US842366A - Electric block-signaling system. - Google Patents

Description

PATENTED JAN. 29, 1901 APPLICATION FILED AUG. 21.1906.

INVENTOR.

A TZORI VEY.

UNITED STATES PATENT oninoj i.

ADUNIRAM J. WILSON, OF WESTFTEM NEW JERSEY, ASSlflNOll TO THE HALL SIGNAL COMPANY, A C(lltlOltAllON OF MAINE.

ELECTRIC BLOCK-SIGNALING SY$TEWL Specification of Letters Patent.

Patented Jan. 29, 190?.

Anclication filed August 21, 1996- Serisi F 331,424.

To a whom 1'2 [may concern.-

Be it known that l, ADONIRAM J. WltsoN, a citizen of the United States, and a resident of Nestlield, in the county ol" Union, State of New Jersey, have invented certain new and useful Improvements in Electric Block-Signaling Systems, of which the following is a specification.

This invention relates generally to blocksignaling systems, but more particularly to block-signaling systems for electric railways.

The invention seeks to provide a system which is reliable under all conditions, highly efficient in operation, and which reduces the maintenance factor to a minimum.

A feature of the present system is its capability of employing the same source of electric energy as that employed for the propulsion of trains, also for the energization oi. its

various signal and track circuits, in which case a continuous return-rail throughout all the blocks and the trolley-wire or third rail are jointly employed as ower-mains for the signal-circuits as well as if)! the trains.

in carryinq out the invention one or more track-centre led electromagnetic devices are employed at each protected hloclr, and it is preferred that one of these devices be diii'cn entially wound and be controlled jointly by the opposite rails of the block. The system contemplates the protection of a plurality of blocks by means of a home and a distant sig nal near the entrance to a block and by various interdependent and local si lei-circuits. The signals are shown as of t e normaldanger" type, and a peculiar feature of the systen'i is their dependence upon an approaching train before giving a safety indication and then only in case of a clear block ahead. The control of the signal-circuits is mztde dependent upon various circuitchanging devices, which are such as to re quire few through-wires between blocks.

An embodiment of the invention is shown in the following drawing, formin part of the s ecification, and in which the figure shows tlie signaling system employing two throughwires between the blocks.

Refei rin now more particularly to the drawing, 1; .e figure shows the system ap plied to an east-bound track. This track is divided into various blocks, of which four are indicated.

1 indicates a continuous return-rail ere crating-current from the source 28.

Numerals 6, '7, 8, 9, and 10 indicate currespending rails of a west-bound track, which might be provided with the same system as that indicated in connection with the easthound track, if desired.

2, 3, 4, 5, 7, 8, 9, and 10 are termed insulatcd rail-sections, and, as indicated, are

insulated one from another andl'roni the con-- However, each s tinuous return-rails 1 and 6. insulated rail-section is shown electrically bridged to the adjoining rail-section and to the adjacent return-rail "by properly-pro p01- tioned resistances 11, 12, 13, 14, 15, and i5,

, respectively.

17 and 18 and 19 and 20 are respectively the home and the distant signals for the respective blocks 3 1 and 4 l.

The circuits and the various apparatus are shown all in their normal positions, and one complete circuit of each variety embodied in the system is illustrated.

21, 22, and 23 each designates an electromagnetic device, and particularly a differential electromagnetic device or relay associated respectively, with the blocks 3 i, 2 1, and 4 1 24 and 25 each desi nates a similar device associated with the di erential relay 23.

28 is a source of electric energy, preferably that for supplying motive powerto the lrains, and connected to the return-rails 1 aiid 6 by Wire 29 and to the third rail or trolley-wire 30 by wire 31.

At each of the blocks 3 l and 4 I there is shown a normally energized branched trackcircuit, which for block 3 1 is as follows: third rail 30, resistance 32, wire 33, branching at 34 through coil 35, wire 36, relay 25, wire 37,

to returmrail 1, and also branching at 84 through coil 38, Wire 39, relay 24., wire 40, insulated rail-section 3,resistances 11 and .12, to rail 1. For the purposes of this description the continuous return-rail 1 and the third rail 30 are "viewed, when connected, as cone plating a circuit, since at any locality along the track these two elements supply the on similar branched tra leclrcuit through differential relay 21' may be traced as follows: third rail 3U, resistance 41, wire -12, to point 43, there branching through coil44,\\'ire45,rclay LET, wire 11%, to rail 1. and also branching at 43 through coil -17, wire 4%, relay 26, wire 19, rail-section 4, resistances 12 and 13,1orail 1. A. similar branched track-circuit is of course l'n'ovided for the device 21. from trolley 30 through coils E12 and 93, respectively, to the opposite rails 1 and 2. In fact, the installation for block .2 1 is the same as that for blocks 3 1 and 1 1, but is not illustrated in full, so as to avoid unnecessary repetition of detail.

The signal-circuit for the home signal 17 may be traced as follows: third rail 30, resistance 32, wire 33, wire 50, armature 51, contact 52, wire 53, contact 54, armature 55, wire 56, cent act 57, armature 58, wires 59 61), home signal 17, through-wire 61, contact 6'2, armature (33, wire 64, return-rail 1. This circuit, asshown, is normally open between 6'2 (13.

The distant-signal circuit of the distant signal 18 may be traced as follows: third rail 30, resistance 41, wire 42, wire 65, armature 66, contact (57, wire 68, contact 69, armature 70, wire 71, contact 72, armature 73, wires 74 and 75, distant signal 18, wire 76, circuiteloser 77, wire 78, to return-rail 1. This circuit, as shown, is normally 0 en at 77.

The signal-circuit for the fiome signal 19 is similar to the corresponding circuit for the home signal 1.7 and may be traced as follows: third rail 30, resistance 41, Wires 42 65, armature 66, contact 67, wire 68, contact 69, armature 70, wire 71, contact 72, armature 73, wires 74 home signal 19, throughwire 79, contact 80, armature 81, wires 82 37, return-rail 1. This circuit is normallyopen between contact and armature 81, as shown.

The signal-circuit for the distant signal 20 is not shown complete. but would be similar to the corresponding circuit described in connection with distant signal 18. It enters the I block 4 1 on through-wire 83, distant signal 21), wire 84, circuit-closer 85, wire as, to-return-rail 1. \Virc S7 is the second throughwire returning from block 5 1 to contact 88, armature 8!), wires 91) and 46, to return-rail 1, and is a part of the home-signal circuit for the block 5 1.

The differential relay 21 operates two armatures 94 and 63, which are precisely similar to the corresponding armatures 55 81 and 71] S1! of the relays 22 and 23 and respectively operated thereby. These illlllfliLUI'PS, toget her wit h their contact-points. respectively constitute circuit-closers and circuit-breakers. Circuit-closers 1H, 55, and 71) are normally held closed by the ditlei ential relays, while eirvnit-breakers (13, 81, and 89 are normally held open by the ditferential relays. 5b, 51, 73, and 66 also constitute circuitclusers and are normally held closed by the magnets 24,. 25, 26, and 27, respectively. Each of the armatures constituting circuitelosers and cirruit-breakers is provided with a retracting-spring or equivalent device which is overcome by the magnetic force when the electromagnetic device is energized.

The circuit-closers 7 7 and are closed by the bridges and 96, respectively, when the corresponding home signal goes to safety The bridges 95 and 96 are mechanically connected to the home signals 17 and 19, respectively.

The operation of the system is as follows: If the blocks 3 1 and 4 1 are clcarand a train moving in an easterly direction enters block 2 1, circuit-breaker 63 is released to close the signal-circuit for the home signal 17, as traced above. This signal will then be thrown to safety, closing the distant-signal circuit for signal 18 at 77, whereupon signal 18 likewise goes to safety, indicating the clear condition of the two blocks succeeding block 2 1. As the train progresses into block 3 -1 its wheels and axles bridge rails f3 and 1, electrically connecting them and shunting out resistance 11. and 12, if these resistances are provided. (In some instances it may be preferred to omit these resistances, in which case if the opposite rails were well insulated there would. be no current in the branches of the track-circuits connected to insulated rail-sections 2 3 4, &c., until these rail-sections were bridged to the return-rail. With this arrangement the relays 24 26, 6120., would have to be omitted; otherwise no change in the installation would be required except the proper adjustment of the resistance in the branches of the trackcircuits.) When the rails 3 1 are thus bridged, the branch circuit through coil,38 of differential relay 22 is caused to have the same resistance as the branched circuit through coil 35, so that the currents strength through each of these coils becomes equal, and since the coils are in opfposition they have no joint magnetizing e ect, whereas normally they did have a joint magnetizing effect or operative effect, due to the stronger current through coil 35. Both the armatures 55 and 81 are therefore retracted by their springs, and the signal-circuit from home signal 17 is broken at 55, the home sigha! 17 then going to danger by gravity or by other suitable means, the signal having a bias to danger." As the home signal 17 goes to danger it simultaneously breaks the signal-circuit through distant signal 18 at 77, which permits 18 to go to danger in the same Way that signal 17 went to dan ger. It is thus evident that both signals go to danger immediately on the entrance of the train. The retracting of the armature 81 closes the signal-circuit for home signal 19 at 80 81, so as to put signal 19 to safety in advance of the train. Signal 19 then closes the distant-signal circuit for signal 20 at to place signal 20 at safety if block l is clear. As the train enters block 4 1 signals 19 and 20 are put to danger in a manner 5 similar to that described in connection with signals 17 and 18. However, if block 4 1 is occupied by a train when the advancing train enters block 2 1 the operation is as follows: Home signal 17 is set at safety, as has been described. It closes the signal-cir cuit for distant signal 18 at 77, as previously; but this signal-circuit is now broken at 69 70, since the: train in block 4 1 has destroyed the normal operative effect or the joint mag- (5 netizing effect of the differential relay 23 by bridging rail-section 4 to return-rail to equalize the current through coils 44 and 17. Distant signal 18 therefore remains at danger, and the combined indication of signals 20 17 and 18 is one ofca1ition.

If the block 3 1 is occupied by a train, as the advancing train enters block 2 1 the home signal 17 must remain at danger, since its circuit will then be broken at 54 55,

2 5 as the normal operative effect ofthe differential relay 22 has been destroyed by the train bridging rail-section 3 to return-rail 1. Obviously the distant signal 18 must also remain at danger, since its circuit is main- 0 tained open at 77. In these later instances the signals are'put to"danger by an advancin train the same as was described when t e blocks ahead were clear."

. The relays 24, 25, 26, and 27 operate as ad- 3 5 ditional safety devices, and each relay controls the same circuits as do the corresponding differential relays 22 and 23. If any of the trackleads 40, 37, 49, and 46 should be broken, the corresponding relay would be deenergiz ed to 40 release its armature and open the signal-circuit, which otherwise would falsely be held closed by the electromagnetic force of the coil in the corresponding differential relay which still remained energized.

that home signal 17 is controlled by the two blocks 2 1 and 3 1 and specifically by each of the four electromagnetic devices 21, 22, 24,

l and 25; that distant signal 18 is controlled by the three blocks 2 1, 3 1, and 4 1 and specifically by each of the seven electromagnetic devices 21, 22, 23, 24, 25, 26,and 27 anrl also bfy the home signal 117. It is also obvious t at the respective distant signals are controlled by th irassociated home signals. It

is also obvious that distant signal 18 is controlled by the differential device 22 through the medium of home signal 17 and circuitcloser 77 also, that the circuit for distant signal 18 extends ahead and is controlled by differential device 23, which in turn is controlled by a portion of the trackrails ahead of or succeeding distant signal. 20. Thus the signal-circuit for distant signal 18 overlaps t 5 distant signal 20. This overlap-circuit and From the above description it is obvious its sigi'ial might be variously arranged and not 1n .('cssarily as shown.

that has been shown and described is con sillcrcd to he illustrative of a preferred emboziin'ient of the invention. the particular novel features of which will be pointed out in the following claims,whirh are desired to be secured by Letters Patent:

1. In a block-signaling system, the combination of a circuit having two multiple branches; a magnetic device with two opposing coils, one associated with each branch; each branch including the rails of a separate tracl; sile; said branches having a, normal operative effect upon said magnetic device; means operable by a car for changing said normal operative effect of said branches; a signal normally indicating danger; and means operable by an approaching car to throw saicl signal to safety when said branches have their normal operative effect.

2. In a block-signaling system for railways. the combination with a block of a circuit having two multiple branches; a magnetic device with two opposing coils, one in each branch; ewh branch including the rails of a separate track side; said branches hav ing a normal operative ell'ect upon said magnetic device; means operable by a car in the block for changing said normal operative effect of said branches; a signal associated with sai :1 block and means associated with a preceding block and operable by a car in that block to control said signal when said branches have their normal operative effect.

3. In an electric block-signaling system for electric railroads, a plurality of protected blocks each provided with a signal; a differential relay at each protected block; means at each of said blocks for utilizing ,the same source of electric power as is used for the propulsion of trains for the operation of said differential relays; a signal; a signal'circuit therefor controlled by the differential relay of the associated block and also by the dilferential relay of a preceding block.

4. In an electric block-signaling system for electric railroads, a plurality of protected blocks each provided with a signal; a differential relay at each protected block; means at each of said. blocks for utilizing the same source of electric ower as is used for the proulsion of trains or the o ieration of said diferential relays; a signal or each block; each of said differential relays controlling the signal of the associated block and the signal of a block in advance of the associated block.

5. In a block-signaling-system; a plurality of blocks each comprising a portion'of a continuous return-rail and. an insulated rail-sec tion; a source of electric power; a differential branched track-circuit, each branch including the source of electric power and one rail of the block; said branched circuit having a normal operative effect when the block is not occupied by a train; a signal for each block; a signal-circuit operable to actuate the signal when the branched circuit of the associated block has its normal operative effect and the branched circuit of a preceding block has its inoperative effect.

6. In a block-signaling system; a source of electric power; a track divided into blocks, each block comprising a portion of a continuous rcturn-rail and an insulated rail-section; a differential electromagnetic device for each block comprising two opposing coils, one connected between the source of electric power and the return-rail and the other connected between said source'of power and the insulated rail-section; said differential device having a normal operative effect when the associated block is clear and an inoperative effect when the associated block is occu'iied by a train; a home and a distant signal for each block; signaling-circuits controlled by said differential devices and o )erable to actuate said signals only when t e differential electromagnetic device of the associated block has its normal operative effect.

7. In an electric block-signaling system; a plurality of blocks each com rising a portion of a continuous rcturn-rai and an insulated rail-section; an electromagnetic device w'ith opposing windings for each'block, one of said windings connected to thecontinuous return-rail and theother connected to the insulated rail-section; a home and a distant signal for each block; a home-signal circuit controlled by the electromagnetic device of a preceding block; a distant-signal circuit controlled by the electromagnetic device of a succeeding block and by said home signal.

8. In a signalin system; a source of electric power; a trac com rising a continuous return-rail and a lurahty of insulated railsections forming locks; a signal for each block; a magnetic device with opposing windings for each block, one winding connected between the source of electric power and the continuous return-rail and the other winding connected between said source of electric ower and an insulated rail-section of the b ock, said windings having a normal 0 erative effect upon said device when the b ock is clear; a circuit-closer normally held closed by said magnetic device when the block is clear; a circuit-breaker normall held open by said magnetic device; a signa circuit including said circuit-closer one block and said circuit-breaker of a preceding block whereby the signal is controlled jointly by said magnetic devices.

9. In a signalin system; a source of electric power; a trac comprising a continuous return-rail and a lurahty of insulated railsections forming lilocks; a home and a distant signal for each block; a magnetic device with opposing windings for each block, one

winding connected between the source of electric power and the continuous returnrail and the other winding connected between said source of electric power and the insulated rail-section of the block, said winding having a normal operative effect upon said device when the block is clear; a circuitcloser normally held closed by said magnetic device when the block is clear; a circuitbreaker normally held open by said magnetic device; a home-signal circuit including said circuit-closer of one block and said clrcuitbreaker of a preceding block whereby said home signal and said circuit-breaker of a preceding block whereby said home signal is controlled jointly b said magnetic devices; and a second signal circuit for said distant signal and includin the circuit-closer of a succeeding block an controlled by said home signal.

10. A normal-danger electric block-signaling system, in which a differential relay controls the signal-circuits, and arranged for utilizing the same source of power as for the propulsion of trains to cause a si nal to move om danger to safety on t e approach of a train to a clear block. a

11. An electric block-signalin s stem, iii which a differential relay conti its the signalcircuits, and arranged for utilizing the same source of power as for the propulsion of trains to operate home and distant signals and a lurality of electromagnetic devices control ing si nal-circuits for said signals.

12. In a b och-signaling system for railways, a block comprising a portion of a continuous return-rail and an insulated rail-sec-- tion; a source of electric energy; a differentialelectromagnetic device comprising two opposing coils; a branched track-circuit comprising two branches each connected to the source of electric energy, one extending to the return-rail through one of said opposing coils and the other extending to the insulated rail-section through the other of said opposing coils, so that said differential device has a normal operative effect when said block is clear and an inoperative effect when said block is occupied by a train; a signal for said block and a second signal for an extent of track succeeding said block; means controlled by track-rails succeeding said second signal; and a signal-circuit for said first-mentioned signal controlled by said differential device and by said means controlled by track-rails succeeding said second signal so that said signal-circuit overlaps said second signal.

13. In a block-signaling system for railways, a block comprising a portion of a continuous return-rail and an insulated rail-section; a source of electric energy; a differentiaLeIectromagnetic device comprising two opposing coils; a branched track-circuit comprising two branches each cannected to the source of electric energy, one extending to the return-rail through one of said opposing coils and the other extending to the insulated rail-section through the other of said opposing coils, so that said differential device has a normal operative effect when said block is clear and an inoperative effect when said block is occupied b a train; a signal for said block and a secon si al for an extent of track succeeding said lock; means for controlling said second signal controlled 1) track-rails succeeding said second signa;

In testimony whereof I have signed my name to this specification in the presence of two subscribing Witnesses.

ADONIRAM J. WILSON. Witnesses:

MAY V. MOPIKE, LEONARD DAY.

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