US548426A

US548426A - coleman

Info

Publication number: US548426A
Authority: US
Publication date: 1895-10-22
Anticipated expiration: 1912-10-22

Description

(No Model.) l v 3 Sheats-Sheet 1.

J. P. COLEMAN. RAILWAY SIGr15IALI1`Gf I No. 548,426.

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No. 548,426. Patented 001;. 22, 18.95.

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Patented Oct. 22, 1895.

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ANDREW RGRAHAM.Plmramnwnsmxmmac.

UNITED STATES PATENT EETcE,

JOHN PRESSLEY COLEMAN, OF SWISSVALE, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH AND SIGNAL COMPANY, OF SAME PLACE.

RAILWAY SIGNALING.

SPECIFICATION forming part of Letters Patent No. 548,426, dated October 22, 1895.

Application mea nay 28,1895. senin rottami. un man.)

To all whom, t may concern.-

Be it known that LJonN PnEssLEY Con-E- MAN, a citizen of the United States, residing at Swissvale, in the county of Allegheny and State of Pennsylvania, have invented or discovered certain new and useful Improvements in Railway Signaling, of which improvements the following is a speciiicaiion.

The invention described herein relates to certain improvements in signaling double tracks and in interlocking the signal-operating mechanisms of adjacent towers or towers at the opposite ends of a block-section, whereby the tracks of such block-section may be used for traftlc in both directions, regardless of the normal direction of traftic on each of said tracks.

ln general terms the invention consists in the arrangement of two signals at each end of a block-section, bot'h signals at one end being adapted to control tralc or train movements in the same direction, one on one track and the other on the other track, while both signais at the opposite end control movements of trains toward the tiret-mentioned signals, one on one track and the other on the other track, the signal-operating mechanisms at each end of the block-section being so inter locked by suitable devices that when the signal for one track at one end of the block-sec tion is clear the signal for the same track at the opposite end of the block-section is locked at normal ordanger 5 andthe invention further consists in the arrangement of suitable devices along the tracks operated by train movements and adapted to prevent, when the train is in the block, the clearing of a signal for au opposite train movement on the track occupied by said train.

In the accompanying drawings, forming part of this specification, Figures 1, 1, and 1b illustrate inplan a block-Section having my improvements applied thereto, said several figures forming parts of a general diagrammatic view of the block; and Fig. 2 is a diagrammatic view illustrating a signal slot-cir cuit employed in the general plan.

As will be readily understood by those skilled in the art, the invention hereinafter described can be practiced by employing either of the three wellknown systems of signaling-a e., mechanical, electric, or pneumatic-or by a combination of any two or all of said systems, and although for convenience and clearness of illustration and description the embodiment set forth herein is confined to one of said systems the invention is not to be limited to such system.

The signals for the normal operation of the tracks are on the west-bound track distant signal C, primary signal B, and automatic signal D. The signals for the east-bound track are the distant signal W, primary or home signal R, and automatic signal J. The signals for the reverseoperation of the west-bound track are primary signal S and automatic signal H, and for the reverse operation of the east-bound track the primary signalA and automatic sig` nal L are used.

The circuits for the distant signal C are formed by the battery 1, one pole of which is grounded or connected to ground-wire es, wire 2, armature 3 of relay 4, wire 5, make-and-l break mechanism a, wire 6, armature 7 of track-relay 8, slot 9 of signal C, and wire 10 to ground. The completion of this circuit of the distant signal, in order to hold its slot in normal position, is dependent upon the comple- `tion ot the circuit of relay Ll and also of the closing of make-andb reak mechanism on. The circuit, of relay 4t starts from battery 11 at tower I I, one pole of the battery being attached to the ground-Wire :c and is formed by armature 12 of relay 13, wire 1A, makeandbreak mechanism 15, which is closed only when reverse-signal H4 is at danger, wire 16,signaloperating mechanism of normal signal D, wire 17, relay l, wire 1S, contact-plate 19, lever'O, contact-plate 2l, and wire 22 to ground. Thus it will be seen that not only must the lever 20 be in normal position to connect contact-

plates

19 and 21, but the westbound traek must be clear up to the point y at tower I I, as the armature 12 is against its contact-point, so as to complete the above-described circuit only When the circuit of the relay 13 is completed, said circuit being dependent upon or formed in part by the armatures 35 and 3S of track-

relays

36 and 39 in sections 4 and 5.

The makeandbreak mechanism a is only completed when the primary signal B is at IOO safety. This signal has its operating-lever electrically locked, the lock being controlled by magnet 23. The circuit of this magnet is formed by battery ],

wires

2 and 24, relay 23, Wire 25, hand-actuated switch or make-andbreak mechanism 26, Wire 27, armature 28 of` relay 29, Wire 30, contact-plate 3l, switch-lever 20, contact-plate 21, Wire 22 to ground. It is apparent that the completion of the circuits through magnet 23, whereby the signallever is unlocked, is dependent upon the normal position of the lever 20, and that the track from signal B to a distance beyond the signal D equal to the length of the overlap must be clear, as the magnet 29 has its circuit formed in part by the armature of a track-relay 45, Whose circuit is formed by an insulated track-section extending to signal D, and is also formed in part by the armature ol a relay 36, whose circuit is formed by the rails of the overlap section 4.

The signal B having been cleared bythe operator of tower I, he is then free to clear signal C, permitting the train to advance upon sub-section l. The presence of the train upon this sub-'section will short-circuit relay 8, thereby permitting the armature 7 to so move as to break the circuit through the slot 9, whereupon said signal will go to dangen As the train enters upon sub-section 2, its relay 32 will be short-circuited, thereby breaking the circuit through the slot 33 of signal B, permitting such signal to go to danger. As the train enters upon sub-section 3,the circuit of relay 29 will be broken through the shortcircuiting of the relay 45 of such track-section, and the break in the circuit of said relay 29 will permit armature 28 to be so shifted as to break the circuit of the locking-magnet 23 of the lever of the signal B, thereby locking up such signal untilsuch time as the train has passed off of sub-section 3 and overlap section 4.

As the train enters overlap section 4, its relay 36 will be short-circuited, thereby breaking the circuit of relay 13, whose circuit is formed by battery 34, connected at one pole to the ground-wire 0c, armature 35 of trackrelay 36, Wire 37, armature 38 of track-relay 39, relay 13, and wire 40 to ground. The breaking of the circuit of relay 13 permits armature 12 of the circuit in which the operating mechanism of signal D is included to so shift as to break such circuit, thereby causing the signal D to go to dangen This signal is held at danger while the train passes over sub-section 5, as the presence of the train on said sub-section will short-circuit relay 39, thereby forming another break in the circuit of relay 13, holding the same open, and through its medium holding the circuit of the signal D open at the armature 12. The passing of the train off of the overlap section 4 will restore the circuit, consisting of battery 41, having one pole connected to the groundwire :12, armature 42 of relay 36, wire 43, armature 44 of track-relay 45, relay 29, whose opthe lever ineither of its positions.

posite pole is connected to ground-Wire The closing of this circuit causes the armature 28 of relay 29 to so move as to close the circuit through the locking-magnet 23, thereby permitting of a movement of the lever of signal B as to again clear such signal so that another train can pass on by tower I.

The lever 2O is controlled by a lock 46, operated by the armature of a magnet 47, said lock being so constructed that when the circuit of said magnet is open thelever is locked as against movement, but when the circuit of the magnet is closed the lever can be shifted. The lock is further constructed so as to hold The function of this lever is, when in normal position, to permit the operation of the circuits hereinbefore described with the accompanying movements of signals, but when shifted to reverse position will lock such signals in danger position by breaking the circuits necessary for their movement t0 safety position, and completes certain other circuits necessary for the operation of signals for the reverse movement of trains. Hence it is necessary that such lever should be locked in its difterent positions while trains are passing along between towers I and I I or while the signals are set to permit such movements of trains. The circuit in which magnet 47 is included consists of wire 48, connected to ground magnet 47, wire 49, make-and -break mechanism 50, Wire 5l, armature 52 of relay 29, wire 53, armature 54 of relay 13, wire 55, make-and-break mechanism 56, wire 57, battery 58 to ground The make-and-break mechanism 50, which is of any suitable construction, is arranged to be opened by the lever-operating signal B when shifted to set such signal to safety, thereby opening the circuit through magnet 47 and locking the lever 20 in normal position. The break or opening of the circuit through magnet 47 is continued by the train passing onto sub-section 3 through the shortcircuiting of relay 45, the breaking of circuit of relay 29, and the consequent movement of their armatures by the short-circuiting of

relays

36 and 29 by the presence of a train on overlap section 4, and the short-cirouiting of relay 39 and consequent demagnetization of relay 13 by the presence of a train upon subsection 5. Thus it will be perceived that from the time the signal B is set to safety the circuit through magnet 47 is broken, with a consequent locking of lever 20 until the train passes beyond the point y.

The make-and-break mechanism 56 in the circuit of magnet 47 at towerI l is so arranged as to be opened by the lever-operating signal S, which controls the movement of trains from the last-bound to the west-bound track, so that when the operator in towerl I has obtained permission, as hereinafter described, t0 send trains in the reverse direction over the west-bound track, and has set his signal for such movement of the trains to the west- IOO bound track, the operator at tower I cannot shift his lever 2O and change the circuits of the several parts operated or controlled thereby.

The signals A, B, C, R, S, and W are provided each with a slot mechanism of any suitable well-known character or construction controlled by relays and-track circuits in or adjacent to the ends of the blocks. The slot mechanisms of the distant signals C and W are controlled, as is customary, by the relay track-circuit and also by the make-andbreak mechanisms a, which are operated by the normal primary signals B and R at the ends of the block. The slot mechanisms 77 77 and 33 and 33, controlling the signals B, A, R, and S, are controlled by 'short track-sec tions numbered 2 and 7, and are also con trolled by the subsections and overlapping sections between the two towers-that is to say, the slot of signal B has its circuits controlled by sub-section 3 and overlap section et. The circuit of the slot 33 of signal B consists of battery 78, one pole of which is connected to the contact-point of armature 79 of relay 32, armature 79, Wire 80, slot 33, Wire Sl, switch 32, the movable member of which is connected to the rails of the crossover switch fm, or mechanism for operating the same and wirev83 to the otherv pole of the battery. The circuit of the slot 77 of signal A consists of battery 78, armature 79, Wire 80, slot 77, Wire S4, one pole of the switch S2, the movable member of said switch, and Wire 83 to the battery.

,It will be observed that each of the above circuits is formed in part by the armature 79 of the relay 32, so that it is necessary that said relay should be excited in order to permit of the operation of the signals A and B through their slots.

The circuit of sub-section 2 consists of battery S5, Wire S6, one of the rails of said subsection, wire 39, armature 90 of the relay 32, `Wire 91, relay 32, `which has its opposite pole connected to the other rail of sub-section 2, said rail being connected to the opposite'pole of battery 35. As the circuit just described is formed in part by the armature 90 and relay 32, it is obvious that some means must be employed in order to restore said circuit after it has once been opened bythe passage of atrain over sub-section 2. This is effected by employing an auxiliary circuit, which consists of battery 85, one rail of track-section 2, wire S9, Wire 94, contact-point and armature 95 of locking-magnet 59a, Wire 96, contactpoint and armature 97 of locking-magnet 23, wire 98, Wire 91, relay 32, wire 92, rail of subsection 2, Wire 93, to battery. It will be observed that this last or auxiliary circuit passes through relay 32 and is formed in part by the rails of track-section 2, so that it as well as the main circuit of the relay 32 will be broken by the entrance of train upon subsection 2; but as this auxiliary circuit does not pass through the armature 90 of relay 32 such circuit will be restored by the passage of the train off of sub-section 2, thereby 'eX- citing magnet 32, so that its armature 9() Will be attracted against its contact-point, restoring the main circuit of said relay. As the auxiliary circuit of relay 32 is formed in part by the armatures 95 and 97 of the magnets 59a and 23, respectively, said armatures are so arranged as to complete the auxiliary circuit only when the magnets 23 and 59L are broken and the armatures of said magnets in position to lock the levers of signals A and Bat normal or dangen The operation of the slot-circuits of signal B is as follows, it being supposed that a train is approaching tower I in the normal direction of traffic on the west track: The operator closes the circuit through magnet 23 by pressing on the button of make-and-break mechanism 26, thereby unlocking the lever of signal B, which is then cleared. The clearing of this signal closes the circuit of slot of the distant signal C at a., thereby permitting the operator to pull signal C to clean As the train passes signal C and enters on sub-section l, relay 8 is short-circuited, thereby permitting such a movement of its armature'as will break the circuit of slot 9, Whereupon the distant signal will go to danger-Jj The closing of the circuit of magnet 23 so shifts its armature 97 as to unlock the lever of signal B, as before stated, and also to break the auxiliary circuit of relay 32, and the movement of this lever to shiftsignal B to safety will hold the armature 97 away from its contact, as Will be understood by reference to Fig. 2, until the lever is restored to normal position. The breaking of this auxiliary circuit Will not effect relay 32, as its main circuit, consisting of battery S5, Wire S6 of subsection 2, wire 89, armature 90, Wire 91, relay 32, Wire 92, other rail of sub-section 2, wire 93,

is closed. As the train enters on sub-section 2 Y the main circuit of relay 32 is shunted through the Wheels of the train, thereby permitting the armatures 79 and 90 to move and break the circuit through slot 33 and also break the circuit of the relay. The break in the circuit of slot 33 permits signal B to go to danger, and this movement of the signal forms at a another break in the circuit in the slot 9 of the distant signal C, Whose circuitl would otherwise be closed by the movement of the train off of subsection l. The break in the main circuit of relay 2, caused by the movement of its armature 90, will not be restored by the movement of the train olf of subsection 2, as said armature forms a part of the circuit. The break in the main circuit of relay 32 can only be restored by a closing of its auxiliary circuit by the movement of armature 97 against its contact, and such movement can only occur when lever of signal B is returned to normal position, thereby permitting of the armature to lock the lever. After the armature has moved into position to lock the lever and close the auxiliary circuit of relay 32 it will remain in such position IIO until the circuit through magnet 23 is closed. This circuit cannot be closed until the train has passed off of sub-section 3 and overlap section 4, as the relay 29, whose armature 28 forms a part of the circuit of magnet 23, is controlled by track-

relays

45 and 36 of subsection 3 and overlap section 4, respectively, as hereinbefore stated. As signals A and B cannot be used simultaneously, the same battery 78 can be used for the slots of both signals, the battery being shifted from one slotcircnit to the other by the switch 82, which is controlled by the crossover switch or the mechanism for operating the same. As the distant signal C is not cleared for a reverse movement ot trains over the west-bound tracks, the circuit for its slot 9 is not controlled by signal A. The east-bound track is provided with a similar system of signal-'circuits, locking and track circuits, signals, and makeand-break mechanisms, as hereinbefore described, and said parts are designated by the same numerals as the corresponding parts hereinbefore described in connection wit-h the operation of the west track, with the indexletter a attached. I", now, it be desired to send a train over the west-bound track in a reverse direction-t'. e., from towerI I to tower I-the operator at tower I I must ask permission from the operator at tower I for the reason that the magnet 59, which controls the lock of the lever for operating signal S, controlling the movement of trains from the eastbound to the west-bound track in the reverse direction, is included in a circuit whose battery is located at tower I and which is controlled by the switch 2O at said tower. The circuit of the magnet 59, commencing at tower I, consists of battery 60, one pole of which is connected to ground cc, contact-strip 61, lever 20, when shifted, contact-strip 62, wire 63, armature 64 of relay 13, wire 65, manuallyoperated switch 66, magnet 59, and wire 67 to ground.

As hereinbefore stated, the lever 2O cannot be shifted from its normal or left-hand position to the reverse or right-hand position, until all the signals controlling the normal movements of trains on the west-bound track are at danger and such track between the towers I and I I is entirely free from trains. By the shifting of the lever20 the circuit for the normal signal D is broken thereby setting said signal to dangerand the circuit through the magnet controlling the lever of signal B is also broken, thereby locking the lever and signal in normal or danger position, and as a consequence of the locking of signal B in a normal position the distant signal C is locked in the same position by the break in its slotcircuit at a. The shifting of this lever or switch 2O to reverse position closes the circuit, as hereinbefore stated, through the lockingmagnet 59 of thelever-operatin'g signal S, and also the circuit consisting of battery 60, contact-strip 6l, lever 20, contact-strip 68, wire 69, armature 70 of relay 29, wire 7l, make-andbreak mechanism '72, which is closed only when signal D is at danger, wire 73, signaloperating mechanism 74 of reverse signal H, wire 75, and ground :1c-that is to say, the movement of the lever or switch 2O to reverse position not only unlocks what might be termed the starting signal S for the reverse movement of trains along the west-bound track, but supplies current for the operation of the reverse signal H, which controls the movements o f the trains in areverse direction along the west-bound track in the same manner that the signa-l D governs normal movement of trains along said track. The signal S having been set to safety, the train passes by the signal over the crossover from the east to the west bound track. The movement of the train over the sub-section 7 short` circuits the relay 32a, which controls the circuit o`f the slot mechanism 77a of said signal, and thereby sets the signal to danger behind the train. The slot-circuit is held open by means of a` break in the circuit through the magnet 59, said slotcircuit being formed in part by the armature of said magnet, as was described. The break in the circuit of magnet 59 is formed by the short-circuiting of rela-y 39 through the presencey of a train on sub-section 5 and-the short-circuiting of relay 39 permits such a shifting of its armature 38 as ywill break the circuit ot' relay 13 and thereby permit armature 64 to move away from its contact-point and break the circuit of magnet 59 at that point. The break in the circuit ot magnet 59, whereby the slot-circuit is held open, is continued while the train passes over sub-section 5,- and as a train enters upon overlap section 4 another break is formed by the short-circuiting of relay 36 and the consequent movement of the armature 35, which is included in the circuit of relay 13, control-ling, as before stated, the circuit of magnet 59. After .the train has. passed off of the overlap section the circuit of magnet 59 is completed, and the signal S can be sent to safety to permit the passage ot' another train in a reverse direction over the west track. The entrance of the train upon overlap section 4 and the consequent short-circuiting of relay 36 breaks the circuit of relay 29, thereby permitting armature 2S to drop away from its contact-point and break the circuit of reverse signal H. The break in this signal-circuit is continued by the entrance of a train upon sub-section 3, which short-circuits relay 45, thereby forming another break in the circuit of relay 29, permitting the armature 28 to stay in an open position. Reverse signal H is held at danger until the train has passed off of sub-section 3 and entered into the control of the operator at tower I.

After the operator at the tower II has sent a train in a reverse direction over the westbound track, he is at liberty, provided the train has passed the overlap section 4, to send another train over the same line or else in a normal direction over the east-bound track,

IIO

in which case its movements will be controlled by the signals W', R, and J, corresponding to the signals C, B, and D for the normal operation of the west-bound track.

Il desired,both tracks may he reversely operated at the same time, the operators in both towers shifting their levers 20 and 2Oa to reverse position. Thus it will be readily understood that by properly interlocking the signal-operating mechanism in the two towers the two tracks may without danger be operated as desired.

I claim herein as my inventionl. A double track block section having in combination two signals at or near each end of the block, the' signals at one end controlling the movement of trains in the same direction, one over one track and the other over the other track, m echanisms for operatingsaid signals, the mechanism of the signal controlling train movements over one track at one end of the block being interlocked with the mechanism of the signal controlling train movements over the same track at the opposite end of the track, substantially as set forth.

2. A double track block section having in combination two signals at each end, one coni trolling the normal movement of trains over one track, and the other controlling the reverse movement of trains over the other track, and mechanisms for operating said signals, the mechanism for operating the normal signal at one end being interlocked with the mechanism for operating the reverse sig'nal at the opposite end of the block, substantially as set forth.

3. A double track block section having in combination two signals at each end, one con` trolling the normal movement of trains over one track, and the other controlling the reverse movement of trains over the other track, mechanisms for operating said signals, the mechanism controlling the normal signal at one end being interlocked with the mechanism controlling the reverse signal at the opposite end of the block, and mechanism controlled by the movement of trains along the block section for preventing a change or reversal in the manner of operating a track of the block section, while in condition for the passage of a train along the same, substantially as set forth.

4:. A double track block section having in combination two signals at each end, one controlling the normal movement of trains over one track, and the other controlling the reverse movement of trains over the other track, mechanisms for operating said signals, and

mechanism controlled by themovement of trains along the block section for preventing a change or reversal in the manner of operating a track of the block, while a train is passing along the same, substantially as set forth.

5. A double track block section having in combination two signals at each end, one controlling the normal movement of trains over one track, and the other controlling the reverse movement of'trains over the other track, mechanisms for operating said signals, an electric lock for each ot' the signal operating mechanisms, the circuits for said locks eX- tending from end to end of the block section, an electric switch in each of said circuits, the electric switch of the normal and reverse signal circuits for the same track being at the same end of the block section as the normal signal, substantially as set forth.

6. A double track block section divided into two sub-sections and an intervening overlap section, and having in combination two signals at or near each end of the block, the signals at one end controlling the movement of trains in the same direction, one over one track and the other over the other track, mechanisms for operating said signals, locks for controlling the signal operating mechanisms, and means operated by movements of trains over the sub-sections and overlapping sections, for controlling said locks, whereby a signal at the end of the block is held at danger behind a train, until the latter has passed oft the overlap section, substantially as set forth.

'7. A double track block section divided into two sub-sections, and an intervening overlap section, and having in combination two signals at or near one end of thev block, controlling train movements in the same direction, one over one track and the other over the other track, mechanisms for. operating said signals, electric slots forming parts of the signal operating mechanisms, the circuits of said slots being controlled by the relays of Vtrack circuits at the end of the block section,

and means operated by the movement ot' trains over the subsection and the overlap section for holding the slot circuits open until the train has passed ed the overlap section, substantially as set forth.

In testimony whereof l have hereunto set my hand.

JOHN PRESSLEY COLEMAN.

Witnesses:

DARWIN S. WoLcoTT, F. E. Gnirnnn.

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