US797498A - Block-signal system. - Google Patents

Description

PATENTED AUG.15, 1905.

3.1100332. BLOCK SIGNAL SYSTEM.

APPLIUATION FILED JAN. 21, 1905.

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Inventor: K Fred 5. Corey.

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I PATBNTED AUG, 15, 1905..

F. B. COREY.

BLOCK SIGNAL SYSTEM.

APPLICATION FILED JAN. 21. mos.

Inventor Fred- 5. Corey.

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Witnesses.

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FRED B. COREY, OF SCHENECTADY, NElV YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

BLOOK-OIGNAL SYSTEM.

Application filed January 21,

.To n/ZZ w/mm, it may concern:

Be it known that I, FRED B. COREY, acitizen of the United States, residing at Schenectady, county of Schenectady, State of New York, have invented certain new and useful Improvements in Block-Signal Systems, of which the following is a specification.

My invention relates to automatic block-signal systems; and its object is to provide a SlIllple reliable automatic system adapted for the control of signals arranged to give three distinctive indications, according as a train is in the block to which the signal relates or in the following block, or in neither.

My invention relates specifically in some of its features to signals operated by electric motors.

Many systems have been devised heretofore for the control of signals counterweighted to go to danger position by gravity and provided with electric motors for returning the signals to clear position under proper conditions. In order to economize current, it is essential that the motor-circuit should be broken as soonas the signal has been driven to the desired position, and for this purpose it has been customary to employ a switch in the motor-circuit operativel y connected to the signal mechanism, so that when the signal has reached its desired position the motcw-eircuit is automatically broken by the opening of this switch. Since the signal and the part of the switch connected thereto move somewhat slowly, considerable arcing is produced at the opening of the switch unless special devices are employed, such as spring-operated contact-lingers, for obtaining a quick break.

One feature of my invention consists in removing the signal-operated switch from the motor-circuit and making and breaking the mot w-circuit wholly by the armature of a relay. by means of which a quick break is always secured. This relay is controlled jointly by the track-relay and by the signal-operated switch. Not only is the arcing eliminated and deterioration decreased, but the construction of the signal-operated switch may be simplified.

ln block-signal systems it is desirable to give an indication not only when a train is in the block to which the signal belongs, but also when a train is in the following block. One

method of giving these indications is by the Specification of Letters Patent.

Patented Aug. 15, 1905.

1905. $e1'ial No. 242,099.

employment of separate home and distant signals, while another method, which requires only a single signal-arm, consists in arranging the signal to give three distinct indications,known as clear, caution, and danger, respectively. In order that the signal should thus indicate the position of a train on the following block, it is necessary that it should be controlled both from the block to which it pertains and also fromthe following block. Thensual arrangement for accomplishing this consists in employing what is known as a three-position relay, the circuit of which is controlled by the signal of the following block, and which in turn controls the motor-circuit conjointly with the track-relay and the signal-operated switch, so that the signal is moved by the motor successively to caution and to clear positions as the train passes into the following block and into the one beyond. With signals as ordinarily constructed it is necessary to provide means for locking the signal in position when the motor-circuit is broken, as otherwise the signal would be carried back by its counterweight to danger. One arrangement for accomplishing this result consists in employing a lock-magnet the circuit of which is closed when the motor-circuit is broken and which. looks the signal at caution or clear position. Hcretofore the circuit of the lockingmagnet has been controlled by the signaloperated switch.

One feature of my invention consists in controlling the locking magnet or magnets wholly from the three-position relay. By this means the signal operated switch may be greatly simplified and the number of contacts reduced. More specifically stated, this feature of my invention consists in'the combination, with a three-position signal .and its three-position relay, of two magnets arranged to lock the signal at caution and clear posi tions, respectively. and controlled by contacts of the three-position relay. so that when the relay is energized one locking-magnet circuit is closed and when the relay is deenergized the other locking-magnet is closed.

Other features of my invention will appear from the following specification and will be more specifically pointed out in the appended claims.

My invention will best be understood by reference to the accompanying drawings, i which- Figure 1 shows a three-position signal and operating mechanism adapted for use in the system arranged in accordance with my invention. Fig. 2. shows a side elevation of the operating mechanism. Fig. 3 shows a detail of the signal-operated switch, and Fig. tshows the circuit connections of the system.

My system is not limited to the control of a signal of any specific structure, but maybe used in connection with many wellknown forms of three-position signals; but in order that my invention may be clearly understood I have illustrated and shall describe one form of three-position signal adapted for use in my system.

Referring to Figs. 1 and 2, A represents the operating-motor for the signal, which drives, through a train of speed-reducing gears, the gear a, which is loosely mounted on the main driving-shaft D. The gear a carries the armature c of a magnetic clutch C, which is rigidly mounted on the drive-shaft D, so that when clutch C is energized the motor A is connected to and may drive the drive-shaft D. E is a disk keyed upon shaft D and car- "rying stud f, on which is mounted the connecting-rod F, the upper end of which is connected to the spectacle-casting G, which carries and acts as acounterweight for the semaphore-blade H. The casting Gis heavy enough so that when clutch 0 is deenergized the counterweight, unless otherwise restrained. will move downward, raising signal-blade H automatically into the danger position, as indicated in Fig. 1. The posit-ions of the semaphore-blade and counterweight for giving indications of caution and clear are indicated in dotted lines. In order to hold the signal H at caution and clear positions against the pull of counterweight Gr when clutch C is deenergized, the disk E is provided with notches e and 0, adapted to be engaged by the levers I and 1, respectively, when the signal is at caution and clear positions. The levers I and I are provided with a tension-spring i, which normally holds them out of engagement with the disk E. These levers are drawn into engagement with the disk by the electromagnets J and J, respectively. Thus when the signal has reached caution position if the magnet J is energized the arm I will engage the notch e and lock the signal at caution position. Similarly, at clear position the signal will be locked by the energizing of magnet J. lVhen both magnets J and J are deenergized, the levers I and 1 will be withdrawn from engagement with the disk E and the signal-blade H allowed to go to danger. Secured to the driving-shaft D and rotating therewith is a switch contact K, which is shown in detail in Fig. 3. This switch-contact, which moves with the signal, is provided with three stationary contact-fingers 7c, Z3, and k and acts to establish circuit con nections according to the position of the signal, as will be hereinafter explained.

Referring now to Fig. 4, the circuit connections of an automatic block-signal system are shown adapted for the control of a threeposition signal such as has been heretofore described. In Fig. t, R, R and R represent the rails of three blocks, which for the sake of convenience will hereinafter be called the first, second, and third blocks, respectively. A car or train is indicated in the third block and is supposed to be moving in the direction shown by the arrow. The semaphore-blade H for the third block is consequently at danger, while the signals for the second and first blocks are at caution and clear, respectively. The controlling mechanism for each block is similarly lettered. A represents the operating-motor, and C the clutch-coil by means of which the motor is connected to the signal. B represents a battery adapted to supply the required current for the motor A and the clutch-coil C. L represents the track-relay, which is connected to one end of the block, to the other end of which is connected the track-battery Z). M represents a second relay the armature of which is in circuit with motor A, clutch C, and battery B. It will be seen that when relay M is energized the motor-circuit is closed and when relay M is deenergized the motorcircuit is openedthatis, the motor-circuit is controlled entirely by the relay M. One terminal of the relay M is connected to one terminal of the battery B, and the other terminal is connected to contact 70 of the signaloperated switch K. 0 represents the threeposition relay, the terminals of which are connected, through the armature of the trackrelayL of the following block, to the battery B of the following block. Consequently the three-position relay 0 is energized or deemergized according as the track-relay of the following block is energized. The upper armature of relay 0 is connected to the contact 70 of the signal-operated switch K, while the contact engaging the upper armature is connected to the track-relay L. The other contact k of the signal-operated switch K is connected directly to the contact of the trackrelay L. Consequently the upper terminal of the relay M is connected to the contact of track-relay L directly or through the upper armature of three-position relayO according as signal-operated switch K connects contact l) with contact 75 or with contact Z5. J and J represent the magnets for locking the signal at caution and clear positions, respectively.

One terminal of both magnets is connected directly to the contact of track-relay L. The other terminals of these two magnets are connected to two contacts adapted to be engaged alternately by the lower contact of three-position relay 0 according as that contact is raisedor lowered. The lower armature of relay 0 is connected to one terminal of battery B. Thus it will be seen that if track-relay L is energized one or the other of the locking-magnets J or J will be energized, accord ing as relay 0 is energized or not.

The operation of the system is as follows: When the car moves out of block 3, the short circuit will be removed from the terminals of track-relay L, which will at once draw up its armature. A circuit is then established from the left-hand terminal of battery B of block 3, through the armature of relay L, to contact Z, to contact 7;, through relay M, to the righthand terminal of battery B. Relay M will consequently draw up its armature, closing the circuit of motor A and clutch C, so that the motor will immediately begin to drive the signal from danger toward caution position. A second circuit is closed by the energizing of track-relay L of block 3, asfollows: Relay O of block 3 will have been de'mergized by the armature of track-relay L of block 3, through locking-magnet J and through the lower armature of relay 0, to the right-hand terminal of battery Bthat is, the caution locking magnet is energized and is ready to lock the signal of block 3 in caution position as soon as that position is reached and the n1otor-circuit is broken, as will be hereinafter described. A third circuit is closed by the armature of track-relay L of block3 as follows: from the left-hand terminal of the battery B, through armature of relay L, through the winding of relay 001 block 2, to the right-hand terminal of battery B. Relay 0 of block 2 will con sequently draw up its armature, breaking the circuit of caution locking-magnet J of block 2 and closing two circuits as follows: from the left-hand terminal of battery B of block 52, through the armature of track relay L, through the upper armature of relay U, contact Zr, switch member K. contact Zr. relaywinding M, to right-hand terminal of battery B. Relay M will consequently draw up its armature, closing the circuit of motor A and clutch (J, starting the motor at work to drive the signal of blockZ "from caution to clear position. A second circuit is closed by the movement of relay 0 of block 2 as follows: from the left-hand terminal of the battery B,through the armature of track-relay L, through the winding of clear-position locking-magnet J, through the lower armature of relay 0, to the right-hand terminal of battery B. Consequently magnet J is energized to lock the signal of block 2 in clear position as soon as that position is reached and the motor-circuit broken. This will occur when the switch-operated contact K leaves the contact 71:, thereby breaking the circuit of relay M, which opens the motor-circuit. Similarly, the signal-operated switch K of block 3 will break its motor-circuit by leaving contact A: when the signal has reached caution position. The signal and operating mechanism at block 3 will then be in the same position and havethe same connections as shown at block 2 in Fig. t, while at block 2 the conditions will be the same as shown at block 1. As the train passes on into the block still beyond, the signal at block 3 will be moved to clear position in the same manner as has already been describedin the position of the second block. The signals will then be left in clear position and will remain so until another train comes into the first block. Track-relayL will then allow its armature to fall, breaking the circuit of locking-magnet J and allowing the signal to go to danger position, when the position of the parts and the circuit connections will be as shown in Fig. at for the third block.

Obviously my system is not limited to the employment of the specific type of threeposition signal shown in Figs. 1 and 2, but may be applied to other well-known types of signals. Furthermore, it will be seen that my invention comprises a number of features, some of which are not limited to a threeposition signal and others of which are not limited to motor-driven signals, and while I. prefer to employ these features together in the manner that has been heretofore described 1 nevertheless desire to claim them whether used together or not. Accordingly I do not desire to limit myself to the particular coni struction and arrangement of parts here shown, but aim in the appended claims to cover all such modifications which are within the scope of my invention.

W hat I claim as new, and desire to secure by Letters Patent oi? the United States, is

1. In a block-signal system, in combination with a coun tel-weighted signal, an electric motor for driving said. signal from danger po sition, a relay controlling the motor-circuit, a switch operated by the signal mechanism controlling the circuit of said relay, and a track-relay controlling said relay-circuit conjointly with said switch.

2. In a block-signal system, in combination with a connterweighted signal, an electric motor for driving said signal from danger po sition, a relay having its armature in the motor-circuit, and a switch operated by the sig nal mechanism and a track-relay armature both included in the circuit of the first-mencaution to included in the circuit of the first-mentioned relay, and a relay controlled from the following block and having its armature included in the circuit of the first-mentioned relay when said signal is at caution position.

4. In a block-signal system, a counterweighted signal, a motor for driving said signal from danger position, an electromagnetic clutch adapted to clutch said motor to said signal and having its winding connected in series with said motor, a relay having its armature in series with said motor and said clutch-winding, and a switchoperated by the signal mechanism and a track-relay armature both included in the circuit of the firstmentioned relay.

5. In a block-signal system, a counterweighted three-position signal, an electric motor for driving said signal from danger to caution and from caution to clear, a relay having its armature in the motor-circuit, a track-relay having its winding connected to the track-circuit, a third relay controlled from the following block, and a switch operatively connected to the signal mechanism and arranged to connect the first-mentioned relay directly to the armature of said track-relay when said signal is at danger, to connect said first-mentioned relay to the armature of said track-relay indirectly through the armature of said third relay when said signal is at caution, and to open the circuit of said first-mentioned relay when the signal is at clear.

6. In a block-signal system, a three-position counterweighted signal,means for driving said signal from danger to caution and from caution to clear, two locking-magnets adapted when energized respectively to lock said signal at caution and at clear, and a relay controlled from the following block and controlling the circuits of said lock-magnets.

7. In a block-signal system, a three-position counterweighted signal, means for driving said signal from danger to caution and from caution to clear, two locking-magnets adapted when energized respectively to lock said signal at caution and at clear, a source of current for said locking-magnets,and a relay controlled from the following block and arranged to connect either of said lockingmagnets to said source.

8. In abloclr-signal system, athree-position counterweighted signal, means for driving said signal from danger to caution and from clear, two locking-magnets adapted when energized respectively to lock said signal at caution and at clear, and two relays conjointly controlling said locking-magnets, one of said relays being connected to the traclccircuit and the other being controlled from the following block.

9. In ablock-signal system, athree-position counterweighted signal,means for driving said signal from danger to caution and from caution to clear, two locking-magnets adapted when energized respectively to lock said signal at caution and at clear, a source of current for said locking-magnets,and a relay controlled from the following block and arranged when deenergized to connect the caution locking-magnet to said source and when energized to connect the clear locking-magnet to said source.

10. In a block-signal system, a three-positio-n counterweighted signal, means for driving said signal from danger to caution and from caution to clear, two lockingmagnets adapted when energized respectively to lock said signal at caution and clear, a source of current for said locking-magnets, a relay controlled from the following block, a movable switch operated by the signal mechanism and controlling the driving means, and a stationary contact connected to a contact of said relay and arranged to be engaged by said switch member when said signal is at cantion, said relay having an auxiliary contact adapted to connect either of said locking-magnets to said source independently of said switch member.

11. In a block-signal system, a three-position counterweighted signal, means for driving said signal from danger to caution and from caution to clear, two lockingmagnets adapted when energized respectively to lock said signal at caution and at clear, two relays con jointly controlling said lockingmagnets, one of said relays being connected to the track-circuit and the other being controlled from the following block, and circuit connections whereby both of said lockingmagnets are deenergized when said track-relay is deenergized, and when said track-relay is energized one or the other locking-magnet is energized according as the other relay is energized or not.

In witness whereof I have hereunto set my hand this 20th day of January, 1905.

FRED B. COREY.

\Vitnesses:

BENJAMIN B. HULL, HELEN Onronn.

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