US1428532A - Signal-controlling apparatus - Google Patents

Description

w. M. CHAPMAN. slGNAL'coNTRoLILING APPARATUS. I .APPLICATION FILED FEB. 13.1911.

Patented Sept. 12, 1922.

'-2 SHEETS-SHEET l.

w M. CHAPMAN.

SIGNAL CONTROLLING APPARATUS.

umg/mon man rfa. 115.1911. 1,428,532. Patendsept. 12,1922.

. A' 3 sains-SHEET 2.

W. M. CHAPMAN. SIGNAL CONTROLLING' APPARATUS.

APPLICATION FILED FEB. 13,1917.

1,428,532. Patenasepc. 12,1922.

a SHEETS-SHEET a.

Patented Sept. 12, 1922,

PATENT OFFICE@ WINTHROP M., cnam/IAN', oF ivEErnsrAivr,v MAssAcHnsnTTs.

sIGNAL-coirnorrnvc APPARATUS;

Application filed February 13, 1917". Serial No. 148,312.`

To all 'whom t may concern:

Be it known that l, WIN'rriRor M. CHAI?- MAN, a citizen ot the United States, residing at Needham, in the county ot Norfolk andv State ot ii/iassachusetts, have invented cer-k tain new and useiul lmp roveinents 1n Signal- Controlling- Apparatus; and l, do hereby declare the following to be a tull., clear, and

exact description of the invention, such as will enable others skilled in the art .to which it appertains to make and usethesarne.r

The present invention relates to signal controlling apparatus adapted 'for use in connection with the block 'signals ot an' electric trolley road and more particularly to signal controlling apparatus which embody a vsignal controlling device in the term or a relay which when actuated' closes a signal circuit and the operation ot which relay is in turn controlled lby. contacts which' for convenience may be termed rail contacts and which include an insulated section ot' rail.'

The object of the present invention is to produce a signal controllingapparatus oi the character yabove reterred'to in which'an' improper or uncontemplated actuation of the relay will be prevented in case the relay circuit, after being closed bythe wheels ofl a car, is successively 'opened and closed tor' any reason, as ttor instance, the presence ot dirt, leaves or other insulating material on the track.'l

Another object of the present invention is toproduce a track relay of improved con#r struction and operation particularly adapted for use in signal controlling apparatus,

lWith the above objects in view the presentv invention consists in the combinations and arrangements of parts, circuit connecn tions and contacts hereinafter described and claimed the advantages ot which will be obvious to those skilled in the art troni the following description.

The preferred form of the several icatures ot the present invention are illustrated in the accompanying' drawings, in

which Figure 1 is a view in side elevation lustrated in"Fig; 1, showing `the armatures 1n the/position they assume when actuated successively byicars passing in' one direction; f Fig.f3 1sv a view 'similar to Fig. 2 showing the position which the `rarmatures assume when actuated by cars ypassing in the ,oplp0` site direction jFig: tis a detail "perspective view .ot one of the Contact carrying blocks or the relay armatures Fig. 5 is a diagrammatic view showing the circuit connections of a signal lcontrolling'apparatus using the.

relay illustrated in Fig. 1 and adaptedto control the operation ot signals tor cars passing in both directions; and Fig. 6 is a diagrammatic view ot 'a signal controlling apparatus similar to that illustrated in Fig. 5 but omitting the unlocking magnet of the relay and showinga shunt' circuit for shunt ing the gapbetween the two insulatedI rail sections when the armatures of the relay are brought together. c,

The relay illustrated inFig; l comprises opposed magnets 1 and 2 ot the solenoid type provided, respectively, with armature cores 3 and 41 connected by klinks 5 and 6 to the lower arms of pivotally mounted levers 7 and 8, the' arrangement being such that when the magnet 1 is energized the lever 7 isswung about its pivot to lower the upper arm and when the magnet Q. is energized the lever 8 is actuated in a similar manner. The lowerarms of the levers 7 `andr8 are connected by a springiQ which, while the mag-i nets are 'deenergized, .holds the lower armsv of the levers 7 p and 8 against adjustable stopy screws 10 and 11.

The upper arm ot the leverl 7 carries a block 12 ot insulating material and the upper arm ot thelever 8 carries a similar block 13. Upon theblock 12 are mounted contact plates ltand 15 and upon the block 13 are mounted "Contact plates 16 and 17. The contact plates 15 and 16 extend upwardly in line with the upper surface of the blocks 12 and 13 while the plates 14C and 17 at their upper ends are otf-r set upwardly with relation to the upper surtace of the blocks so that the upper ends ot these plates are located in a different plane trom the plates 15 and 16. The oiiset plate 14 is opposite the 'straight plate 16 and 'the oilset plate 17 is opposite the straight plate 15, as is clearly shown in the drawings. The

"result of this arrangement is that when the levers 7 and Sfare actuated successively to bring them into the positionpillustrated in Fig. 2 the contact plate 16 engages the plate is closed.

lll and when the levers are actuated successively to bring them into the position illustrated in Fig. 3 the contact plate l5 engages the plate 17. As will hereinafter be eX- plained the contact plates 16 and 17 are connected to a common source of current and the contacts le and l5 are connected to ditferent signal circuits. Accordingly when the levers 7 and 8 assume the position illustrated in Fig. 2, one signal circuit is closed and when the levers assume the position illustrated in Fig. 3, another signal circuit The baclward or retracting movements of the armature cores 3 and Il are limited by adjustable stop blocks i8 and 19 held in placeby set screws 2() and 2l.

Referring now to Fig. a trolley wire is indicated at 22 a continuous rail at 23, and

insulated .rail sections at 2a, 26 and 27 28 indicates a wire connecting the trolley wire with the relay contacts 16 and 17, and 29 and 30 indicate separate signal circuit wires connected, respectively, to the relay contactslll and 15. A. local battery is indicated at 3l, one pole of which is connected through the wires 32 and 33 and interposed hand switch to the continuous rail 23 and `.the other pole of which is connected by wires 35 and 36 to one terminal ot each ol" the relay magnets l and 2. rlhe other terminals ot these magnetsare connected. respectively, tothe insulated track sections and 2o. It will be obvious from an inspection ci Fig. 5 that a car passing from lett to right will energize the magnet Yl as soon as the trout wheels of the car pass on to the insulated section 25 and that the magnet 2 will be energized as soon as the front wheels ot the car reach the insulated section 26. The armatures ot the magnets will thus be actuated successively and the leversl connected to the armatures will assume the position indicated in Fig. 2, bringing the contacts ll and liinto engagement and closing the signalA circuit 29. In like manner it will be obvious that when a car passes from right to lettthe magnet 2 will be irst energized and thon the magnet l and the levers oit the relay will assume the position illustrated in Fig. 3, thereby closing the signal circuit 39.

From the foregoing description and trom an inspection of Fig. 5 it will be obvious that the successive actuation oil," both levers otl the relay is required to close a signal circuit. lt will. also be obvious that aiter both levers lia-velbeen actuated and assumed, for instance, the position indicated in either Fig. 2 or Fig. 3, an interruption and subsequent closure ol? the relay magnet which was last energized vill tend to cause a movement of its contact carrying lever sutlicient to open and again close the signal circuit. Such an interruption of the relay circuit may be occasioned, for instance, by leaves or dirt or other insulating material upon one of the insulated track sections 25 and 26. To illustrate further, suppose the front wheels of a car passing from lett to right be upon insulated track section and the rear wheels ot the car be upon insulated section 25, magnets l and 2 having been energized successively and the contact carrying levers having. talren the position indicated in Fig. 2; it now, the wheel on insulated track section 26 passes over leaves or dirt the circuits ot magnet 2 may be successively broken and closed, thereby tending to produce a moveient the lever 8 sullicient to break and again make signal circuit 29 at the contacts ll and 16. To guard against an improper actuation ot the relay under the conditions stated above and also to prolong the closure of the signal circuit until the car has passed from the insulated track section, the contact carrying levers 7 and S of the relay illustrated in the drawings are provided with locking devices which hold them in the positions to which they are moved in closing one or the other ot' the signal circuits and means tor actuating these locking devices to release the contact carrying levers is provided, which means includes a magnet the circuit ol which is arranged to be closed by the car ai'ter it passes beyond the last insulated rail section connected 'to the .relay magnets. As illustrated in the drawings one ot the locking devices consists or a linlr 37 pivotally connected to the lower end oi lever l' andcarrying a locking pin 33. The other locking device. which cooperates with the pin consists of a pawl or latch 39 pi otall y mounted upon the lower end ot the lever 3 and acted upon by a spring 4:0. The linlc 37 is provided with a slot Lll through which passes the stud on which the latch 39 is mounted so that the link 37 is pivotally supported at one end by the lever 7 and slidingly supported at the other end by the lever 8.` rllhe slot ill permits a relative movement olf the levers 7 and S and the arrangement ot the pin 38 and latch 39 is such, as will be obvious troni un inspection of Figs. l, 2 and 3, that a movement olf the.

levers to either ot' the positions indicated in Figs. 2 and 3 brings the locking.;` devices into engagement. To release the locking devices and permit the contact carrying levers 7 and V.

8 to return to the position indicated in Fig. l an arm ll2 is arranged to extend beneath a pin 43 projecting laterally troni the latch 39 so that an upward movement o'l the arm litts the latch out ot engagement with the pin 38. The arm Ll2 projects Ytroni the hub oit a lever ad, the lower end `ot which is acted upon by a spring 45 and the upper end oit kwhich is connected by a linl; ab to the armature core i7 of a solenoid magnet rlhis 'magnet 48, as is indicated in 5, has one terminal connected to the wire 36 which leads to one pole oli' the battery 3l and the other terminal connected to the two insulated track sections 24: and-27. TWith the arrangement'illustrated in Fig. 5 it will be noted that the magnet 48 is energized by a car passing in either direction before the magnets l and 2 orp the relay are energized. This, however, has no eiliect on the operation of the relay inasmuch as the magnet is de-energized before both magnets l and 2 of the relay are energized. After the magnets ot the relay have been energized successively to close one or' the signal circuits 29 and 30, hereinbei'ore described, the signal circuit is maintainedy closed by the locking devices until the car passes on to the other insulated track section 2st or 27 and thereby energizes the magnet 48 and causes an actuation of the locking devices to release the contact carrying levers.

1n Figs. l, 2 and 3 the blocks l2 and 13 oit the contact carrying levers are shown as being provided with co-operating contacts t9 and 50. These contacts, as illustrated in Fig. 6, may be connected to the insulated rail sections 25 and 26 so as to shunt the gap between these sections as soon as the contact carrying levers are brought together into a position to close one or the other of the signal circuits. The result or' this arrangement is that both magnets l and 2 remain energized so long as any of the wheels of the car remain upon either insulated track section 25 or 26. 1n' other words, if the iti-ont wheels or a car are on section 26 and the rear wheels on section 25, then a series of alternate breaks and closures at the rail contact 26 will not de-energize magnet 2 of the relay and the contact carrying levers will be maintained in position to close a signal circuit until the car passes off or' the insulated sections.

The track relay mechanism and the signal controlling apparatus which have been illustrated and described and which embody the several features of the present invention in their preferred form are adapted for use with cars passing in both directions. 1t will be obvious, however, that certain features of mechanism, apparatus and circuit connections are equally applicable for use with cars passing in one direction only and it is, therefore, to be understood that except as defined in the claims the several features of the invention are not limited to use in connection with cars passing in both directions. lt is also to be understood that except as deiined in the claims the invention is not limited to any specific construction or any particular arrangement of circuits and contacts.

The nature and scope of the present invention having been indicated and apparatus embodying the several 'features of the invention in their preferred form having been speciiically described, what is claimed is:

l. A signal controlling apparatus, having in combination, rail contacts including an insulated section of rail arranged to be closed by the wheels of a car, a signal controlling circuit closed by the closure of said contacts, `a magnet in said circuit, a signal circuit closing member actuated by said magnet, and means for maintaining said member in circuit closing position during an interruption oi said signal controlling cir cuit.

2. Asignal controlling apparatus, having in combination, rail contacts 'including an insulated section of rail arranged to be closed by the wheels oi` a car, a signal controlling circuit closed by the closure of said contacts, a magnet `in said circuit, a signal circuit yclosing member actuated by said magnet, a locking device to maintain said .member in circuit closing position during an interruption ot said signal controlling circuit, means including a releasing magnet for actuating said device to release said circuit closing member, and a circuit for said releasing magnet including contacts arranged to be closed by the car.

3. et signal controlling apparatus, having in combination, two relay magnets, means for energizing said magnets successively upon the passage of a car including two insulated rail sections arranged to be engaged successively by the car, members actuated by said magnets and cooperating to close a signal circuit, and means for maintaining said members in circuit closing position during an interruption of the circuit of one of said rail sections.

l. il signal controlling apparatus, having in combination, two relay magnets, means 'tor energizing said magnets successively upon the passage of a car, including two insulated rail sections arranged to be en gagedr successively by the car, members actuated by said magnets and co-operating to close a signal circuit, locking devices to maintain said members in circuit closing position during an interruption of the circuit or' one of said rail sections, means including a releasing magnet for actuating said devices to release said circuit closing members, and a circuit for said releasing magnet including contacts arranged to be closed by the car.

5. A traclrrelay for signal controlling apparatus, having in combination, a magnet, a

signal circuit closing member actuated by said magnet, a locking device to hold said member in circuit closing position, a releasing magnet, and means actuated by said releasing magnet for actuating said locking device to release said circuit closing member.

6. A. track relay i'or signal controlling apparatus, having in combination, two mag nets, members actuated by said magnets and cooperating to close a signal circuit, locking devicesl carried by said members and cooperating to lock said members in circuit closing position, and means for actuating said locking devices to release said circuit closing members.

7. A track relay for signal controlling apparatus, having in combination, tWo magnets, members actuated by said magnets and movable to one position to close a signal circuit Wlien the magnets are energized successively in one order and movable to another position to close another signal circuit when the magnets are energized in the reverse order, locking devices carried by said lembers and cooperating to lock said members in each of said circuit closing positions, and means for actuating said locking devices to release said circuit closing members.

8. A track relay for signal controlling apparatus, having in combination, two magnets, pivoted arms actuated by said magnets and mounted to swing toward each other7 a pair of contacts projecting beyond the end of each arm, one Contact of each pair being offset with relation to the other to lie in a dilferent plane, said contacts being so arranged that the offset contact on one arm engages a contact on the other arm to close one signal circuit when the magnets are energized successively in one order and the oi'iset contact on the other arm engages a contact on the first mentioned arm to close another signal circuit when the magnets are energized successively in the reverse order.

VINTHROP M. CHAPMAN.

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