US1324200A - Vania - Google Patents

Description

R. A. MCCANN.

RAILWAY SIGNALING.

APPLlcATmN FILED APR. 11. 191s.

Patented Dee. 9,1919.

nvr/EN T019.

7 ZQVWZ@ Hz ATTORNEY.

LSILQUG.,

ENT

RONALD A. MCCANN, OF SWISSVALE, PENNSYLVANIA, ASSIGNOR TO UNION SWITCH &

SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYL- VANIA.

RAILW'AY SIGNALING.

T 0 all whom z' may concern: i

Be it known that I, RONALD A. MCCANN, a citizen of the United States, residing at Swissvale, in the county of Allegheny and tate of Pennsylvania, have invented certain new and useful Improvements in Railway Signaling, of which the following is a specification.

My invention relates to railway signaling, and particularlyl to signaling for single track over which traiiic moves in both directions. IIore specifically, my invention relates to means for ,controlling the signals adjacent the passing sidings in systems to the type speciiied.

I will describe one form of signaling embodying my invention, and will then point out the novel featuresthereof in claims.

In the accompanying drawings, Figure 1 is a view showing one arrangement of signals to which my invention may be applied. Fig. 2 isa diagrammatic view showing one arrangement of apparatus and circuits for the control of signals 5 and 7 in Fig. 1 and embodying my invention.

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

Referring first to Fig. 1, the reference character 15 designates the track rails of a portion of a single track railway, which is divided by passing sidings M, N and O into two stretches A-D and E-II Stretch A-D is further divided, by insulated joints 2, into a number of blocks A-B, B C and C-D, while stretch E-I-I is similarly divided into blocks E-F, F-G and G-H.

Traffic through the stretch `EwH from east to west is governed by a plurality of signals 1, 3 and 5, while traiiic through this same stretch in the opposite direction is governed by signals A, 6 and 8.V Stretch Anl) is similarly provided with signals 9, 11, 13, 12, 14 and 16. The passing siding N is protected by signals 7 and 10. As here shown, a pair of opposing signals is located adjacent each end of each block, although I 1 do not desire to be limited to this particular location and distribution of the signals.

The signals for stretch A-D are so controlled that when a train moving toward the east enters this stretch, signals 9, 11 and 13 are placed at stop and signal 9 is held at stop until the train passes out of the stretch, thus prohibiting a westbound train Specification of Letters Patent.

Application filed April 11, 1918.

Patented Dec. 9, 1919.

serial No. 228,027.

from entering the stretch while the eastbound train is anywhere in the stretch. As the eastbound train enters the stretch, it also causes signal 16 to indicate stop, and as it passes signals 14 and 12 these signals are successively caused to change to stop indication. llfhen the entire train passes out of block A-B, signal 16 changes to the caution indication, and when the entire train passes out of 'block B-C, this signal returns to the full proceed indication. Signal 14 changes to caution when the train leaves block B-C, and to proceed when the train leaves block C-D. 'Iwo 0r more trains may, therefore, follow each other through the stretch under the same signal protection as is customarily provided on double track roads. Similarly, when a westbound train enters stretch A-D, signals 9, 1:2, 14- and 16 are placed at stop, and signal 9 subsequently changes successively to caution and proceed Signalll changes to stop when it is passed by the train, and subsequently changes to caution and proceed 7 successively.

The signals for stretch E-II are controlled in the same manner as the signals for stretch A-I).

The operation of the signals which I have just outlined may be accomplished by several different arrang@ments of apparatus and circuits, such, for example, as the arrangements shown in Letters Patent of the United tates, Nos. 1,204,998 and 1,233,488, granted to me on November 14C, 1916, and on July 17, 1917 respectively. limited however, to any particular arrangements of apparatus and circuits for accomplishing this signal operation.

lli/lith the arrangement of circuits shown herein, whenever signal 9 indicates stop signal 7 indicates caution, and whenever signal 7 indicates stop, signal 5 indicates caution. The manner in which this control is accomplished will be explained hereinafter. It is desirable, however, that when an eastbound train occupies stretch A-D, signal 5, well as signal 7 should' indicate caution, but that when a westbound train has passed signal 9, thus allowing signal 7 to change to caution, signal 5 should return to the full proceed position. The reason for this is as follows: Assume that I do not wish to be at stop, and that two trains moving in opposite directions approach siding N. It the eastbound train should pass signal 9 Just after the westbound train had passed signal 5 V(indicating proceed), the westbound tram would receive a stop indication at signal 7 without having been previously warned by a caution indication at signal 5. However, if two westbound trains are moving along the track from H to A, it is desirable that signal 5 should change to proceed indication as soon as the first train has passed signal 9, in order to avoid any unnecessary delay to the second train by a caution indication `at signal 5. l

The object of the present invention is the provision of novel and simple means for accomplishing the desired control of signal 5.

Referring now to Fig. 2, the main track oit' the siding N is provided with a track circuit comprising a battery 51' and a track relay T10. Block E-F is divided into two sections E-K and K-F, ,each of which is provided with a track circuit comprising track relays T8 and T7 respectively.

Signal 7 is controlledby a signal relay R7, which is responsive to. reversals of current. The caution indication circuit for this sigf nal is from battery Z7 through wire 17, neutral contact 13 of relay R7, wire 19, signal 7, wire 20, neutral Contact 21 of relay R7, and wires 22 and 23 to battery Z7. The proceed indication circuit for this signal is the same as the caution circuit up to and including contact 18, then through wire 2a, polarized contact 25, wire 26, signal 7, thence as before to battery Z7. Signal 7, consequently, indicates proceed when relay R7 is energized in such direction as to close contact 25 (which 1 will call the normal direction of energization), caution when the relay is energized in the. reverse direction, and stop when the relay is denergized.

Signal 5 is similarly controlled by a signal relay R5, the caution circuit for this signal including neutral contacts 32 and 33, and the proceed circuit including' a polarized contact 34k which is closed when the relay is energized in normal direction but not in reverse direction.

Signal 9 is controlled by a signal relay R9 in the same manner as signal 7 is controlled by relay R7. Relay R9 is controlled by suitable apparatus in stretch A-D, for causing the operation of signal 9 hereiiibefore referred to, this controlling apparatus including a Contact 27 oit a track relay T9, which latter relay is part of a track circuit for section K-D of block C-D.

Signal relay R7 is provided with a circuit which is controlled by the track relay T10 and by a pole-changer V9 operated by signal 9, this pole-changer being reversed while the signal is moving between the stop and caution positions. This circuit, when the pole-changer is in the position shown, is from battery Z9 through wires 35 and 36, pole-changer V9, wire 37, contact 38, wire 39, relay R7, wire 40, pole-changer V9, and wire l1 to battery Z9. Current of normal polarity is then supplied to relay R7. r1lhat is, when signal 9 indicates proceed7 or cautioinj relay R7 is energized in the norinal direction so that signal 7 then indicates proceed; but when signal 9 indicates stop, relay R7 is energized in the reverse direction, so that signal 7 then indicates caution;77 assuming in both cases, of course, that block D`lll is unoccupied.

Operatively connected with signal 7 are two pole-changers W7 and V7. Poleclianger Wv7 is arranged to reverse while signal 7 is moving between the proceed and the caution positions, while polechanger V7 is arranged to reverse while signal 7 is 'moving between caution and stop7 positions..

Signal relay R7, which controls signal 5 is provided with a circuit which at times is governed by pole-changer W7, and at other times by pole-changer V7. The selection is accomplished by a stick relay J. `When relay J is denergized, relay R5 is controlled by pole-changer W7, but when relay J is energized, relay R5 is disconnected from pole changer W7 and is connected with polechanger V7. The circuit for relay R5 when polechanger VW is included therein and is in the position shown, is as follows: from battery Z7, through wires 17, 28, 29 and 30 left hand arm of pole-changer V77, wire 31; back Contact 42 oi' relay il', wire e3, contact lll of track relay T 8, wire 115, contact i6 of track relay T5, wire 47, relay R7, wire 48 back point of contact 49 of relay J, wire 507 right hand arm oit polewchanger "W7, wires 5i, 52, 22 and as to battery Zi. The Circuit for relay R5 when pole-changer N7 is reversed will be apparent without traciiioin detail. Assuming now that relay J is eziziergized, and that pole-changer V7 is in the position shown in the drawing, the circuit for relay R7 is then from battery Z7, through wires 17, 23 and 53, left hand arm of polechanger V7, wire 511, liront point of contact Ll2 or relay il, thence as before through relay R5 to the front point or' contact 4:9 of relav J, wire 55, right hand arm of pole-clianger V7, and wires 56, 52, 22 and 23, to battery Z7. The circuit for relay R7) when pole-changer V7 reverses will be apparent without tracing in detail.

When pole-changer lW7 is in control of the circuit of relay R5, and is in the position shown, that is, when signal 7 is in the procoed position, current of normal polarity is supplied to relay R5 so that this relay is energized in the norinal direction and signal 5 indicates proceed When, however, poleclianger W7 reverses, that is, when signal 7 indicates caution or stop, relay R5 is energized in the reverse direction so that signal 5 indicates caution When polechanger V7 is in control of relay R5 andvis in the position shown, that is, when signal 7 indicates proceed or caution, current of normal polarity-is supplied to relay R5, so that signal 5 indicates proceed When signal 7 occupies the stop position, however, so that pole-changer V7, is reversed, current of reverse polarity is supplied to relay R5, so that signal 5 indicates caution Thestick relay J is provided with a pickup circuit which passes from battery Z7, through wires 17, 2S, 29, 57 and 575, contact 58, wire 59, back point of contact 60 of relay R7, polarized contact 61 of relay R7, winding of rela-y J, and wires 63 and 23 to battery Z7. Contact 58 is closed momentarily while signal 7 is movingifrom the proceed or caution position to the stop position, consequently, this pick-up circuit is closed momentarily when a train moving toward the west enters block D-E. Such a train, of course, opens track relay T1", which, in turn, opens relay R7, so that contact 60 is closed and contact 6l remains closed, provided that relay R7 'was previously energized in the normal direction. The holding circuit for relay J is from battery Z7, through wires 1.7, 28, 29 and 57, contact 64,

,wire 65, contact 66 of relay J, wire 67, winding of relay J and wires 63 and 23 to battery Z7. Contact 64 is closed while signal 7 indicates either stop or caution consequently, this holding circuit remains closed until a train moving toward thewest passes signal 11 'in Fig. l.`

The operation of the system is as follows: When there is no train on the track between points A and F in Fig. l, the parts J is denergized so that relay 5 is controlledl by pole-changer VW. lf now a train moving toward the east enters stre-tch A-D, it causes signal 9 to changeA to the stop position, and this movement of signal 9 reverses pole-changer V 9, so that signal relay R7 becomes energized in the reverse direction, thus causing signal 7 to moveto the caution position. This movement of signal 7 reverses pole-changer i577, so that relay R5 becomes energized in reverse direction, thus causing signal 5 Ato move to the caution position. The signals remain in these positions until the train enters block D-E, whereupon signal relay R7 becomes denergized, due to the opening of track relay T15,

so that signal 7 moves to the stop position. rlhis movement of signal 7 causes no change inthe position of signal 5. rEhe deenergization of relay R7 due to the entrance of the train upon block D-E does not close the pick-up circuit for relay J, because relay R7 was previously energized in the reverse directionLso that its polarized contact 6l, which is included in this pick-up circuit, is open. As the train enters block E-F, signal 5, of course, moves to the stop position, because relay becomes denergized due to the opening of track relay T5.

I will now assume that the track between points A and F is unoccupied and that a train moving toward the west enters block E-F. The consequent opening of track relay T5 causes signal relay R5 to become deenergized, whereby signal 5 moves to the stop position. As the train proceeds through the block E-F, track relay T5 opens, and track relay vT5 closes, but this causes no change in the condition of the apparatus. As the train enters block D-E, it opens track relay T10, which, in turn deenergizes relay R7, whereby signal 7 moves to the stop position. During this movement of signal 7, contact 58 is closed momentarily, and, contacts 60 and 6l of relay R7 being already closed, the pick-up circuit for relay J is closed momentarily. Contact 64, operated by signal 7, being closed after the signal reaches the caution position, the holding circuit for relay J is closed as soon as the relay itself closes. Contacts 42 and 49 of relay J then disconnect signal relay R5 from pole-changer W77 and connect this relay with pole-changer V7. Signal 7 being' in the stop position, it follows that as soon as the entire train has passed out of block EF, current of reverse polarity is supplied to signal relay R5, so that signal 5 moves to the caution position. As the train passes out of block D-E and into block C-D, signal 7 moves to the caution position, and this movement reverses pole-changer V7, so that current of normal polarity is then supplied to signal relay R5, whereby signal 5 moves to the proceed position. Relay J, of course, remains energized while signal 7 is in the caution position, because the holding circuit of this relay is closed at contact 64. As the train passes signal ll (Fig. l), signal 9 moves to the caution position, thus reversing pole-changer V5, so that signal relay R7 becomes energized in normal direction and signal 7 then moves to the proceed position. This movement of signal 7 opens contact 64, which in turn opens the holding circuit for relay J, so that this relay then becomes denergized. Polechanger V7 is then disconnected from relay R5 and pole-changer N7 is thrown into the circuit of this relay, but inasmuch as signal 7 novv occupies the proceed position, no change occurs in the condition of relay R5, and so signal 5 remains in the proceed position. After the train passes signal 13 l(Fig. l), signal 9 moves to the proceed position, so that all parts of the apparatus shown in Fig. 2 are again in the positions in which they are illustrated.

Where in the accompanying claims I have used the expression a portion of railway track comprising three successive blocks, the blocks referred to are blocks E-F, D-E and Owl), these being the first, second and third blocks respectively.. lThe signals for the first and second blocks are signals 5 and 7 respectively.

Although I have herein shown and described only one form of signaling system embodyingmy 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 portion of railway track comprising three successive blocks, a first and a second signal for the first and second blocks respectively, each adapted to indicate stop, caution and proceed, a relay responsive to reversals of current for controlling said first signal, train controlled means for causing said second signal to indicate caution or proceed according to the presence or absence of a train in the third block, the second block being unoccupied, two pole-changers operated by the second signal, the first of which reverses while the signal is between proceed and caution positions and the second of which reverses while the signal is between caution and stop positions, a stick relay, means for energizing said stick relay when a train enters the second block moving toward the third and for keeping it energized until the train leaves the third block, and means controlled by said stick relay for placing said relay for the first signal under control of said first pole-changer or said second polechanger, according as the stick relay is deenergized or energized.

2. In combination, a portion of railway track comprising three successive blocks, a first and a second signal for the first and second blocks respectively, each adapted to indicate stop, caution and proceed,7 a relay responsive to reversals of current for controlling said first signal, train controlled means for causing said second signal to indicate caution or proceed according to the presence or absence of a train in the third block, the second block being unoccupied, two pole-changers operated by the second signal, the first of which reverses while the signal is between proceed and caution positions and the second of which reverses while the signal is between caution and stop positions, means for normally controlling said relay for the first signal by said first pole-changer, and means controlled by a train entering the second block moving toward the third for removing said relay from control by the first polechanger and placin it under the control 0Ip said second pole-c langer until the train leaves the third block.

3. A railway signaling system comprising two successive signals, each adapted to indicate stop, caution and proceed, apparatus responsive to reversals of current for controlling the rear of said signals, two pole-changers operated by the forward signal, one of which reverses while the signal is between proceed and caution 4positions, and the other while the signal is between caution and stop positions, and train controlled means for causing said apparatus to be controlled by one of said polechangers or the other.

4. In combination, a portion of railway track comprising three successive blocks, a first and a second signal for the first and second blocks respectively, each adapted to indicate stop, caution and proceed, train controlled means for causing said second signal to indicate caution or proceed according to the presence or absence of a train in the third block, the second block being unoccupied, a signal relay responsive to reversals of current for controlling said first signal whereby such signal indicates proceed or caution according as said signal relay is supplied with current of normal or reverse polarity, two polechangers operated by said second signal the first of which reverses while the signal is between proceed and caution positions, and the second while the signal is between caution and stop positions, means for normally controlling said signal relay by said first pole-changer the current which is then supplied to the signal relay being of normal or reverse polarity according as the second signal is in proceed or caution position, and means controlled by a train entering the second block, moving toward the third for removing said relay from control by said first pole-changer and placing it under control by said second pole-changer, the current which is .then supplied to the signal relay being of normal or reverse polarity according as the second signal is in caution or stop position.

5. In combination, a portion of railway track comprising three successive blocks, a rst and a second signal for the first and second blocks respectively, a stick relay, means controlled by a; train passing along said track from the first block toward the third for energizing said stick relay, and holding it energized until the train leaves the third block, said relay remaining deenergized during the passage of a train in the other direction, and means controlled by said stick relay and by said second signal 4and operating when the latter signal indi- 10 verse at clierent positions in the movement of the signal, and train `controlled means for causing said rst mentioned means to be controlled by one pole-changer or the other.

In testimony whereof I affix my signature 15 in presence of two witnesses.

. RONALD A, MCCANN. Witnesses:

A. HERMAN WEGNER, ELIZABETH M. LAIRD.

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