US1710498A - lewis - Google Patents

Description

A ril 23, 1929'.

L. v. LEWIS RAILWAY SIGNALING Original Filed pt. 21, 1916 2 Sheets$heet INVENTOR.

AME ATTORNEY April 23, 1929. L. v. LEWIS RAILWAY SIGNALING Original Filed Sept. 21. 1916 2 Sheets-5mm INVENTOR BY Caz-212M5 ATTORNE.

Patented Apr. 23, 1929.

LLOYD V. LEWIS, O]? EDGEWVOOD BOROUGH 1 1cm? SWITCH &, SIGNAL COMPANY, F SWISbVALE, I

, OF PENNSYLVANIA.

HAIQLXJVAY Original application filed September 21, 1916,

tiel'ial No. 121377, liivhhi ind-lo "IA, .tliifilfirliiffill- 130 THE UNIGN NSYLVAIHIA, A CORPORATION SIEGNALIENG.

and. this application filed.

April 13, 19%, Eerie 1 1'? %,776. Renewed. hotelier 3. 19518.

.lvly invention relates to milwuy signaling, 21nd particularly to signcjing of the type in which ultermtiing current is employed in the truck rails for the purpose of controlling trullic thereover.

The present application a. division of my co pcndiug upliiicution iiled on the 21st day of .iweptcmher 1916, Serial No. 121,377, for railway signuling. will now describe icr'uin 'l'orn s of signaling andzippuretir-i embodying my invention, and will then point out the novel features thereof in claims.

in the 2'!(3(()1I1P21.]1 Yll1 drawing, Fig. 1 is i. lhigruniuuitic view showing one. form of unnuling apparatus embod ing my inveni :2 is a diugrziinnnitic view show- ;5 :2 modified. arrangement of apparatus :iiso embodying}; my invention. Fig. 3 is it view showing: 21 modified form of vehicle receiving; circuit whichnniy be employed instead of the circuits shown in Figs. 1 and 2. Fig. 4: is ii diagrammatic view showing one zii'rziugement of speed governing; apparatus which may be employed in conjunciiou with the relays shown on the vehicle in Fi s. 1 and 2.

Similztr reference characters refer to simihir ports in each of the several views.

Referring first to Fig. 1, the reference chm-actors H and H designate the track rails of a railway along which cars or trains normally move in, the direction indicated by the arrow. The railway divided into hlock sections A-Jfi, B-C', etc., by any suito lo means which, as here shown, are insulate-(l joints- 2 in the rail H. The other rail H being eiectricully continuous it may, if

the propulsion energy for the cars is electricity, be included in the circuit for the propulsion current in'the usual or well known manner. It is immaterial to the present invention, however, how the segregation of the block sections as accomplished, and whether or not the cur propulsion energy is electricity, and if so, whether it is director alternating: current.

For each block sectionv I provide means for impressing on the rails thereof sieri'izilingz currents differing; in frequency. As hero strewn, two such currents are employed, and they are supplied from two pairs of trzrnsmiesion 11mins 3 and 3, which pairs 3330 connected respectively with two generators tion with current of one frequency only. The

priumry of ouch transformer is connected with one of the transmission mains 3 and 3, and the secondary is connected with the truck rails of the corresponding section adjacent the exit end thereof. Connected in series with the primary of catch transformer T is u condenser 53 which serves to loci-once the reuc'uince of the circuit and thus to reduce to a. minimum the impedance of the circuit to i urreut of the frequency of generator 4-; that is, the primary circuit of transformer T is tuned to resonance. Similarly, it condenser 5 is connected in series with the primary of each. trzmsformcr 'l ii minimum the iinpendonce of this circuit to current of the frequency of generator i. The secondary of each transformer T is connected directly across the rails, and included in series with such secondary is a condenser 6 which forms with the secondary winding a circuit resonant to the frequency of the current supplied to the primary of thistrunsformer. The secondary of each transformer T is also provided with a condenser 6 to form a circuit resonant at the frequency supplied by the primary of this transformer. In order to secure currents of both frequencies in each section, I provide resonant transformer bonds N and N connected around the rail joints 2, each bond comprising a transformer whose primary is connected with the two adjacent sections of rail Hiand whose secondary is connected with u condeni-ier as shown. Euchof these bonds is udjusted to resonate at. the frequency of current which is directly supplied to foreword of two sections to which v bond connected; that is, bond N at location B is'resonunt utthe fre quency of generator 4, hond'N zit loca- {i resonant at the frcqiiicncy of generator etc. It will be seen, therefore, that 'noi'inuliy the .:urront which directly supplied to each section freely transmitted to the "tion'next in thereur, but cannot reach the second sectionm the rear because it is in order to reduce to by a battery 20, and the terminals of condenser 15 are connected by Wires 21 and 22, respectively with the grid 18 and the lila- Inent 17 so that the alternating currents in the receiving circuit aproduce an alter-nah ing difference of potential on the grid. A battery 23 is connected with the filament l7 and the plate 19 in such direetirm that current lhere'fronr will flow through the tuhe or bulb K owinglo the electron emission from the healed lilzuuei'it l7. The oscillah lllg dilierence in potential on grid 18 serves to increase and decrease the rate of en'iission of electrons from the filament and hence produces corresponding variations in the strength. current flowing in the circuit of battery 23. The circuit of: battery 23 includes the primaries of transformers 525 and. 25 acrossthe terminals of which connected a Condenser 24 to tune the transformer circuit to the frequencies of the two signaling currents. The secondaries of these transformers 25 and 25" are connected with relays P and P respectively by means of circuits made'resonant to the two signaling frequencies respectively by condensers 26 and 26, as shown. The variations in the strength oil the current from battery 23 are thus reproduced as alternations in the resonant relay circuits, and so in the windings of the relays themselves.

The operation of the system shown in Fig. 1, so far as the fixed roadside signal I is eoncernech will he readily understood and may be briefly explained as follows:

hen a section such' as D-E is occupied by a vehicle V, the red. lamp R of the anal for that section is illuminated because both relays S and S for the section de-e'nergized; the signal therefore indicates stop. As for section. C D, relay 0 is energized by the transformer T for this section, but relay S is (lo-energized, current for this relay. from transformer T for section D l which transformer is not showm being cut oil by vehicle V; signal F for section C-D consequently indicates caution. The green lamp G of the signal for section llC is illuminated because both relays S andS for this section are energized; the signal E for this section," therefore, indicates proceed.

The nailing; apparatus'is as follows:

i 'hen the vehice V is in section AB, which section is unoccupied except for vehicle V, hoth relays P and P on this vehicle are ener .izcd so that the green lamp G is illuminated, indicating proceed. the vehicle enters section BC, no change will occur l'iecause this section and the GD in advance are unoccupied. When, however the vehicle enters section (L4), which the section in the rear ofan occupied section, relay P will become de -entiion.

operation of the vehicle carried sigotion ergizcd because the signaling current from generator 4 to which this relay rcsponcs is not present in the rails of the section; lamp G will therefore be extinguished and lamp Y will become ilhuninal'cd so that the sigi'ial on the vehicle will indicate caution. As the vehicle V enters section D -lE which is already occupied by 'i ehicle V, relay P will also become (loeneigized because or the absence of signalii'ir; current in the rails of this sectioiu so that lamp Y will become eminguished and lamp it will be illuminated, indicating; stop.

The signaling; system shown in Fig. 2 similar to that shown in Fig. ii in that identical means are employed for impressiing' the signaling currents upoi'ithe rails of each block section and that signaling currents ct both ireqnencics are obtained in each block section by bridging the insulated joints 2 of each section; in'Fi; 2 however,

the devices for. brid 'ing the joints are bonds plied to each section is freely ti'an.,.r1i'te l to the section nextin the zar, but cannot reach the seconc. section in "the rear because it is intercepted by a bond which offers a relatively high impedance to current of that frequency.

It will be noted that the system disclosed in Fig. 2 without the roadside signals shown in Fig. l, the purpose oil? this omission being to avoid complexity of descrip- It is apparent, however, the v the roadside signals may be used with lhis systern as well as \vith th system of Fig. 1 and that they may be omitted in either system. The s 'uaiingr apparatus on the vehicle V of Fl at shown. in Fig. l.

is similar to t [l except that in lieu of simplifying the cur rents for hoth relays and if hr a, single amplifier K, two separate amplifiers K and K are provided for the two signaling)! eurrents, respectively. In this instance the receiving ei1e1ii'li,i\'lii.(-l1 is here designated a, con'lprises the coil 14., wires 21 and 22, condenser 15 and the primaries 51 and 51. of tra= formers J and J and this cirei'iili v led to resonance at both of the signal ing frequencies. The secondary 52 of t ansformer J is provided with acircuit which includes a condenser 53 and this circuit is tuned sharply to resonance the frequency of generator 4:. Similarly, the secondary 52" of transformer .l is provided with a oil suit including; a condenser 53. which circuit dill) is tuned sharply to resonance at the trewhich i s connected :1 condenser oudery circuit for .trui

i, at

, once with trellic cone itions in advance,

whe eas e treurioels of condenser 53 are c rrtcd. with the iilzinient and grid, re-

speuiively, of amplified-ii; curt ct etcnpufier ll The plate cir ncludes the prlmury ot 3 across the terzmnel of ti-eiisim'liie to resonance at the i1 equeucy of ge The secondary of transformer 25 1s 'COI'HF d with reloy P by means of e circuit which includes a condenser 26. and this circuit the equency el. generator 4;. The plate circuit for :uuplilier K is similzu" to the plate circuit for :urmiifier K, 2u1d the sec Former 25 is similar to the corresponding circuit for transformer 25, except that it tuned Sharply to resensure at the frequency of genemtor Q.

It will beseee, therefore, that reluyl responds only to current from generator 4, whereas relay .P"responds only to current from generator 46% 7 shown in s' and the R are concerned, icul L'() the operotiouof the apparatus ml r;

shown in Fig. l. and, consequently, further expluuluion would be su 'ierfluous.

' e; 1. Tu. o

telclrln" new LO lg. o, I have llClO shown so emotive means for transmitting energy ironi' the track 1'. {l5 to the epperotus on the vehicle.

is ermuected directly with the journal boxes or wheels of the front axle or the vehicle and the indrmtencev of this axle i balanced by the condenser 15,'-so that the circuit is resonant to bothol' the signaling currents.

l on the vehicle in either Fig. 1 or 2 control the vehicle in 'l'liit is desirable to the vehicle iii accordsuch sired character or to any desired manner. govern the speed 01 of: this erin speed or the Vehicle; the higher the speed, the farther this arm sw ngs to the right, end

1 ice Verso. 'illif'i contact se arm co-operetes with ii ed A chided in circuits governed by the contacts iii) of relays Pond P and it broke application meguet M is controlled by these circuits in the following manner. When both relays i? and P are energized, the circuit for 11mguee llfl is COll'l]')l.-t()tl through the upper points or con acts 82 eudilti and the fixed contact segment which is of such le l.

thst the 2&- to tune the tuned sharply to resonance in;

sired vudues such? for miles per hour.

Although I have herein shown only it few do this modification the re-v forms of apparatus embodying my invenceiviug circuit, which here designated a 1 r such ' responsive to said. currents.

nieuts 28, 29 end 30. which are iny I by insulated oints, means for unpressmg vehicle only then proceed at maximum speed betore the circuitwill beoperied by'the move-- this beiucatlie caution condition of the ve-..

hiclo curried upperatus,-the circuit for mag;

netllit is con'ipleted through the upper point ,5 um- 09 WA t f'. so 00' er-eon o. oin 0 corr ct .0.) 01.10 'ley P1 and segment 29, which nent shorter than segment 28, so thet the vehicle must rn'oeeed at an. intermediate speed in cult tor me M is completed through the hack pom s of contacts 32 end 33 and energized passes through the lower point.

through the very short sep u'ient 30; so that if the vehicle exceedsfe gz 'i'veu low speed, the

circuit or magnet M will be owned and the brakes applied. It is uud 00d .thet zso long); as magnet lid is energized. the brake pipe remains. closed end the brakes are not a plied. to segments 28, Q9

end may be any deii'ogle us-GO '30. and

tioo, it is understood that various changes and modifications may befmode therein Withi n the scope of the appended "claims without de iurting from thespirit and scope of my invention.

Having thus described my invention, what I claim is .1. A railway ing tire-ck rails divided intoblock sections b insulated Yointsj means for he aressirw- 7 b alternating; signaling current 011 the rails of eeclrseot-ion the currents supplied to adecerit. sections diiierlng 111 frequency, resonent bonds connected around the insulated joints each bond being resonant to the tire queney oi. the current supplied to the section. in advance but not to the frequeucy'of the current supplied to the section in the rear, and signaling moons controlled by said selectwelyf currents in the track rails and 2 A railway signaling system comprising" track. rails divided into block sections alternating signaling current on. the rails of each, section, the currents supplied to adcent se 'rtions differing 1n frequency,*resonant bonds ceouected'srouod the insulated joints each bond being resooent to the tre-' q ency, oi the currentsupplied to the section in advance but not to. the frequency of the signaling; system compris' l I The three speeds corresponding current supplied to the section in the rear, a railway vehicle, and signaling means thereon selectively responsive to said currents in the track rails.

3. A railway trafhc controlling system comprising track rails divided into block sections by insulated joints, means for impressing signaling current on the rails oi. each section currei'its supplied to adjacent sections diilcring in frequency, resonant bonds connected around the insulated joints, each bond being resonant to the frequency of the current supplied to the section. in advance but not to the frequency of the current supplied to the section in the rear, and tra'iiic governing means on a vehicle controlled jointly by said currents in the track rails and by the speed of the vehicle.

4. A system of the class described co1nprising a track divided into blocks, tuned by passes connecting the rails of one block with the rails of a contiguous block, means for impressing an alteriiating current upon the rails of one block which can not traverse the by-passes at the end of the block sig- :nal devices comprising a receiver connected with the rails of said block and responsive to the current aforesaid, said signal devices indicating safety when said respon sive means is detecting said current, and indie ting danger when said current is short circuited through the wheels of a car in said block, means for impressing an alternat ing current capable of traversing the bypasses aforesaid upon the rails of the contiguous block, andsignal devices comprising a receiver connected with the rails of the first'bloch and responsive to current impressed. upon the rails of the contiguous block, said last-mentioned signal devices indicating safety when said last-mentioned re ceiver is detecting the current impressed upon the rails of said, contiguous block, and indicating caution when said last-mentioned receiver is not detecting such current.

5. In a system oi railway signaling, a track divided into blocks, a danger signal and a caution signal at the entrance into each block, each signal controlled by a receiver tuned to respond to a high frequency current o1" a certain frequency, by-passes connecting the rails of contiguous blocks, each bypassluned to permit a current of a certain frequency to traverse the same, means for impressing upon each block a high frequency current capable 01" being detected by the receiver associated with the danger signal at the entrance to said block, and means for in'ipressing upon the rails of each block a high frequency current capable of being detected by the receiver associated with the caution signal at the entrance to an adjacent block.

in testin'lon y whereof ll aiiix my signature.

LLOYD V.. LElVlS.

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