US1864367A - Signaling system - Google Patents

Description

June 21, 1932. F. H; NICHOLSON ET AL 1,854,357

SIGNALING SYSTEM 3 Sheets-Sheet I INVENTORS EZ 'a w bgy w S. (P. a?

ATTORNEY June 21, 1932. F. H. NICHOLSON ET AL 1,864,367

SIGNALING: SYSTEM 3 sheets sheet 2 Filed Feb; 25. 1931 a Z5" I16" I l av 1 7 'June 21, 1932.

F. H. NICHOLSON ET AL 1,864,357

SIGNALING SYSTEM Filed Feb. 25, 1931 3 Sh eetS Sheet 5 ATTORNEY LII Patented June 21, 1932 UNITED STATES PATENT OFFICE FRANK H. NICHOLSON AND HOWARD A. THOMPSON, 'OF EDGEWOOD, PENNSYLVANIA,

ASSIG-NORS TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENN- SYLVANIA, A CORPORATION OF PENNSYLVANIA SIGNALING SYSTEM Application filed February 25, 1931. Serial No. 518,119.

This invention relates to signaling systems and has for an object the provision of simple and effective means whereby indications may be transmitted from a central point to a shifting vehicle such as a locomotive. The invention also provides an arrangement whereby transpositions of signal transmitting conductors may be effected for avoiding interference with adjacent telephone lines and radio sets while at the same time obviating dead-sections at transposition points. The invention is particularly well adapted for, though by no means limited to, cab signaling for freight distributing yards. We shall describe one form of signaling system embodying our invention and shall then point out the novel features ther of in claims.

In the accompanying drawings Figure 1 is a diagrammatic view showing one form 1 of signaling system embodying our invention.

Figures 2 and 3 are vector diagrams indicating certain current relationships.

Figured is a diagram illustrating directions of the fluxes setup at a given instant by the signal transmitting currents in the distributing yard.

Figure 4A is a detail view illustrating one form receiver adapted for use in systems embodying our invention.

Figure 5 is a diagrammatic view illustrating a transposition arrangement embodying our invention, and

Figures 6, 7 and 8 are vector diagrams illustrating current relationships adjacent transposition points.

Referring to Figure 1 of the drawings, the reference character Y designates a distributing yard which, as here shown, comprises eight parallel tracks designated 1-8, inclusive, respectively. Traffic normally enters the yard Y from a main track T and is distributed onto the yard tracks by a ladder track T Traffic leaves the yard Y on a ladder track T and passes over a scale U, which is usually located on a hump, and from which it moves into a classification yard, not shown in the drawings. In accordance with the usual practice, cars are collected on the several tracks of the yard Y, and are then pushed over the hump by a shifting locomotive. By

the present invention an operator is enabled to transmit signal indications over a pair of loop circuits to a shifting locomotive irrespective of the track upon which the locomotive may be operating.

The secondary 10 of a transformer 10 has one terminal connected by wire 11 to rai1'12. The latter is connected by wire 18 to railb of track 2, which rail in turn is connected through wire 14: and junction box 14 to a Wire 15. The latter is shown between tracks 4 and 5, and is connected to the other terminal of transformer secondary 10". One terminal of the secondary 16 of a transformer 16 is shown connected by a wire 17, to rail a of track 7, which rail is connected through wire 18 and junction box 14' to conductor 19. The latter extends adjacent wire and is connected to the other terminal of secondary 16". Wires 15 and 19 are combined in a two conductor non-ferrous parkway cable placed a short distance under the surface of the ballast between tracks 4 and 5. It will be seen therefore that the yard is provided with two signaling circuits. For reasons which will appear hereafter, we prefer to supply these two circuits with signaling currents which are displaced in phase.

To this end, the primary 10 of transformer 10 is connected to wires 20, 21. Wire 20 is connected to one terminal of a generator 22, while wire 21 is connected to the other terminal of said generator through controller element 23 and motor-coder controlled contacts as hereinafter described. High frequency current is desirable for the energization of the above described signal circuits, for which purpose the generator 22 may, for example, supply current of 500 cycles per second. Said generator is driven by motor 2 1 which receives energy from standard cycles mains 25, 26.

The primary 16 of transformer 16 is connected in series with a condenser 27 and with the secondary 28" of a transformer 28. The primary 28' of said transformer 28 is connected to wires 20, 21 in parallel with transformer primary 10.

A motor coder 29 is connected to the mains 25, and 26, and may be of the well known type comprising an electric motor and a plurality of make and break cams driven thereby for causing the opening and closing of contacts at different frequencies. In the drawings there are indicated three contacts 30, 31 and 32 operable by the motor coder and connected through wire 33 to one terminal of the generator 22. Contact element is operated by the motor coder to move into and out of engagement with contact .35, a given number of times per minute; said contact 30 engaging contact 35 at the rate, for example, of eighty times per minute. Similarly contact 31 may be operated to engage contact 36 at the rate of one hundred and twenty times per minute; while contact 32 may be caused to engage contact 37 one hundred and eighty times per minute. Contacts 35, 36 and 37 are shown connected respectively to selector contacts 38, 39,40 engageable by the shiftable controller element 23 in the cabin of the hump yard operator. Thus, Whenever the element 23 is engaged with any one of contacts 38, 39, 40, the current supplied by generator 22 to the transformers 10 and 28, and thence to the respective circuits fed by said transformers, is interrupted ata rate depending upon the rate of operation of the corresponding motor coder contact. When the element 23 is shifted to the position shown, it engages a member 41 which has no connection to the generator 22; and thus in this position of said element 23 no current is supplied to the transformers aforesaid.

It will thus be seen that coded energy may be supplied to the circuits connected to the respective transformers 10 and 16 (which circuits may be conveniently referred to as phase A circuit and phase B circuit, re-

1 spectively) and that thereby signals controlled by the element 23 may be transmitted to the distributing yard. In Figure 3 there is shown a vector diagram of the currents flowing in the phase B circuit. Vector 42 represents the current lagging behind voltage vector 43 because of the relatively high impedance of the distributor yard circuit. Vector 44 represents the voltage drop across condenser unit 27 and vector. 45 shows the resultant voltage with current vector 42 leading. Figure 2 shows the vector sum of the.

two currents in transformers 10 and 28. Vector 46 represents the current fed to the primaryof transformer 10, which lags the voltage represented by vector 47, and vector 48 represents the current fed to the primary of transformer 28, the last mentioned current leading the voltage. The resultant current, shown by vector 49, is substantially in phase with the voltage so that approximately unity power factor results. By properly choosing and constructing the component parts, an optimum value can be given to the phase displacement of the currents in phase A and phase B circuits. We prefer to adjust this displacement to substantially 90.

In Figure 4 the relative directions of the fluxes set up at a given instant by the currents flowing in rail 6 of track 2, conductor 15, rail (6 of track 7, and conductor 19, are indicated at 50, 51, 52, and 53, respectively. The phase relation of the currents in the circuits connected to the transformers 10 and 16 is indicated by arrows A and B ,which arrows correspond respectively to said currents. The flux may be utilized in any suitable or convenient'way, as by a receiver mounted on the train and controlling train carried indication means of well known form in accordance with the frequency of interruptions in the currents supplied to phase A and phase B circuits. Any suitable form of receiver may be employed, but we prefer to utilize a receiver in the form shown at K in Figure 4a. The reference character K designates a T-shaped magnetizable core carried by the train with a vertical leg provided with a winding K With this form of receiver, the vertical components of the flux resulting from currents in the circuits in-the yard link winding K and induce therein voltages which may, control the train carried indication meansin the desired manner. As illustrated in Figure 4A, the receiver is over track 7, and the flux path through the vertical leg and on one side of the head of the core K due to current in the rail a is indicated by the line 52'.

The flux supplied by thecircuits hereinbefore described enables the shifting locomotive to receive the signals from the controllers cabin regardless of the track on which said locomotive is positioned in the distributor yard. If the locomotive is on either of tracks 1 or 2 its'receiving apparatus is influenced almost entirely by the flux produced by the current in rail 6 of track 2. If the locomotive is on track 3 or track 4, its receiving apparatus is subjected partly to the influence of the current in said rail 6 of track 2 and partly to the influence of the current in conductors 15 and 19; the fluxes-associated with said rail and conductors acting additively on said receiving apparatus when the latter is positioned on track 3 or track 4. Similarly when the locomotive is ontrack 5 or 6, the fluxes due to current in conductors 15 and 19 and in rail a of track 7 act additively on the receiving apparatus. When the locomotive is on either of tracks 7 or 8 its receiving apparatus is subject practically entirely to the flux produced by the current in rail a of track 7. The signal reproduced in the locomotive cab. as is well understood, depends upon the frequency of interruption of the flux acting upon the receiving coil carried by the locomotive, and such frequency of interruption depends upon which of the contacts 30, 31, 32 of the motor coder is in circuit with wire 21. For example, when controller element 23 is engaged with contact 39, the indication in the locomotive cab may correspond to slow. When said element 2-3 is engaged with contact 38 the cab indication may be fast. When contact 40 is engaged by element 23 the indication may be back up. When no impulses are received, as when element 23 engages contact 41, the corresponding cab ndication is stop.

It is desirable that interference by the signal transmitting current with telephone lines and radio sets in the vicinity of the distributing yard be avoided. The avoiding of such interference may be accomplished by inserting transpositions in the circuits. However, the existence of dead sections at the transposition points should be obviated since otherwise the locomotive would receive a stop" indication at such points at all times. We have provided for the effecting of transpositions in the signal transmitting circuits and at the same time overcoming the effect of dead sections at the points of transposition. This may be accomplished by the arrangement shown in Figure 5, which will now be described.

An insulating element is inserted in rail 5 of track 2 and an insulating element 56 in rail a of track 7. A wire 57 is connected to said rail 5 of track 2 on one side of the in sulating element 55, and is led adjacent the insulating element 56 in rail a of track 7 said wire being thence carried to junction box 58 where it is connected to wire 15'. The latter is connected by wire 59 to rail 7) of track 2 on the other side of insulating element 55. A wire 60 connected to said rail on said other side of insulating element 55 extends to junction box 58 and is there connected to a wire 15". Connected to rail (1. of track 7 on one side of insulating element 56 is a wire 61 which is connected in junction box 58 to a wire 19 which in turn is connected through wire 62 to said rail on the other side of said insulating element. A wire 63 connected to said rail a. of track 7 on said other side of element 56 extends adjacent the insulating element 55 of rail 5 of track 2 .and thence is carried to junction box 58, wherein it is connected to wire 19". The wires 15, 15", and 19, 19", correspond, of course, to the wires 15, 19, between the tracks 4 and 5 in Figure 1. Thus the wires 15 and 19 may be positioned in a single cable located under the ballast between tracks 4 and 5; and likewise the wires 15", 19 which are connected respectively to the secondaries of transformers 10 and 16, may be located in a single cable under the ballast between said tracks.

It will be seen from the foregoing description that the efi'ect of dead sections associated with transposition points is eliminated by our arrangement. Thus, the efi'ect of the dead section adjacent insulating element 55 in the phase A circuit is obviated by conductor. 63 of the phase B circuit; said conductor 63 transmitting current adjacent said dead section so that adequate magnetic flux for energizing the receiving apparatus on the locomotive is provided in the region corresponding to said dead section. Similarly the conductor 57 of the phase A circuit bridges the region corresponding to the dead section adjacent insulating element 56 in the phase B circuit and overcomes the effect of said dead section. It may be additionally noted that conductor 57 extends adjacent the dead section region between wire 61 and wire 19 in the terminal box 58; while wire 63 extends through the region adjacent the dead section between wires 15 and 60 in said terminal box. The eflect of these dead sections is thereby eliminated and continuity of signals assured at the transposition points.

In Figures 6, 7 and 8 the vectors of the currents in the phase A and phase B circuits are indicated in conjunction with the transposition points. The vectors designated A and B correspond respectively to the currents in said phase A and phase B circuits; and each set of vectors in each view represents the current relations in the portion of the circuit directly thereabove. The arrows in the conductors in these views indicate the direction of current flow at a given instant. The sets of vectors in Figure 6 show the relation of said currents on each side of and at the transposition points in rail 7) of track 2. Arrow R represents the resultant effect of the currents. Similarly, in Figure 7 there are shown vectors indicating the relations between the phase A and phase B currents on each side of and at the transposition points in rail (1 of track 7 while Figure 8 shows the vectors indicating the relations between said currents in the vicinity of the transposition points between the cables containing conductors 15, 19 and 15", 19". The series of vectors in each of said figures shows that the effective current changes from one position to another 180 from the first, and that this change is effected through four intermediate steps in which the resultant vector changes progressively 45 at each stop. It is thus apparent that magnetic flux resulting from said currents is maintained throughout the circuits both at transposition points and elsewhere, and that since there is no point at which the effective current is zero, the shifting locomotive is enabled to receive signals from the controller irrespective of transposition points.

It should be pointed out that, while we have described our invention as applied toa cab signal system for use in railroad yards, the invention is not limited to this use but is equally applicable to the control of other vehicles such as airplanes, boats, etc.

The terms and expressions which we have features shown and described or portions thereof, but recognize that various modifications are possible within the scope of the invention claimed.

We claim:

1. A vehicle controlling signal system comprising a plurality of circuits for inductively transmitting indications to a vehicle, transposed conductors in said circuits, and means providing for the passage of signal transmitting current across regions corresponding to dead sections at transposition points in said circuits.

2. A vehicle controlling signal system, comprising a pair of circuits for inductively transmitting indications to a vehicle, transposed conductors in said circuits, and connections from each circuit for the passage of signal transmitting current across the region corresponding to a dead section at transposition points in the other of said circuits.

3. A vehicle controlling signal system, comprising a plurality of circuits for inductively transmitting indications to a vehicle, transposed conductors in one of said circuits, and connections from another circuit for the passage of signal transmitting current across the region corresponding to a dead section associated with the transposition in the first said circuit.

4. A cab signal system for a railway receiving yard, comprising a plurality of trackway circuits for inductively transmitting indications to a vehicle on any of a. plurality of tracks, means for supplying to the 5 respective circuits alternating currents out of phase with each other, transposed conductors in one of said circuits, and connections from another of said circuits for the passage of current across the region corresponding to a dead section associated with the transposition in the first mentioned circuit.

5. In combination, a plurality of car distributing tracks, means for transmitting signals to a locomotive on any one of said tracks; said means comprising an alternating current source, a circuit connected to said source and comprising a rail of one of said tracks and a conductor positioned between certain of said tracks, a second circuit comprising a rail of one of said tracks, and a conductor adjacent the first mentioned conductor, and means where alternating current out of phase with that in the first circuit is supplied to the second circuit.

6. In combination, a plurality of car distributing tracks, means for transmitting signals to a locomotive on any one of said tracks; said means comprising an alternating current source, a circuit connected to said source and comprising a conductor positioned between certain of said tracks, a second circuit comprising a conductor adjacent the first mentioned conductor, and means whereby alternating current out of phase with that in the first circuit is supplied to the second circuit.

7. In combination, a. plurality of car distributing tracks, a circuit comprising a conductor positioned between certain of said tracks, a second circuit comprising a conductor adjacent the first conductor, means for supplying to'said circuits alternating currents out of phase with each other, transposed conductors in each of said circuits, one of said circuits comprising a conductor arranged adjacent transposed conductors in the other of said circuits for setting up magnetic flux in the space at transposition points in said other circuit.

8. In'combination a plurality of car distributing tracks, a circuit comprising a conductor positioned between certain of said tracks, a second circuit comprising a conductor adjacent the first conductor, means for supplying to said circuits alternating currents out of phase with each other and means comprising motor coder contacts for interrupting the currents supplied to said circuits.

9. In a cab signal system for a railway receiving yard, a plurality of railway tracks, a circuit comprising a conductor beneath the ballast betweencertain of said tracks, a second circuit-comprisin a conductor beneath the ballast between sai tracks, means for supplying to said circuits alternating currents out of phase with each other, and means for interrupting the currents in said circuits at predetermined rates.

I11 testimony whereof we affix our signatures.

FRANK H. NICHOLSON. HOWARD A. THOMPSON.

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