US1427882A - Signaling system for single-track roads - Google Patents

Description

S. N. WIGHT. SIGNALING SYSTEM FOR SINGLE TRACK ROADS. ArPLICATlON FILED mac :0. 1920. 1,427,882. Pat n dSepti 5, 1922.

3 SHEETS--SHEET I S. N. WIGHT.

SIGNALING SYSTEM FOR SINGLE TRACK ROADS.

ArPLlCATlON FILED DEC, 10.1920.

1 27,882, r PatentedSept. 5, 1922.

3 SHEETS SHEET 2' Fl 6.3.

S. N. WIGHT.

SIGNALING SYSTEM FOR SINGLE TRACK ROADS.

ArPLICATION FILED mac. I0. I920.

1,427,8 3 PatentedSept. 5, 19 22 3 SHEETS-SHEET 3.

block system.

Patented Sept. 5, 1922.

iSEDGrWICK N. WIGHT, OE=BOCHESTER,NEWiYORK, 'ASSIGNOEYTOQGENERAL RAILWAY r -rries. I

SIGNAL COMPANY, OF GATES, NEW YOBK,.:A CORl OR-ATION OENEW 'YORK.

srsnurirns SYSTEM more .sms E-mnAoK nouns.

Application fi1ed..Dece1nber 10,1920. Serial No. 429,702.

"T 0 all 107mm it may concern:

Y Be it a known that I, Snnowron N. WIGHT, a citizeno f the United States, residing at Rochester, in the county of Monroe and State of New York, have invented certain new and useful Improvements in Signaling Systems for Single-Track Roads, of which the following is a specification.

.Thisinvention relates .to:.block signal/systems for single track railroads, ofthe type commonly known as. an absolute-permissive- In one .type oi an A. P613. system, such .as described, for example, .ininy prior Patent .No. 1,294,736, dated .Feb. 18,1919, if two opposing trains happen to pass simultaneously the starting signals at the opposite ends of thestretchof single track between the passing sidings, a lock-up condition occurs which leaves all of the signals of that stretch of track'at stop, regardless of 3 train movement. Such a condition will only,

occur when there isan unauthorizing train .movement, or other abnormal condition, but

since the result is to. compeliall trains to flag through that single track block until the lock-up condition is corrected, additional Itacility ottrain movement would be provided, it the systemds so'eonstructed and arranged that this lock-up condition willbe automatically removed when the trainat fault backs out of the single track block.

One of theprincipal ob ects of thepres-s ent inventionis to provide a system of the' type described in which the signals may assume their regular working condition after a simultaneous movement of two opposing trains past/the starting signals, as soon as one of these trains backs out. of the single track block.

Other specific objects andadvantages of the invention will appear as the description otthe inventionprogresses and '.tl1e novel features will be pointed out infthe appended.

claims. I k V For the purpose of explaining theneed and utility of the present invention there 1s shown in thetaccompanying drawingspart- .ol the complete A.

P. .13. system shown in detail and fully described inmy pr1orpatentabove mentioned. with the present invention incorporated therew1th;but1t should be understood that the invention is vnotllim .ited to this specific system andmay be .ein

bodied in other specific formsin connection with otheri similar A. PfB, systemsby mak .ing the appropriate detail changes.

In the accompanying drawings,

Fig. 1 shows in a diagrammatic and simplified wa one arrangement of signals "for an AP. .system; i I

Fig. 2 shows'in a simplified manner a po r- 'tlon of slngle track adjacent to one siding, togethenwith the signals, relays,.and controlling circuits associated .with this portion of track, and constituting that part or the "complete system shown in my prior patent with which the device and circuits embodyingthe present invention areasslociated;

ig. 3 isadiagrannnatic .view similar to Fig; 2, with some relays and circuits omitted, which {shows one form of the invention and Figs. 1,5 and Gare'diagrammatie views similar to Fig. 3, whichillustrate modified forms of It-he invention.

Referring to'Fig. 1,.there is illustrated a stretch Tot single track 1 (indicated by the singleheavyline) and a passing. si'cling S andS ateach =end ofthis stretch. The

stretch is dividediin 'the usual mannerinto a number o'f'itrac-k sections .A, .B, C' etc. Signals 5, 6, "7 and 8 govern ,tra'flic from right to left, I in the dl'rectlon .md ca-ted by the arrow Y; a.1'1cl sig1ia ls 9,'10, 11 and12 govern.trailic' trom'l'eft to right, inthe direction indicated by the arrow The sig nals 8 "and 9 atnthe endsof 'the stretchare I provided with square ended'blades and marker l ghtsso as to [be 'distinguishalfle from the other intermediate:signals, said signals Sand 9' being commonlyknownias the starting or absolute signals.

Referring now to (Fig. '2, there is illustrated a po'rtioirot'the system between the signals 9, and 10. i The track rails 1 and 2 of thetrack arexdivided by insulated joints 3 into electrically isolated track sections A,

.B, C and D. Each of thesetraok sections is provided with a track battery 4 and a track relay'in the usual. waypthe traclrrelays'be- ,ing designated 13 16. "Associated with the ciated with one signal'9 will suflice .to give a clear understanding of the present invention.

The signal 9 is controlled by a line relay 17, sothat when this relay is energized, the

each signal, one terminal of this battery being connected to a common wire extending along the track. Some of the circuits are local and are indicated as terminating at B and N. Other circuits extend from one signal location to another and are indicated by notations B and K.

The energizing circuit for the line relay 17 may be traced as follows: Commencing at the common wire K, relay 17, wire 25, front contact 26 of track relay 14, wire 27, front contact 28 of track relay 15, wire 29, back contact 30 of stick relay 22 of the opposing signal ('3, wire 31, and thence either through front contact 32 of the line relay 18 of signal 10, or through the front contact 33 of the stick relay 21 of said signal 10, to B,

Thus, it will'be observed that the line relay 17 is deenergized, and the signal 9 put to stop in case :(1) either of the track sections B or C is occupied; (2) the stick relay of the opposing signal 6 is picked up; and (3) if the line relay 18 of the next signal 10 in advance is deenergized, and the corresponding stick relay 21 is not energized at that time. The line relay 18 of signal 10 is in turn controlled in a similar way by a line relay at signal 11 (see Fig. 1), and the latter line relay in turn controlled by the track circuits ii and G, with the result that a train entering the stretch of track on to the track section G causes successive dropping of the line relays of signals 11,

10 and 9 and puts these signals to stop. The

'stick relays associated with these signals are A train, traveling from left to right, when it enters the track section B, closes this pick-up circuit for the stick relay 20, because back contact 36 of the track relay let is closed, and the circuit controller 88 of the signal 9 is also closed, since the signal 9 is in the proceed position, otherwise the train would not enter this track section, A train traveling in the opposite direction, however, puts the signal 9 to stop before it gets on the track section B, so that the pickup circuit for the stick relay 20 is broken at the circuit controller 38. In this way the stick relay 20 is energized when a train passes the signal 9 in the direction in which this signal governs traflic, but is not picked up by a train traveling in the opposite direction.

When the stick relay 20 has been energized, it is maintained energized by a stick circuit, which may be traced as follows: Con'imencing at the negative battery N relay 20, wires 3 1 and 39, front contact 40 of said. stick relay 20, wire 41, and back con tact 23 of the line relay 1?, to B. This stick circuit is maintained so long as the line relay 1'7 is deenergized,

Assuming a train, traveling from left to right (in the direction indicated by the arrow X), passes the signal. 9 and enters track section B, the signal 9 is then put to stop, on account of the opening of the circuit for the line relay 17 at the front contact 26 of the track relay 1%. In a similar way the line relay 19 is deenergized when track relay lst drops, and puts the signals 6 to stop. The dropping of line relay 19 in turn drops the line relay of signal 7, putting that signal to stop, and the line relay of signal 7 in turn drops the line relay of signal 8, putting this signal to stop, thereby blocking all opposing train movements. As the train in question passes from the track section B into the track section 0, conditions remain unchanged, lVhen the train passes signal 10, it causes dropping of line relay 18, so as to put the signal 10 to stop, and also makes another break in the line circuit for line relay 1'? at front contact 82. The stick relay 21, however, is picked up in the same way as above explained in connection with stick relay 20, so that when the train leaves the track sections B and C, the line relay 17 may again pick up and cause the signal 9 to clear. It is noted at this point that the control circuits and devices for governing the diagonal or caution position of the signals has not been shown in the circuit arrangements, in order to avoid unnecessary complication, this caution control being obtained in accordance with any of the wellknown systems, such as shown in my prior patent above mentioned. When the train enters track section D, it opens another break in the line circuit for signal 7, When shown in Fig. 3. IuFig. 4:, the stick circuit for the relay 20 includes back contacts 47 and 48 of the track relays 1e and 15, in multiple, so that so long as either of the track sections B or C is occupied, said stick circuit is maintained. This arrangement operates in the same way as originally explained in connection with Fig. 3.

Fig. 5 illustrates still another way of antomatically restoring the system to normal after the lock-up condition has occurred; According to this modification, provision is made for knocking down the stick relay, as 20, associated withone or both of the starting signals, whena train that has entered the stretch of single track backs out. Referring to Fig. 5, the pickup and stick circuits for the stick relay 20 are the same as shown in Fig. 2, except that the negative battery N, is taken through a back contact 4:9 of an auxiliary relay WV, so that when this relay WV is picked up, the relay 20 is deenergized.

The energizing circuit for relay WV may be traced commencing at N, relay 'VV, wire 50, back contact 51 of track relay 13,'wire 52, front contact 53 of track relay 14, wire 5% and circuit controller 55 closed with the signal 9 in the horizontal or stop position.

This control of the auxiliary relay N is such that said relay is not energized when a train travels from left to right in the direction indicated by the arrow X, but is energized when a train, starting in this direction, reverses its direction of movement and backs up into track section A out of track sect-ion B. When a train traveling from left to right enters track section A, the circuit for relay WV is closed at the back contact 51, but is open at the circuit controller 55 (it being assumed that there is no train in the stretch.) As this train proceeds it opens said circuit for relay W at the front contact 53 before said circuit is closed at the circuit controller 55, and when the train has proceeded far enough to allow track relay ll to pick up and close its front contact 53. the rear end of said train has passed off of the track section A, with the result that said circuit for relay is now broken at back contact 51. Thus, the relay lV is not energized by a normal train movement from left to right, this train movement being the one picked up. Consequently, relay W does not interfere with the regular operation'of the system. Suppose, however, the train, after getting into track section B, backs up. Circuit controller 55 is closed, having been closed when the train entered track section B. Back contact 51 is closed, because the train is now on track section A. Consequently, during the interval after the closing of the front contact 53 and opening of the circuit controller 55, the energized circuit for relay WV is established, and the stick relay 20 is deenergized. If desired, this interval may be increased by making the'circuitv controller 55 so that it makes contact during a portion of the movement of the signal 9 upward from its stop position.

Referring to the operation of the modification shown in Fig. 5, if two trains should happen to enter opposite ends of the stretch at about the same time, the stick relays associated with the signals 9 and 8 would pick up, and the lock-up conditionhereinbefore explained would result. These two trains could not proceed according to signal indie cations, and even if they attempted to flag through, one would have to back up until behind its corresponding starting signal 8 or 9. Thisfback-up movement would pickupthe corresponding auxiliary relay V and drop the corresponding stick relay, as above explained; and consequently the lock-up condition would be broken. 1

It will be evident that the stick relay, as 20, at the starting signals 8 or 9, may be deenergized or knocked down by a back-up movement of a train, by specific arrangements of circuits and devices other than the one shown in Fig. 5. For example. in one arrangement shown in Fig. 6, the stick relay 20, is knocked down by a back-up movement as described, by shunting out said relay through a suitable resistance 56 to avoid short circuiting the battery. The same back contact 51 of track relay 13, the front contact53 of track relay 14, and circuit controller 55 of signal 3 are employed in this modified arrangement shown in Fig. 6, as in the arrangement, shown in Fig. 5, the circuit including the shunting resistance 56 being closed under the same conditions of train movement previously explained. v

Fromthe foregoing it will be observed that I have provided improved arrangements of circuits and devices, by means of whichtrain movement is facilitated in case two trains should happen by accident to enter opposite ends of the stretch of. single track at approximately the same instant, while at the same time retaining the safety feature of checking the deenergization of the several stick relays; and while I have shown my invention incorporated with a specific type of an absolLite-permissive block system the same principles may be applied to other types of systems. I desire to have it understood, therefore, that the specific arrangements of circuits and devices shown and described are merely illustrative of the invention, and do not exhaust the various physical embodimentsof the idea of means constituting the invention.

hat I claim asnew and desire to secure by Letters Patent of the United States, is

1. In signal system for single track railroads having two sets of signals at intervals along a stretch of single track between two nal including, a back contact of the stick relay associated with the next opposing sig nal', a stick circuit for each relay controlled by the linecircuit of the corresponding sigs nal,and means associated with each of the 5 starting signals at the ends of said stretch for causing deenergizatlon oi: the corresponding stick relay when a train moves by that signal oppositeto the direction of trafiic governed thereby. I

2. In a signaling system of the type specified in claim 1, the combination witlr the starting signal at the end of the stretch and the stick relay associated therewith, of means for interrupting the stick circuit of said relay when a train passing a signal in the direction of traffic governed thereby backs up into the track section in the rear thereof.

3. In a signaling system of the type specified in claim 1, the combination with each of the starting signals at the ends of the stretch of single track and the stick relays associated therewith, of means dependent upon the direction of movement of trains pasts'aid signals for governing the stick circuit of the corresponding stick relay.

4:. In a signal system of the type specified in claim 1, the combination with each of the starting signals at the ends of the stretch of single track and the stick relay associated therewith, of means including front and back contacts on the track relays of the track sections adjacent to each signal for governing the stick circuit of the corresponding stick relay.

5. In a signal system of the type specified in claim 1, the combination with thestarting signal at one end of the stretch of single track and the stick relay associated there with, of a slow acting circuit controller governed by the line circuit of said signal and opened or closed when said linecircuit is energized and deenergized respectively, and means for controlling the e'nergization o'l said stick relay, said means comprising a.

circuit including said circuit controller and front and back contacts respectively of the track relays of the track sections next in ad vance and in the rear of said signal.

6. In a signal system for single track railroads having two sets of signals governing trafiic in opposite directions over a stretch of single track between two passing sidings, a directionally controlled device associated with said signals and responsive to the di rection of movement of trains, said device of each signal acting when active to hold the next opposing signal at stop, and means associated with the starting signals at the ends ofsaidstretch for automatically restoring the corresponding device to thenormal condition when a train having entered. the stretch from-that end backs up out of the track sections in advance of the corresponding: starting signal, k,

7. Ina signal systematorsingle track railroads having two sets of signals governing traflic in opposite directions over a stretch of single trackbetween two passing sidings, aline circuittor each signal controlled by the track relay oft-he track sections protected thereby, the linecircuit ofeach signal being controlled by the line circuit of the signal next inadvan'ce which governs trafiic in the same direction,,-a' directionally con trolled deviceqassociated with each signal and'change'd to an act-ivecondition byatrain moving in the I direction. of} trafiic' governed by that signal, said device of'each signal acting when active to hold the next opposing signal at stop, and means associated with the starting signals at the end of the stretch for maintaining the corresponding device active when once rendered active so long as a train causing such change occupies the track sec tion protected by that signal, said means automatically restoring said device to the normal condition when such train reverses its direction of movement and backs out of the track sections protected by the corretrain; occupies a certain portion of the stretch, and automatic means for independently restoring said device-to the normal condition when such train reverses its direction of movement and backs out of said certain portion of the stretch.

9.. Ina signal system for single track railroads having a stretch of single track between two passing sidings, the combination with signals at opposite ends of the stretch and governing train movement into the stretch, of a normally deenergized stick relay associated with each signal and automatically energized by a train moving in the directions of traflic governed thereby, and means, for causing deenergization of each stick relay when a trainhavingpassed the corresponding signal in the direction of traflic governed thereby backs up in the rear of that signal.

10. In an absolute permissive-bloek signal system for single track railroads of the type described, the combination with the starting signal at the end of the stretch of single track, a normally deenergized stick relay associated withsaid signal, pick-up and stick circuits for said relay, and means governing both the pick-up and stick circuits of said relay, comprising front and back contacts of track relays oftrack sections adjacent to and on opposite sides of the signal.

11. In an absolutepermissive-block signal system for single track railroads of the type described, the combination with the starting signal at the entrace to the stretch of single track, a stick relay, pick-up and stick circuits for said relay, and means governing both the pick-up and stick circuits of said relay, comprising a normally opened circuit controller closed when the track circuits next in advance of the signal are occupied.

12. In a signal system for single track railroads having a stretch of single track between two passing sidings, a starting signal at one end of the stretch, a normally closed circuit controller operated by the signal and opened during movement thereof to its biased stop position, a stick relay, a pick-up circuit for the relay including said circuit cont-roller and a back contact of the track relay next in advance of said signal, a line circuit governed by a plurality of track circuits in advance of the signal, a stick circuit for said relay closed at one point when said line circuit is deenergized, and means comprising front and back contacts of track relays adjacent to and on opposite sides 01 said signal. for governing the continuity of both the pickup and stick circuits of said relay.

In testimony whereof I afiix my signature.

SEDGWIOK n. wrsnr

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