US1382356A - Relay - Google Patents

Description

G. R. GUILDL RELAY.

Pme/Troni man sm. 2s'. |919.

15582356. Patented Junezl., 1921.

X'l" "ILL" '--L l if l 2 1 l Ll n s n lilnior UNITED STATESl PATENT OFFICE.

GEORGE R. GUILD, 0F THE 'UNITED STATES ARMY, ASSGNOR OF ONE-HALF T0 C, 'L

PAYTON, OF S'l. LOUIS, MSSOURI.

RELAY,

Specification of Letters Patent.

Patented June 21, 1921.

Application filed September r6, 1919. Serial No. 326,518.

My invention relates to new and useful improvements in relays,` and particularly the types oi relays used in connection with the electrical circuits of practically all lorms 'of signaling systems and more particularly those signaling systems utilized in connection with railways for the guidance and control ci trains.

My present invention is an improvement uponthe relay disclosed in United States Letters Patent No. 1,305,092, issued May 27, 1919 tome and my assignee, C. T. Payton.

Theprincipal objects ot my present invention are, to generally improve upon and simplify the construction of the relay disclosed in my patent aforesaid; to materially increase the eiliciency of this particular type of rela-y; and to provide a relay which is` relatively simple in construction and operation, applicable for a wide variety oli uses, comprising but iiewl operating parts, and said relay being positive in'operation and effective in performing its intended inno tions.

With the foregoing and other objects rin view, my invention consists in certain novel features of construction and arrangement ci parts, hereinafter more fully described, and

claimed, and illustrated in the accompanying drawings, in whichy f Figure 1 is a diagrammatic view of a relay constructed in accordance with my invention and showing the circuits and connections between said relay and a section ot a railway track and signal lamps.

Fig. 2 is a cross sectionalview taken approximately through the center of the lrelay and showing the relative positions oit the operating parts within the relay housing.

Figs. 3 and d are diagrammatic views of the relay andthe circuits associated therewith and with arrows showing the travel of the current through the various circuits as will occur under diierent conditions.

Fig. 5 is a diagrammatic View showing the means utilized for connecting the coils ot the relay to the sections of the track rail through secondary relays and with the parts of the broken rail connected by an impedance bond.

u Referring by numerals to the accompany ing drawings, which illustrate a practical embodiment of my invention, 10 designates a housing of suitable size and form, in the lower portion of which are mounted four coilsor solenoids 10, 11, l2, and 13, the same being disposed in pairs with the Vcoil 11 directly opposite the coil 10 and the coil 13 oppositeV tothe coil 12. Arranged within the housing 10 above these coils is a horizontally disposed partition 13 in which is formed a centrally arranged aperture 111i.

Journaled in suitable bearings that are arranged on the top and lbottoni walls of the housing isa shaft 15 which passes through the aperture le and carried by the Vlower portion of this shaft is an armature 16, the end portions of which4 are positioned be'- tween, the cores oli' the coils or solenoids.

A relatively light helical spring 17 has pair ot contact members 19 and 2O.4 Ar-V ranged on the peripheryof said disk at diametrically opposite points from Said contact members 19 and 2O are contact members 21 and 22, the same being suitably spaced a aart.

Arranged on the partition 13 and positioned so as to be engaged by contact member 19 are three contact members 23, 24 and 25, and a pair of similar contact members 26 and A27 are arranged on the partition 13 in position to be engaged by the Contact member 20. A series of three contact members 28, 29 and 30 are arranged on partition 13 so as to be engaged by Contact memvso ber 21, and a corresponding series of three contact members31, 32 and 33 are positioned on the partition and adapted to be engaged by contact member 22.

Located'at a suitable point adjacent to the railway track with which my improved relay is associated, is a red lamp 34, a green lamp 35 and a yellow lamp 36, all of said lamps receiving current through line l3'? from a battery 38. Leading from red lamp 34 to contact member 2'? is a conductor 39 and leading from green lama to contact member is a conductor 40. eading from yellow lamp 36 to contact member 35 is a conductor 41. Leading from a battery 42 to the coils and 11 is a conductor 43 andl leading 'from the opposite side of said battery to the continuous track rail 44 is a conductor 45. Connecting coils 11 and 12 is a conductor 46 and connecting coils 10 and 13 is a conductor 47. Leading from coil 12 to contact member 38 is a conductor 48, and connecting coil13 with contact member 31 is a. conductor 49. Leading from contact member 29to one of the sections'O of the broken or divided trackrail is a conductor 51 andvleading trom the latter to contact member31 is a conductor 52. Leading from conductor 32 to the adjacent section 53 of the broken or divided track rail is a. conductor 54 and leading from the latter to contact member is a conductor 55.

rlhus by my improved arrangement it will be seen that coils or solenoids 1() and 13 are` in series and likewise coils or solenoids 11 and 12 arerin series and that under normal conditions or with the track open, both sets ot coils are ready to act upon the armature 16 and consequently effect a partial rotation or" shaft 15 and the `disk 18 carried thereby.

V1r `urther,the coils 11 and 12 are in series with that block or portion of the track which includes the rail section 50 so long as this particular block or section ot the track is clear.l Likewise coils v10 and 13 are in series withthat portion or block of the track in which rail section 53 is located so4 longas this portion or'bloek is clear.

In the event that coils 11 and 12 are energized. by the closing of the circuit between continuousrail 44 and rail section 50, disk 18 will be tnrnedclockwise, thereby cutting coils 10 and 13 out ot circuit, but at the same time, the block or portion of the track in which rail section 53 is located is in circuit with coils 11 and 12. These conditions will be more readily understood by member 29, conductor 51, rail section 50, truck X, continuous rail 44, and conductor 45 to battery. As this circuit is closed, the coils 11 and 12 would be energized, thereby attracting the ends of armature 16 so that the same is shifted to partially rotate shaft 15 and disk 18 clockwise. Previous to this Vclockwise movement of the disk 18 or while positionout of engagement with contact members 23 and 24, and contact member 2O i is moved into position to engage contact members 26 and 27, and as a result, the circuit in which the green lamp is located is opened, and the circuit lin which th'e'red lamp 34 is located is closed. Thus the red lamp will burn to indicate the presence of a locomotive or train on the block controlled by the relay, and this condition will vprevail with the red lamp burning as long asthe locomotive or train is on this particular block.

Thepassage ofthe truck X across the block between rail sections and 53 in no wise affects the position ot the parts of the relay or the burning ot the red lamp and after said truck passes onto thatlportion of the block in which rail 53 is located,lthe current instead of passing from contact member 29 to rail section 50 will pass from Contact member 30 through conductors 55 and 54 to rail section 53, as illustrated by the heavy `circuit-indicating lines in Fig. 4.

In the event that a locomotive or car enters the ends of the block in which rail sec tion 53 is located, the circuit between said last mentioned rail section and continuous rail 44 will be closed through Vthe trucks oit said locomotive or train, and as a result, solenoids 10 and 13 will be energized to attract the ends of armature 16 and rotate shaft 15 and disk 18 anti-clockwise. As this operation takes place, Contact member 19 moves into engagement with contact members 24 and 25, thereby closing the circuit in which yellow Vlamp 36 is located, causing the same to burn, thereby indicating` the presence ot a locomotive or car on this portion ot the lblock, and as disk 18 is thus rotated, contact member 21 will move out Vof engagement with Contact members 28 and 29, and contact member 22 will move into engagement with the three contact members 31, 32 and 33, with the result that the proper signal will be held during the entire passage of the car or train through the block notwithstanding the tact that such car or'train crosses the break between the rail sections 58 and 53.

Obviously, during the passage of a locomotive or train oft the block controlled by the relay, the circuit in which the coils are located will be broken, and as said coils are de'e'nergized, the spring 17 will act to return the shaft l5 and disk 1S to normal position under which conditions the green lamp 35 will burn to indicate an open or clear block.

Instead of directly connecting the coils et the 'relay to the track rails as heretofore described, the relay may be operated by means of secondary track relays such as 60 either ot direct or alternating current design. (See Fig. 5). Further, if desired, av source ot alternating current may be used instead ot direct current and an impedance bond, as illustrated in Fig. 5, may be used between the sections of the broken or open track rail.

A relay and signal system of my improved construction is relatively simple, positive in action, yand very eflicient in use. Practically the same form of relay can be advantageously used in connection with other systems of block signal and relay train control, it only being necessary to preserve the general arrangement of the solenoids and the stationary and moving contact members. It' desired, the coils ll and l2 may be wired in multiple lwith that portion of the block in which rail section 50 is located, and likewise, it desired, the coils lO and 13 may be wired in multiple with that portion of the block in which rail section 53 is located.

lt will be readily understood that minor changes in the size, form and construction of the various parts or' my improvedv relay and signal system may be made and substituted tor those herein shown and described, without departing from the spirit oi:` my invention, the scope oi which is set'forth in the appended claims.

l claim:

l. The combination with a railway track ha 'ing a continuous rail and a broken or open rail, ot' a relay comprising four solenoids, 'two of which are oppositely disposed and are connected in series with one ot the sections ot' the broken or open rail., the other two solenoids being oppositely disposed and connected in series with the other section of the broken rail, and an armature pivotally mounted between said solenoids and adapted to be attracted by either pair of connected members ot' said solenoids when the circuit between the continuous rail and either section ot the broken rail is closed.

2. The combination with a railway track having a continuous rail and a broken or open rail, of' a relay comprising four solenoids, two of which are oppositely disposed and are connected in series with one of the sections of the broken or open rail, the other two solenoids beingy oppositely disposed and connected in series with the other section ot' the broken rail, an armature pivotally mounted between said solenoids and adapt ed to be attracted by either pair of connected members of said solenoids when the circuit between the continuous rail and either section of the broken rail is closed, a plurality ot lamp circuits, a member carried by the armature and movable therewith, and means on said member :for closing` said lamp circuits.

3. The combination with a section oi railway track having a continuous rail and an open or broken rail, of a pair oi' solenoids oppositely disposed and in circuit with said continuous rail and one of the sections ot the broken rail, a second pair of solenoids oppositely disposed and in circuit with the continuous rail andthe other section ot the broken rail, and an armature pirotally mounted between said solenoids and adapt ed to be actuated upon the closing et either one of the circuits in which said solenoids are located.

et. The combination with a section of railway track having a continuous rail and an open or broken rail, ot a pair of solenoids oppositely' disposed and in circuit with said continuous rail and one ot the sections of the broken rail, a second pair oti solenoids oppositely disposed and in circuit with the continuous rail andthe other sections of the broken rail, an armature pivotally mounted between said solenoids and adapted to be actuated upon the closing of either one of the circuits in which said solenoids are located, a plurality of lamp circuits, and means controlled by the armature for closing certain of said lamp circuits upon the closing,` oi the circuits in which the solenoids are located.

The combination with a section ci railway track having a continuous rail and an open or broken rail, ot connected oppositely disposed solenoids, one pair oi said solenoids being connected to the continuous rail, connections including contact members between the other pair ot solenoids and the section ot the broken rail, and means adapted to be actuated by said solenoids when energized for closing the circuits through said contact members.

8. The combination with a section of railway track having a continuous rail and an open or broken rail, of connected oppositely disposed soienoids, one pair of said solenoids beine` connected to the continuous rail, connections including contact members between the pair of solenoids and the section of the broken rail, means adapted to be actuated by said solenoids when energized for closing the circuits through said contact members, and a plurality ot lamp circuits which are adapted to be closed when the circuit between the continuous rail and either section of the broken rail is Closed.

7. 1n combination with a railway track havingV e continuous rail and zt brokenvor open rail, it relay comprising an armature, e pair of solenoids connected in series with one of the sections of the broken rail7 the members of said pair ofsolenoids being on opposite sides of the armature and adapted to simultaneously attract the opposite ends thereof when energized, and, e second pair of solenoids connected in series with al other section of the broken reiheach member of said second pair of solenoids being opposite the adjacent member of the first pair, the members of said second pair of solenoids being adapted to simultaneously attract the opposite ends of the armature when energized.

In testimony whereof hereunto aix my 2O day of Auo'ust 1919.

signature this 28th GEORGE t. ULD.v

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