caution. The second signal in the rear of a train therefore gives a warning to the engineer of a following train that he must bring his train under control prepared to pass the next signal at such speed that he can stop when he comes within sight of the train ahead. The following train is therefore not required to stop at any signal, even when the signal is out of order, so that no time is wasted by unnecessary delays as is the case in the usual practice at the present day. A second train can follow a preceding train at the same speed as the preceding train, so that the closest possible headway consistent with safety is secured and congestion of traiiic is reduced to a minimum. The sys tem is particularly advantageous on upgrades, this being the condition most conduoive to congestion of traflie. It will be seen that I accomplish this control of signals without the use of line wires.

Referring now to Fig. 3, the signal here shown is the same as that shown in Fig. 1, except that the semaphore 88 is adapted for the stop and clear positions only, the connection between the semaphore and the arm 42 being such that the semaphore is not moved while the arm is moving from its lowest to its intermediate position, but that the semaphore is moved from stop to clear posit-ion when the arm moves from its intermediate to' its highest position. That is, as in Fig. 1 the movement of arm 42 from its lowest to its intern'iediate position merely compresses spring 78 and brings shoulder 73 into proximity to nut and the movement of the arm to its highest position then raises the semaphore 88. The range of movement of rod 7 5 is of course the same as in Fig. 1, whereas the range of movement of the semaphore in Fig. 2 is twice as great as in Fig. 1. To accomplish this I provide suitable means for multiplying the move ment, which means as here shown comprises a lever 89 fulcrumed at 89 to a fixed support 89 The outer end of this lever is pivotally connected at point 90 with a rod which is connected with the semaphore 88, while the rod 7 5 is connected with the lever 89 at point 91 which is half-way between points 89 and 90. It will be seen therefore that the range of movement of rod 75 is substantially twice that of rod 7 5. The operation of the signal shown in Fig. 3 will now be readily understood.

Referring now to Fig. 4, the system here shown is similar to that shown in Fig. 2, except that signals S, S etc, are of the type shown in Fig. 3. The operation of this system is as follows: Section CD is occupied by a train W so that relay R is deenergized and signal S therefore indicates stop. Pole'changer P? is therefore in such position that polarized contact 14 of relay R is swung to the left, so that arm 42 controlled by this relay occupies its interme diate position and signal S therefore is in step position. Pole-changer P is consequently in such position that contact 14 of of relay R is swung to the right, so that arm 42 controlled thereby is in its highest position and signal S therefore indicates clear. As the train 7 passes out of section CD, it will deenergize relay B so that signal S will change to stop position. Helay R will now become energized but polechanger P is in such position that contact 14 is swung to the left so that arm 42 of signalv S moves only to its intermediate position and signal S continues to indicate stop. This movement of arm 42 of signal S reverses pole-changer P thereby reversing the current in relay B so that arm 42 of this signal then indicates clear. This movement of arm 42 of signal S does not change the polarity of'the current in relay B so signal S is not'affected.

It will be seen from the foregoing that with the apparatus arranged as shown in iFig l, a train is always protected by two signalsin its rear indicating stop. I thus secure the advantages of a full block overlap without the use of line wires.

Although I have herein shown and described only certain forms of signals and of signaling systems embodying my invention, it is understood that various changes and modifications may be made therein within the sec )e of the amended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1'. A railway signaling system comprising a plurality of successive block sections of a railway track; signals for the sections each comprising a semaphore, and an operating mechanism capable of two extreme positions and an intermediate position; means for each signal interposed between the mechanism and the semaphore for causing movement of the semaphore when the mechanism moves from its intermediate position to one extreme position but not when the mechanism -moves from the other extreme position to "the intermediate position, track circuits for i 35 nalmg current and a track relay responsive the sections each including a source of sigto reversals of current for controlling the mechanism of the signal for the correspond ing section, and a pole-changer for each signal operated by the signal mechanism for reversing the polarity of the signaling current in the relay for the section in the rear, each pole-changer being reversed when the mechanism moves between the last-mentioned extreme position and the intermediate position but not when the mechanism moves betweenthe intermediate position and the other extreme position.

2. A railway signaling system comprising a plurality of successive block sections of a railway track; signals for the sections each comprising a semaphore, and an operating arm adapted for two extreme positions and an intermediate position; means for each signal interposed between the oper ating arm and the semaphore for causing movement of the semaphore when the arm moves from its intermediate position to one extreme position but not when the arm moves from the other extreme position to the intermediate position, track circuits for the sections each including a source of current and a track relayresponsive to reversals of current, means for each signal controlled by the corresponding track relay for controlling the operating arm of the signal, and a pole-changer for each signal operated by the operating arm for reversing the polarity of the signaling current in the relay for the section in the rear, each pole changer being reversed when the operating arm an intermediate position, means for each signal interposed between the mechanism and the semaphore for causing movement of the semaphore from caution to clear position when the mechanism moves from its intermediate position to one extreme position but for permitting movement of the mechanism from its other extreme position to its intermediate position independently of the semaphore; track circuits for the sections each including a source of signaling current, and a track relay responsive to reversals of current for controlling the mechanism of the signal for the corresponding section; and a pole-changer for each signal operated by the signal mechanism for reversing the polarity of the signaling current in the relay for the section in the rear, each polechanger being reversed when the mechanism moves between its last-mentioned extreme position and its intermediate position but not when the mechanism moves between the intermediate position and the other extreme position.

4. A signaling system comprising a plurality of successive block sections, track circuits for the sections each including a source of current and a relay responsive to reversals of such current; signals for the sections controlled by said relays and each comprising a semaphore, an operating mechanism and means interposed between the semaphore and the mechanism for permitting a partial operation of the mechanism without causing movement of the semaphore but for causing movement of the semaphore during the remainder of the operation of the mechanism; and means controlled by each signal mechanism and operating to reverse the polarity of the track circuit in the rear while the mechanism is performing the firstmentioned partial operation.

5. A signaling system comprising a plurality of successive block sections, track circuits for the sections each including a source of current and a relay responsive to reversals of such current; signals for the sections controlled by said relays and each comprising a semaphore, an operating mechanism and means interposed between the semaphore and the mechanism for causing operation of the semaphore during a part only of the operation of the mechanism; and means controlled by the mechanism of each signal for reversing the polarity of the track circuit in the rear during the remainder of the operation of the mechanism.

6. A signaling system comprising a plurality of successive block sections, track 0ircui ts for the sections each including a source of current and a relay responsive to reversals of such current; signals for the sections controlled by said relays and each comprising a semaphore biased toward one position, an operating mechanism and means interposed between the semaphore and the mechanism for permitting a partial operation of the mechanism Without causing movement of the semaphore but for causing movement of the semaphore to another position against its biasing force during the remainder of the operation of the mechanism; and means controlled by the mechanism of each signal for reversing the polarity of the track circuit in the rear While the mechanism is performing the first-mentioned part of its operation.

In testimony whereof I aiiix my signature in presence of two Witnesses.

JOHN E. SAUNDERS.

Witnesses A. HERMAN \VEGNER, A LBER'X (1 Nor/rm.

Gopies of this patent may be obtained for five cents each, by addressing the Commissioner of latents,

Washington, D. G.

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